YungMarxian

These problems may have propagated to the as well since I waited 15 minutes for one at Broadway–Lafayette Street. I peered down the tunnel and there was an train at 2 Avenue on the southbound express track doing its thing and turning back towards Queens. Separately, there was an incident at Grand Street that backed up 6 Avenue express trains too. About 5 or 6 and trains came in succession before the .

What time was this? I saw the train at B'way and caught a thankfully not delayed train home.

Just saw an resigned to terminate at 2 Av (this happened at B'Way Lafayette). Is this often or was it probably a quick fix to turn around an ?

Oh boy! Time passes quickly.

 

http://www.nyctransitforums.com/forums/topic/46932-why-are-the-central-park-west-stations-so-deep/?p=820854

Another question... why are there so many sealed cross-unders/overs in the system?

Does anyone think the MTA would ever build express platforms at 51 St on the and lines?

Coney Island dosent have enough capacity for a extra line.

 

what's the difference if the train pulls into CI with or without passengers. dwell time would be the same since the B train is sticking to a schedule anyway, no?

A really long while back I saw an OOS IRT train roll thru the s/b 4 Av express track at Pacific. It was later in the evening but still daytime service. Any clue how or why it got there?

Just did some research.

"Some remaining R32s are planned to be replaced by the R179s as well, but the rest are planned to be retained due to delays in the delivery of the R179s and potential need of extra rolling stock to provide additional service."

Source: http://www.mta.info/news-c-subway/2015/12/11/detailed-study-system%E2%80%99s-longest-subway-line-identifies-opportunities

This has been said before, and the reason why is because we don't have enough cars to supplement that extra service. The only (W)'s that go out to Brooklyn are the put ins and dropouts at 86th St/Gravesend on Sea Beach.

Ahh. I wonder if any of the 32s, 32As, 42s, or 44s (and 46s if they get replaced by the R179 and R211 orders) will be retained for supplemental services that some of these lines so desperately need during rush hour.

what is the likelihood of another service being brought onto the fourth ave and west end locals terminating at bay parkway (like the brown )?

I figure the brown won't be brought back since it's useful for the JMZ to have a direct link to midtown, but the and (and ) get awfully crowded in both the AM and PM rush.

I was thinking that in a pinch, the MTA could run rush hour extensions of the to Bay Parkway and 95 St.

Why is the signed as Sea Beach Express when there's only one set of rails that are used anyway? And if they were to use the center rail for revenue service (aside from current use with the station rehab), the current 's route would be the local variant of sea beach.

My guess is it's the MTA's way of implying the runs express on 4 Av (why not just say Astoria Local, Broadway Local, 4 Av Express, Sea Beach Local on the LED display though? Is it too wordy?).

Saw workers sawing and working on the underneath of the 25 Av station tonight at around 8:30 pm. There are also new metal plates installed beyond the ends of the staircases that lead into the station (they look very temporary). My guess is that they're replacing parts of the station which requires breaking into part of the station floor, which got covered by the temporary plates.

On a train with WTC marked as it's southern terminal. Currently going over the manhattan bridge so that obviously isn't the case. Does this service pattern regularly happen or was this probably just a mistake?

Is anyone familiar with the hypothetical connections between IND Crosstown and the Franklin and IND Crosstown and BMT Astoria? Would either of these connections have enough ridership to justify constructing necessary infrastructure to run services?

Tomorrow there's a concert in Central Park (Global Citizen Festival) possibly they will run some specials after the concert ends like they always do.

How do specials differ from regular trains?

I wonder why not just terminate the at 57 and have the take over Astoria. Make the run express on broadway so the local tracks dont get overcrowded and Astoria riders can still have a broadway express.

Two more questions:

So long as the J/Z run skip-stop, they have to run the same route?

and

is it feasible to turn around trains on the 8 Av local after 23 St?

Delays (and crowding...) on the n/b D...

Like censin said look at the schedule.

http://web.mta.info/nyct/service/pdf/tjcur.pdf

Oh, my bad. I was under the impression that skip-stop was all the time. Thanks.

Look at the schedule on mta.info.

I mean without skip-stop service.

The (J)/(Z) takes the same amount of time as the to get to the Chambers Street/Fulton Street (FiDi) area. Were an express track to be built, the geometric efficiency of the route would make the (express) faster than the to get to FiDi.

How long do you suppose an entirely local (J)/(Z) train would take to get from sutphin to chambers?

It would throw off the whole line. The and were not built like the where there is a dedicate express track for most of the route in Queens. Perhaps having express tracks and more express stations such as the one at Broadway Junction and Myrtle Ave the line could allow the to have its own full time express service. Skip Stop simply just skips a few stations while stopping at others.

And I guess when you get down to it, constructing another dedicated rail and some platforms would be near impossible. How long would it take to run the entirely from Sutphin to lower manhattan?

There's only two tracks from Broadway Junction to Jamaica Center, one track going in each direction (I'm only talking about this portion since that's where most of the skip-stop service happens). Having some trains run express and some trains run local on that one track during rush hours is not a good idea. You'll have some (if not all) express trains stalled because of local trains stopping at each station.

ohhhh nah I meant why not run them all local where it's double tracked and the Local // Express when it's triple tracked. But I guess skip-stop is faster.

So, can the J/Z ever be separated or does that totally throw off the skip-stop schedule?

From Mytrle Av up to JFK during the 5PM hr. or the other way around around 7-8AM, the J skips one stop to another as the other train make the stops the J bypassed (the Z). It doesn't bypass transferring points (Bway Jnction, Alabama Av, Creacent St and Woodhaven Blvd)

 

And train conjestion is the answer.

I'm not sure why but I can't fathom how skip-stop doesn't cause delays but it must work if they keep it Lol

How so does Express and Local create congestion?

Oh! One last question (for now). How many express services could the fourth avenue hold? I have a hunch it's at capacity with the D and N but since it's just a large stretch of express, maybe a third service could fit in?

EDIT: Oh geez, more. How exactly does skip-stop service work? And how come they can't just make the a fully local service and the peak direction express?

Had a 10 minute wait for the s/b at 68 St today. Skipped 33 St, 28 St, and 23 St. I'm assuming that was to fix the spacing since the next train was to come two minutes after. Just curious if anyone knows the origin of the delays.

Also there was plenty of work equipment on the Brighton Line today. Definitely on both express tracks and I couldn't tell but it looked like equipment on the n/b local as well? Not sure though. Anyone know what these are for?

ALSO, I've been seeing a lot more work cars in the 9 Av station and railyard. Once more, anyone know why?

Ty!!