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Not only that, but also the train announces "This is 14th Street..." before the even curves onto 6 Av. That is really annoying, and the MTA should fix it. I've seen confused tourists wondering about this.

So does this mean that there's going to be a 10-car consist where half the train is wrapped and half the train isn't? Oh well, I guess people will shrug it off as the typical MTA, only wrapping half the train...

I don't imagine that the MTA is particularly fond of loop-shaped services of any kind, especially a loop that only connects to one of the service's two branches at the other end. If this were ever implemented, it would most likely go like this: Rockaways → RBB → Queens Blvd Local → 53rd St Tunnel → 8th Ave → Cranberry Tunnel → Fulton St/Liberty Ave Line → Lefferts BlvdBut then this would necessitate building a new transfer station between the RBB and Liberty Av line. It could in theory be remedied by sending some trains from the Fulton St Line down to the Rockaways directly, but we'd also need to reciprocate by sending some RBB trains to Lefferts, and that would probably cost a lot more than it's worth. I don't think half a connection to Lefferts would ever be implemented, let alone a full connection, but if it were ever built, I'd prioritize the RBB-Lefferts connection first to balance out headways on the RBB and Fulton St ends of the . Not that it'd be feasible, though.

A little late to the game, but I heard something at Fulton Center/Cortlandt St station yesterday. It went a little like "There is no service at this station, for service to Brooklyn and Queens take the to Canal Street and transfer to the ". It also mentioned the water main break, though. Now I know what that's about. Thanks for the link. The congestion was so bad, though, I actually took the PATH (!) from 23 St to Cortlandt St/WTC.

All good, except for the fact that AirTrain is B division dimensions.

January 28 or 29, 2017. (Don't know the exact date, there were 2 derailments.)

Technically, Brooklyn Bridge and Bowling Green aren't relays since the cabs themselves don't reverse direction. (The trains turn around, so you'd have the same leading car even though the train is operating in the reverse direction.) That would be an interesting improvement. Let's hope that if this were ever implemented, the MTA doesn't always schedule overnight construction to make the run local.

Technically you could have a standalone elevator structure. No one would use the stairs because the height would be too much. About that summer train... I don't suppose they figured that this basically makes the a loop line? It's as if the were extended to Jamaica Center on both ends, except this is a larger and longer loop, like Tokyo subway's Oedo line. A few billion dollars, give or take the cost of connecting the to the JFK AirTrain if the MTA is really feeling cheap. But of course, the Port Authority is not gonna agree.

The does do a relay at 179 St since the switches west of there only allow the train to access the NB express, IIRC. In any case, that track can't turn all 18 trains during rush hours. So most, if not all, of them have to use the relays. Myrtle-Wyckoff: yes, some selected trains do that during rush hours. Hudson Yds: I'm a daily user of the station and I've never seen that happen. In the AM, some Manhattan-bound trains do go into storage for the PM rush, similar to the at 96 St. ---- Another relay is at Broad Channel.

Quick question: Is it legal to take a photo of the WTC PATH station's Oculus entrance? I realized it may be illegal to take pictures in the PATH system itself, but I see a bunch of pictures of the Oculus online, so it may be perfectly legal. Where does it start becoming illegal, though - once you're in fare control, or once you get on the platform?

Wrong thread BTW, for future reference, do PATH train posts go here?

I agree. I guess the conductors figure, what the heck, let's just move the train already...

The westbound at Queens Plaza probably has it too. Even if an train comes in after the , the will still be held. I think it's for a connection rather than express-priority only because there is a direct cross-platform transfer at Queens Plaza compared to the step-off-and-wait-for-the-next-train situation at 5 Av/53 St.

I waited 15 minutes for an train this morning. Of course, my experience was before the MTA actually announced that there was a delay, but it could be related to a shortage of equipment due to a delay in getting trains out of the yard.

It does seem like some companies make good-quality items in one place and then the same company has poorer-quality product if it's made in another (e.g. Bombardier with the 2009 stock in London vs. the R179s here). However, I do agree that the MTA should see what China Rail Corp's products in Boston and Chicago are like first before picking them for the R211s, or not.

Cue a proposal for the MTA to actually open a free MetroCard transfer which, of course, they won't do until 2019, and then only for 18 months. A better proposal would be an infill station, but that's not happening either since that's too expensive for a marginal benefit. (Lorimer St and Broadway are two blocks away at their closest, so a passageway between them now would work finely.) Ah, one of the quirks of having three formerly separate subway systems. So close to each other, they can almost connect. Just not quite.

Little musing: At Flatbush Av , the terminates on the western track, Track 2, and when the is running to Flatbush Av the terminates on the eastern track, Track 3. This is made evident by the platform sign from the entrance nearest Brooklyn College. But it doesn't say this on the signs at the entrances at Flatbush & Nostrand, like "Flatbush Avenue For use entrance across Flatbush Av". I had to catch the today and entered the station from the train platform, narrowly missing getting crushed by the slamming train doors by the time I headed around the U-shape platform.

Umm... treat it like a terrorist organization? Shut down the entire Lex Line south of 42 St. The provide alternate service in Brooklyn, runs in 2 sections, terminating northbound at 42 St. The is suspended in Lower Manhattan. The terminates southbound at 42 St. The is reduced to a shuttle to 180 St. The terminates southbound at 149 St with shuttle bus to 138 St. The terminates southbound at 137 St with shuttle bus to 125 St then 103 St. The terminate southbound at 110 St with shuttle bus to 125 St . As for Myrtle Avenue? No south of 34 St. in two sections. runs as shuttle, Pacific to CI via Montague. is suspended Meanwhile, I suspect a boatload of FBI, police, special tactical agents, and a bunch of characters more fitting for a James Patterson book would surround the scene to try to disarm these radical railfans. As a matter of fact, this could be the next Patterson book...

Don't forget the LGA AirTrain and LIRR, both of which the crowd moving in will probably use heavily.

The few times I've been there, I also saw it as a totally empty station, kinda like 34 St-Hudson Yards. But, also like Hudson Yards, it has some days where it's very busy due to events nearby. This is one of the few stations in NYC where taking the mean of the ridership isn't representative of the station's average ridership, but rather, the mode. Considering that: Citi Field had 2.8 million visitors last year. Let's be conservative and say half these visitors take the (of course, everything else, including taxi, rent-a-car, and LIRR are quite expensive for visitors who fly in). The US Open is always hosted at the USTA Tennis Center, which is 700,000 people at the US Open alone. Again, let's estimate that only half take the subway. There's only 350,000 missing riders left, then. Let's say the rest are for the park, Queens Museum, NY Hall of Science, and other events at the USTA Tennis Center. Also, the actual proportion of people going to these two sports venues can be higher than my conservative estimate. Also, 2.1 million annual visitors to Willets Point isn't much ridership compared to other stations near stadiums. Yankee Stadium has 8.9 million every year, Barclays Center has 13.7 million at the former Atlantic-Pacific complex alone, and the two Penn Stations each have 27 million.

I get on the train at 74 most days, so yes. But based on the service pattern with the trains terminating at Willets Point, going to the local track then to the flyover (like others said) does make sense.

Well, the departs from tracks M and 2 at Flushing-Main St, which are the center and northbound-local tracks further west. It would be tedious to cross over to the southbound-local track (merging with the local ) and then, past Willets Point, go back to the center track. So I imagine the could just stay on the express track. However, the center track at Willets Point only has one platform face toward the northbound-local platform. If the MTA wants to reduce the number of platforms that passengers could go to (this doesn't see particularly high use except during games), the can use the southbound-local platform. This is a bit counterintuitive though, since it involves more switching than is needed.

Okay, five of a kind. Still rare, though.

The other rollsign in the car is turned using a key, not with these knobs, so this is really one of a kind...

In other off-topic news... I saw this today on the . That's right, a (very easily changed) rollsign for a train between W 4 St and Atlantic Av-Barclays. That second destination was displayed upside down when seen from the outside of the car. Foamer alert... The other rollsign in that car was set correctly.