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4 via Mosholu

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  1. I was on the train earlier today, and it seems as though some sets, including the one I entered numbered 1121 to 1170, have the Franklin Medgar Evers program modification. I think this is the case because Dianne Thompson from the train replaced Ettinger Gottesman when it came to announcing "The Next Stop is" and the "This is" portion of the program. The rest seem to still have Ettinger Gottesman doing these, as they still have the original 2005 Franklin program as of 2014. The last time the program was modified in 2014, it never had Dianne Thompson do this on the train. But I determined that they should have used Velina Mitchell to do the announcements or the other Thompson (Kathleen Campion from the train) to do these announcements if they really wanted to take Ettinger Gottesman off completely from Lexington.
  2. They are completely different from each other; in fact, the 42 route signs can be interchanged with the 46 route signs since they have an horizontal rollsign setup. The 68 as well as its Kawasaki variant can only be interchanged between each other, not between the 42 and the 68 as they use a vertical rollsign setup.
  3. The bus and it's local variant are very heavy on ridership.
  4. Looks to me like they don't want passengers exiting through the emergency gates, but through the turnstiles. Disabled people are another matter, though. They need to use these exits.
  5. Same up at Woodlawn Cemetery and Pelham Bay Park; they must have given up on that practice quickly,
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. 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.
  11. It was done during the construction of the South Ferry Whitehall Street stub end terminal, beginning around 2005 or 2006.
  12. 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.
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