4 via Mosholu

Can I get two service signs for the train renovation work (I want both in a white background with black border on top and Helvetica text) First service sign To Times Square & Hudson Yards via Steinway Local Flushing Local, all times. After Mets-Willets Pt. Blvd, next stop for all trains is 103 St-Corona Plaza. For service to 111 St-NY Hall of Science, transfer to the Main St-Flushing bound train on the Main St-Flushing platform via mezzanine. Flushing Express, morning rush only Between Mets-Willets Pt. Blvd & 74 St-Broadway. All Flushing Express trains run local after 74 St-Broadway; for service to 82 St-Jackson Hts & 111 St-NY Hall of Science, transfer to the Main St-Flushing bound train on the Main St-Flushing platform via mezzanine. Second service sign All Main St & Manhattan bound Flushing Express trains are on either local track at this time.

The 12 is actually a straightforward line; the one thing that they probably need to change is in regards to their interval numbers on their boards. Come to think of it, it's not the pressing thing that needs to be done now - though it makes me annoyed how there is a massive jump between interval numbers. What really needs to be done for the 12 is to figure out a way to stop both of them (Local and Select) from coming back to back to the point that there is a long gap between buses.

I actually agree that trying to replace the 64 with the 10 would have been straight up disastrous in the long run. I'm just not really sure what exactly they were thinking regarding that specific proposal.

This is a program that began on select stops along the train during the structural repair phase that shut down the Grand Concourse Express for months as part of a form of a Select Maintenance Service for stops before they fall into disrepair. It has spread to the train as of late and 4 (that is, Lexington) Avenue for weekend General Orders.

Some of these ratings are lies at worst; they're tomfoolery at best. I have a list of ratings already written for a dozen lines that show what the real ratings are. As far as the #2 is concerned, it does have a fast express run along Malcolm X and Broadway-7 Avenue (when it doesn't have to go through Mosholu and 4 Avenue).

They are numbered out of order like this because when most of the 46 was rearranged into four car sets for the train and the train during the General Overhaul Program, the even cars had all the underlying equipment necessary to operate. The even cars mostly needed the odd cars to operate as they could not operate on their own unlike the much earlier Arnines and the R10 thru the R22. They operated as semi permanent pairs before overhaul and unification, which once made it possible for cars like 866+973+941+1054-1102+501+849+1046 to be joined together. The even only pairs (originally numbered 1228 to 1278) were the ones that could operate together as even pairs and they were later reserved for the train following the General Overhaul Program.

I've seen one of them lit in the Mosholu tunnel south of 149 Street Grand Concourse along the train. As far as the last picture is concerned, that looks like Marcy Avenue along Jamaica.

Took them long enough to do. They said that the Culver Link subway shuttles will be available throughout the Culver Signal Modernization project, but it did not happen as a result of Covid.

The Rockaway Shuttle typically ran from East New York (Euclid Avenue) to Beach 116 Street (Rockaway Park) during the weekend and midday hours. There were select afternoon shuttles that ran to Mott Avenue (Far Rockaway). Come to think of it, when it first began, it did not really have it's own letter on the map and it split it's time between Mott and Beach 116 Street middays, nights and weekends. You are right in saying that they had the and signs; they were sometimes marked as such on the trains when it first ran. The use of the red double H began on September 1, 1962 to differentiate the E from the original Rockaway shuttle. Night service was a Rockaway Round Robin that saw the Rockaway run from Euclid to Beach 116, then to Mott via Hammels Wye, and then back to Euclid; those two times were when the train primarily went to 119 Street - Lefferts Avenue (present day Lefferts Boulevard). It's identifier was the aforementioned turquoise E which was used from September 11, 1972 to August 29, 1976 when it changed into the train during the fiscal crisis that saw the train run to Chambers Street - World Trade Center at all times.

I see what you're saying about needing more trains out within the time period you said, and I feel your pain about being on a packed train. I just do not know if it is possible for the to do something now about any missing intervals for the train during the aforementioned time period you mentioned. The best thing that could be done is to have it use eight 60ft cars again like it used to do then - even after it began to use a dedicated 46 fleet that used six 75ft cars. Those 60ft cars can come from East New York or the 207 Street Overhaul Shop. The only reason why it is fine during the actual rush hours or the weekends is because the train isn't really utilized to it's capacity as the Brooklyn Queens Crosstown, since most passengers would use it to get to the train, the train or the train including the train for Manhattan service, including the train, the train, the train and the train also for Manhattan service. It was definitely supposed to touch Manhattan as well, but it never went there as a result of other lines that were prioritized over it. This is part of why the first version of the train was actually a Court Street-Hoyt Schermerhorn shuttle when it was supposed to be the Fulton Local service from Court Street to Euclid Avenue with the expectation that all service via the Cranberry Street tunnel from Manhattan was going to be the Fulton Express. Yet a different service plan that had all trains serving the Fulton Local was implemented which meant it later stopped running on June 1, 1946 due to how close Court Street and Hoyt Schermerhorn are.

They wanted to do that when they were looking to bring back alternate stops along the train, but they determined that it was just not worth the cost. As a result, the express track north of Myrtle has always been used for General Orders instead.

That is so true. I got off early at Harlem-145 Street before another fight happened.

Those doors should have gotten the linear induction door motors that were used on one R142A set, while I don't blame them on using the Fuji door motors. The bell for the public intercom on the 211 got updated. The announcements need to move faster on the 179 though; glad that the 211 got most of the 160 features (one of them playing the next announcement if the station information gets too long, like what happened when it entered 42 Street. They should just shorten that accessibility announcement there as well, including fixing the buttons as well). I saw one train conductor on the pair I got on earlier at 42 Street pressing the door closing button about four times at Canal Street-Holland Tunnel before it played. I was thinking there were only two. Three is just unacceptable at this point.

Honestly, that might end up happening for the rest of the thirty day interval test until its official revenue service run.

That's the hard and bitter truth, man.

I agree that that should have happened. I got off at 145 Street before that happened. There were about three back to back 46 trains that came through as well as an train before the 211 came and there were even talks of rerouting it via Rutgers or running it on the local. One stray train ran local instead after Canal Street-Holland Tunnel to 59 Street-Columbus Circle. I saw that one at West 4 Street-Washington Square.

Couldn't really hear the conductor on the intercom myself, but heard the other Dianne Thompson loud and clear. By the way, the doors are quicker on the 211 than on the 160 Kawasaki where it is a bit slower. I even got two stickers from one of the conductors that did the special interval on the 3:51 out of Mott.

The Grand Concourse was originally going to be built with a fourth track like Central Park West, because the Independent Railroad wanted to replace the Mosholu elevated and redirect those that would have taken the train to the train, but during the construction stages, it was switched to three tracks only. There are two pieces of evidence that indicated to the fourth track and that is a pocket track north of 167 Street on the Manhattan bound platform and the extra wide uptown platform at Harlem-145 Street. I don't think anyone expected the Mosholu elevated under River and Fifth (Jerome) Avenues to last as long as it did because it was likely meant to be destroyed. There was even a point during the Corporate era where because of how bad the train was during that early period, they wanted to cut the Mosholu Local and make it run up to 161 Street-Yankee Stadium. But that never happened at all.

The train used to only end at Bowling Green during much of the weekdays as the rush hour usually went to the Bush. The mainly uses Utica and there are select trains that run to/from Utica and Bowling Green, with the run to New Lots being a rush hour only run like select trains. That is similar to what the runs to 238 Street and Gun Hill Road are. Most of the train goes to the Bush out of Dyre (many of the trains out of 238 Street in the morning also go to the Bush). I'm just beating around the bush with what I said earlier, but with most of the train usually ending at Utica and the mainly running to/from the Bush during the weekdays, it would just be spreading the train more thin than it needs to be. Sure, the can be everywhere and everything all at once (it even stepped in for the years ago because of weekend track replacement via Mosholu that sent much of the train crew via Bronx Park and Dyre due to it not running at all because of the aforementioned track replacement, and it even stepped in for the train during the weekend long Clark Street tube reconstruction, though both crews went to each other's branches during that time). Your suggestion that the Bronx Park/Dyre express goes to Utica with every other train going to Bowling Green is brilliant. But there's just barely enough throughput for that to happen since the train mainly has the layup at Utica and the South Ferry loop track south of Bowling Green is not classified as a revenue track (there have been trains that would use the South Ferry loop track in revenue service, as well as possibly the train as well). Because of the South Ferry loop track's classification as a storage track, the train would more than likely be backed up between Brooklyn Bridge and Bowling Green on weekdays, as it used to before the train's midday extension to the Bush that was initially done on a test basis.

Better yet, put them on the Manhattan Bridge and the elevated lines as well.

Thank you so much!

Thanks for these signs man. Are you getting the Luminator Spectrum sign I requested ready at this time?

1) The "via Ft Washgtn" stage on the R44 can be extended to "via Ft Washngtn". 2) and 3) I meant to type Norwood-206 for the R211 interior sign since the main entrance at 205 Street station is at 206 Street on Bainbridge Avenue. As far as the W 4 St-Washgtn Sq reading is concerned, it can be split into its own section before the time.

Make that R42 interior, that's what I meant to say.

R44 Pre GOH Luminator flipdot sign 207 St-Isham Pk Fulton Express 8 Av Express via Ft Washgtn R42 GOH exterior rollsign 42 Street, Times Square 86 Street, Gravesend R211 interior LED To Norwood-206 The Next Stop Is W 4 St-Washgtn Sq 1:20 PM Luminator Spectrum Bx36 to Jamie Towers-Seward Avenue: via West Farms Square via Parkchester LIMITED