darkstar8983

The spare factor is too low. All the R46s are needed right now, just to hold down service. Otherwise you’d be seeing daily R160 stints on the Broadway Line for the during the morning rush since the R46s are barely holding on.

Before there were 3 drop-outs (two 59 St trips in addition to the 96 St trip). I think there are less drop-out trips now since midday service is every 8 minutes instead of every 10 minutes, and likely before the service increase, there were trains that get taken out of service at 71 Av as well after the rush hour.

The only has 92 R179 cars - 72 for service (9 trains) and 2.5 trains as spares. It needs 9 R46 trains for the rush hour to supplement AND three R46s switch over from the between rush hours to run on the

Yeah when there are very invasive train reroutes in which a train that normally doesn’t travel through a corridor arrives and runs to the same destination as another train route, people just won’t get on. Classic examples: via Crosstown (makes identical stops the entire way) switcheroo ( via Lexington or via 7 Av)

The platform was closed for 4 months yes but I’m sure work was being done beforehand, AND the ran only on weekdays during the closure. There was no night or weekend train service through the area. But yes 11 months is way too long for a station rehab in ONE direction. Even the ESI stations in Astoria finished faster

So far I think only 1 8-car train was transferred to Coney Island, to allow 1 R68 train to transfer to Concourse. Remember that the train is back in full service so the needs more R46s. It’s about a 60/40 split of R46s to R179s on the since ENY needs their cars again. So we have to wait until some 4200 series R211s hit the tracks before another set of R46s transfers to keep the spare factor high

Probably two work zones: 1. 53 St Tunnel (hence the via 63 St / 6 Av reroute). 2. work at World Trade Center, or the West 4 St switch southbound can’t be used. Northbound there’s likely no work going on, so the can resume regular service via 8 Av after West 4 St

Yeah and people that go to Manhattan have to backtrack to Main St then remain on the local headed to Manhattan. Those needing ADA accessibility can’t take the Super Expresses since they depart from the Express platform at Mets-Willets Point, unless they miraculously catch it at Woodside-61 St (Junction Blvd is skipped)

Yeah the can’t fit any more people on it, but the one advantage of the air train to willets point is the extra space to build the air train without NIMBYs

They should have included a penalty for delays, like they did for the project

Yes and that depends on what’s available for service, what trains need inspections, etc.

Those switches haven’t been in regular weekday rush hour use for 7 months. It’s not enough when switches are used just during certain hours for reroutes

And that doesn’t mean that the train order will alternate between R46 and NTT train (R179/R211). You can get 15 R46s in a row and then a single NTT train, then an additional 7 R46s, and then 20 NTTs in a row, or any mix.

The to 168 St GO was because 8 Av was closed, and the all had to run via 6 Av, with the all sharing the local track between 34 St and W 4 St. The ran via Broadway to Whitehall St. Since the was needed on 6 Av due to the train work, and 3 routes were needed on CPW, they combined the and into the to 168’St and the had to run local in Brooklyn to make room. No more than 15-17 TPH on a single track on weekends.

Ohh. So there’s just been a lot of crews with “dead time” between runs then? Got it. I always wondered what they do with train crews when their line is curtailed for an extended period (excess of 1 pick cycle). As for the yeah I can imagine how many extra crews were needed for that route with all the 59 St rush hour trips and the need to maintain Union mandated breaks for all crews. It wasn’t just about just adding 8 extra train sets each rush hour.