Jump to content
Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.

4 via Mosholu

Senior Member
  • Content Count

  • Joined

  • Last visited

Community Reputation

73 Excellent

Social Info

1 Follower

Profile Information

  • Location
    Mount Hope House

Recent Profile Visitors

1,427 profile views
  1. Judging by the track elevation north of 179 Street - Jamaica on the inner tracks, there's no reason why it shouldn't be an elevated extension. Note that the outer tracks there, which go down to a lower level, were always meant to be for relay purposes.
  2. Okay, here is the thing with this (it would have ended up in the random thoughts thread, but I'mma let you off the hook with this): The as a service label went as a BMT Loop through Coney Island, but it began from Brighton Beach via the Brighton Line and likely used the direct connection to the Sea Beach tracks from the Brighton Line at Coney Island to stop there. From there, it ran express via Sea Beach before following the Fourth Avenue Express from 59 to Pacific Streets and then used the south side of the Manhattan Bridge to run from Canal Street to Midtown - 57 Street - 7 Avenue. It later became part of the train in 1968 because of low ridership. The as a service label was considered as the short line service that ran from Chambers Street via Nassau to 62 Street or Bensonhurst - Bay Parkway. This mainly ran during weekday rush hours, but as a full fledged service it initially ran to Coney Island using the West End platform. As a result of a recapture that the engineered beginning from November 25, 1957 to November 26, 1967 with the building of the Chrystie Street Connection, the became redundant and folded into the train, taking on all of the service patterns into Manhattan including the West End shuttle except for the original Nassau service which during the beginning of the Manhattan Bridge renovation era became part of the on April 26, 1986 due to a renovation project along Brighton also beginning that same day as the other renovation project. Even after the south side of the Manhattan Bridge began to see renovations on December 11, 1988, it stayed there for the next few years until June 25, 2010. Prior to that time, the during middays was truncated from Ninth Avenue to Chambers Street when the also went via Whitehall middays as a result of both parts of the bridge being rebuilt at about the same time. It stayed there as a result of service cuts beginning November 12, 1995 as a result of service cuts that happened, one of which involved closing down Dean Street on the Franklin . It later came back to Ninth Avenue middays as a result of the final phase of the renovation, but kept its rush hour run to Bay Parkway that stayed through. Most of the short line including the main line has now been folded into the train from Pacific Street to Coney Island as of June 26, 2010, the other has been served solely by the at all times from Court Street to Dekalb Avenue also as of that date. The use of rush hour labels to indicate anything else (like the via Concourse or the bypassing 138 Street) was discontinued on May 27, 2005 since the meaning now applied to weekday services running express alongside the same line (like the Pelham Bay Park Express). The Mosholu middle track was once used during tests for Mosholu Express service from Mosholu Parkway to 149 Street - Grand Concourse. That was deemed a failure after the second test that saw it begin from Bedford Park Boulevard because there were busier stops that existed along the train, like Fordham Road that did not include just Burnside Avenue.
  3. This is unlikely to fly; the train can still terminate at Burnside Avenue, but would have to skip 170, Mount Eden and 176 to more easily terminate at Burnside Avenue. As for the weekend, the Manhattan bound platform at Burnside Avenue can still be used to serve trains; besides, the bus is right under Jerome Avenue itself for a replacement, followed by the bus, bus and bus besides the Westchester 20 and 20X. I'm not sure what else needs to be tackled in this.
  4. They once ran the Bronx Park thru Express to East 241 Street, running express after East 180 Street to Gun Hill Road before sending it local to East 241 Street.
  5. 45 and 53 never had a provision for them to become express stops, so the train and the train would have to switch over north of 36 Street.
  6. It was done during the construction of the South Ferry Whitehall Street stub end terminal, beginning around 2005 or 2006.
  7. 9/11 became the factor as to why ten car consists began to be instituted on the train. This was made possible because at the time in the days after the attacks, Lenox Yard was being reconfigured to support ten car consists. The sets it used were stored north of 137 Street - City College that could support ten cars for the train there. This happened while the train traveled to East New York at all times, later terminating at Chambers Street on October 1 overnight. Once that reconfiguration was done, coinciding with the rebuild of the Whitehall spur south of Chambers Street, everything went back to normal. You got your information mixed up on the timing of the train becoming ten cars; read what I replied to @MeeP15-9112 for that information. For your second point about the train transferring its 62 sets to the train, it happened because it was determined the East Side branch was more packed than the West Side. Prior to that, it would have been a bit different with the train keeping its 62 and the train getting 142 sets to send its 62A to the train, which needed them to retire the World's Fair 33 and 36. The 142 and 142A were only built according to the mainline configuration, although it would have been possible to be operated via Flushing. But the Steinway tunnel was built with a different set of dimensions, which is why the Steinway and World's Fair Lo Voltage trains, as well as the R12, 14, and 15, were designed for the train in mind.
  8. Accessibility Improvements for Fast Forward Project ALL TIMES FROM JUNE 21, 2020 TO JUNE 20, 2021 trains bypass Mosholu Parkway, Bedford Park Boulevard, Kingsbridge Road, Fordham Road, 183 Street, 176 Street, Mount Eden Avenue and 170 Street to support elevator installation at Mosholu Parkway, Kingsbridge Road and 170 Street as part of the Fast Forward Project. All trains stop at Burnside Avenue and 167 Street, with boarding changes in effect for trains at the former station during the duration of this accessibility project as follows: Manhattan bound trains stop on the Woodlawn platform from June 21, 2020 to December 20, 2020 for the first phase of this project (Woodlawn bound platforms at the bypassed stops will be open for this phase, as this bypass will be done in the Manhattan bound direction during this time). Woodlawn bound trains stop on the Manhattan bound platform from December 21, 2020 to June 20, 2021 for the second phase of this project (Manhattan bound platforms at the bypassed stops will be open for this phase, as this bypass will be done in the Woodlawn bound direction during this time). For service to bypassed stops on the Manhattan bound direction, transfer at Burnside Avenue or 167 Street for the Woodlawn bound train. For service to bypassed stops on the Woodlawn bound direction, transfer at 167 Street or Burnside Avenue for the Manhattan bound train. For service to Mosholu Parkway on the Woodlawn bound direction, take the train directly to Woodlawn, where it will become a Manhattan bound train. Alternate travel note: Transfer at 161 Street - Yankee Stadium for nearby stops on the train at all times, and for the train afternoon rush hours.
  9. They normally take Pitman into Mundy Lane in Mount Vernon, but because of the pandemic, they are bypassing it entirely going up to 238 (that is, Nereid).
  10. The few 16 buses I saw outside near Walgreens are bypassing the Pitman and Mundy Lane sections entirely. Why the 16 never had an additional program saying "via Baychester" is what I do not get.
  11. Given how the express routes may use either standard units or articulated coaches within the next week or so, which buses are Liberty Lines Express going to use? Are they likely to get standard unit or articulated coaches from Jamaica Buses, Green Bus Lines, Triboro Coach, Command, New York Bus Service, or Queens Surface?
  12. It was the '83 Midwood and East New York swap that caused the train to operate nine cars. This nine car role was initially given to the train to do, since it ran to New Lots Avenue and the train ran ten cars to the Bush. The factors behind this swap include the fact that the Bush was a dead end terminal, and Lenox Yard did not have enough space to be a primary yard. In addition, it's only access to a primary yard was either through Van Cortlandt or Wakefield Yards. Ridership would have necessitated ten cars on the train, but the tracks and signal positions at Lenox Yard and 148 Street - Lenox Terminal were only long enough to support nine car consists. 9/11 was the reason why ten car consists were finally put into service on the train; it would have been done with the R142 entering service on the train in time, but had to be pushed up by around the 12. As part of the change in plans, the R62 cars from the train were sent over to Lenox beginning around 2004 - with the remaining ones sent over to Lenox in 2008 or 09. The train switched storage yards during the period it traveled to 14 Street, having it north of 137 Street - City College, since Lenox Yard was being reconfigured to support ten cars with a signal realignment project in the days after the attacks. Once that was fully done, the train returned to Lenox and East New York,
  13. R62A's were common on the train beginning in the mid eighties. Before that, it used pre General Overhaul Program R33WH and R36WH with the train. There were also R36WF in WH sets from 9478 to 9523 that were used for the train with the train. It was associated with the middle series fleet that was first numbered from 1910 to 2159 with the train operating 2160 to 2475 in the higher series. In January of 1989, it changed again with the train operating 1930 to 2169 as the middle series and the train operating 2170 to 2475 as the higher series. With the five car linkup that occurred from around 1997 to 1999, it was finalized as 1901 to 2155 (except for 1909 that was destroyed by a derailment while serving the Pelham Bay Park Local south of Hunts Point Avenue) for the train as middle series singles shared with the 42 Street and 2156 to 2475 as five car higher series sets for the train.
  14. Perhaps assaulting any conductor or bus driver is one thing, but actually burning up a 142 set from the Wakefield Yard to murder a motorman has got to be taking this too far. As you said, I gotta give credit to the conductor of the 2:15 out of the Bush on the train that helped to evacuate the passengers that got affected by this merciless fire because they did not play any role to do this. Now Wakefield is down by two sets because of one douchebag of a passenger that did this. Which is a factor as to why the penalty for assaulting a conductor or any other public servant should be more severe than just seven years.
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.