R68OnBroadway

Given that Prince Andrew will likely only step in to save what brings him nice ribbon cuttings, here's how I see projects going:

Most likely saved:

ESA

Elevator installations already in progress 

R211s

50/50 chance:

Service cuts -  elimination?

CBTC delays (excluding places where work is underway already)

R262 delivery pushed back further

Elimination or trimming down of late night service

Most likely DOA:

Bus network - Borough redesigns will be a trojan horse for service cuts

Station renovations - Most will be cut and projects like the Nostrand exit reopening will probably be quietly terminated

Replacements for R68s - those cars will probably be around much longer and reach their late 40s/early 50s

2 hours ago, Deucey said:

I think @CenSin did when timing  vs  last year.

Do you remember the approximate time when he posted it? 

Has there ever been a comparison to see which train to Coney Island is the fastest (depending on weekend/weekdays, where there is work. etc.)?

Is the  53rd/63rd swap still happening?

16 minutes ago, MHV9218 said:

My guess is that if the R32s are needed for use, the TA would prefer them on the outdoor lines for the AC issues. There's a nonzero chance they need the cars if/when equipment requirements change, and they'd probably prefer starting them out on the J/Z.

No, the issue is not length of consist on the Broadway-Jamaica el but tightness of the curves. In fact, just during this transfer 10-car sets of R32s were sent to ENY yard directly from A service. The issue is that the longer cars will swing out on a turn, and they can graze other trains during the process. You could possibly run an R46 set out as far Myrtle or so (it's happened for a fan trip), but only if you were sure that no other trains were passing, and there's no way you could clear the curves out by Crescent and Cypress. 67 feet is the longest that works, and even that only worked with the unusual truck spacing of the BMT. I'm not even 100% sure the R110Bs would have fit on those els. Would have to check the truck spacing.

I recall seeing a photo of R44s at Fresh Pond Road from the 1970s when they were testing the cars.

Can we please stop with the double and triple-posting

How much tph would the  be at during the weekend now?

My prediction for the last station to get OMNY will be one of the Rockaway Park branch stations (either 90th, 98th or 105th) given that they see very little usage and are isolated from the rest of the system; however I would still see 116th get it before the other three as it does serve as a point of transfer and it does have some ridership draw to it.

8 minutes ago, R42Ztrain4795 said:

Question about the R42s, if they're scrapping them, I would really want a car number plate from one of them. Anybody have any ideas on how I could get one from the MTA?

They have a memorabilia store on their website.

http://web.mta.info/nyct/materiel/collectsales/index.html

58 minutes ago, R10 2952 said:

Unless they plan to have the run overnight on 63rd Street, I don't see the sense of this swap.  Why is the MTA even considering a plan that would still require the to stay on 63rd for late nights and weekends? It will just create confusion for the riders.

If they do keep this swap, they should make the  local to Forest Hills at all times except overnight and have the  swap northern terminals so that the  becomes the part time QBL local.

If moving the  to 53rd is successful, would it be possible to have a more frequent  service? Here's how I could see it happening, not sure if it would be best to do though:

- both expresses run via 53rd so the  can pick up more for the  

-this allows the  to run more TPH, so we can go for 18 tph  / 12 tph  with CBTC

-  service is limited by the Williamsburg bridge and myrtle to 10 tph, so there isn't an issue of conflict on 6th Av

- 18 tph can be split into 10 tph  local and 8 tph  express

Any ideas if this would be practical?

16 minutes ago, MysteriousBtrain said:

Since the cats out of the bag, 

Some R32s are making the move to the and heading to ENY for revenue service. Also there may be some more swaps on the way but what kind of swaps is unknown at this time. 

Any plans to reactivate the R42s? (Doubt that they will though given that they have already been officially retired, are in even worse shape than the R32s, and are such a small fleet that it probably makes more sense economically to just cut some trips instead of running those cars). 

When is the test train set to arrive?

4 hours ago, darkstar8983 said:

The  cannot all turn at Ditmars Blvd. It barely turns the  as is

Then cut the  and have any leftover trains terminate at QBP.

5 hours ago, darkstar8983 said:

Scenario: Wednesday 3:30AM (Pre-Essential Service): CBTC-related signal malfunction at the 36 St Interlocking disables all tracks in that area: (the D5 tracks IS available to turn trains around). This service issue is expected to last until at least 1PM. Reroute the  however you can such that reasonable track capacity limitations elsewhere in the system are respected, but you keep as much service flowing as possible for the AM Rush. 

 suspended

 via  to 168 in Manhattan; Roosevelt-JC in Queens

 179-Roosevelt and Queensbridge-CI

 to 96th

 via Astoria 

cross honor tickets with LIRR

9 minutes ago, bobtehpanda said:

New York State puts a Constitutional Convention on the ballot every 20 years to rewrite the entire NYS Constitution. The last one that successfully passed was held in the '30s.

Generally speaking, every special interest group has their own reason for hating it:

• if you live upstate, you generally are against it because any rewrite has a decent chance of giving NYC even more power, which in their eyes is a bad thing
• if you work in a union, you generally are against it because the constitution has a provision that you can't rescind pension benefits after they are given, which has a decent chance of being tossed out if the constitution gets rewritten
• etc

So every special interest group takes the position of "devil you know is better than the devil you don't", even though the document is, for all parties involved, worse than the sum of its parts. Therefore the system will never be fixed.

Would you ever consider secession of NYC and it’s suburb counties to be a possible alternative to get rid of the financial and political burdens NYC faces? (Not advocating for it, I’m just curious)

8 minutes ago, bobtehpanda said:

The problem is that both NYC and NYS governments have such strong executives that basically require the second coming of the Messiah to function properly. But a ConCon was rejected the last statewide elections and the next one is up in the 2030s so y'all are gonna have to live with it.

What do you mean by ConCon?

Here’s something to consider: Phase 3 and 4 will most likely not be complete for at least 30 years given MTA problems. Personally, rather than waste time thinking about all these alignments, people should focus on making the first two SAS phases as useful as possible- that means sending both the  up SAS, extending the 125th street line to 8th, and thinking about the merits of Bronx extensions such as one up 3rd or Webster. I’d much rather see SAS phase 3-4 $ be used to bring service to the central Bronx (where construction can be much cheaper and cut and cover due to less dense construction) than spend a huge period of time building an astronomically expensive subway. 

1 hour ago, MHV9218 said:

I assume all overground, and only allowing compatibility South/East of Newport Pavonia? Cause otherwise you'd have to fully replace the SIR fleet for shorter car, and tunneling you're talking $1-2bil/mile.

I’d imagine a tunnel from Grove street to the HBLR ROW, then conversion of that ROW, then a tunnel under the Arthur Kill to the North Shore Branch which can run to St George and stop there (or continue if needed).

Is there a cost estimate for how much it would cost to try to link up SIR and PATH?

42 minutes ago, darkstar8983 said:

What if:

This occurs on a normal weekday at 3:45AM and repairs are expected to spill into the AM Rush.

- There's a loss of power on the 6 Av Line (all four tracks) between 14 St and 23 St

Keep as many trains as possible in the entire B division considering the maximum capacity constraints. 

 suspended

 via 8th Avenue express 

 via 8th local 

 via crosstown 

 via  to Broad

12 minutes ago, MysteriousBtrain said:

Just to be clear, the ONLY WAY to make 145 St a 10 car station is to completely reconstruct the Lenox Avenue line between 135 St and 145 St. 

Take this screenshot for example. Since 135 St is a 3 track station the northbound track can go into a newly constructed section along the right of the current northbound track. Another southbound track could be constructed on the left. Both new "outer" tracks would be used by the and the current "inner" tracks would be served by the . The southern diamond crossover at 145 St would be taken out under this plan.

How much space is there on each end of the station before construction is required? Given that the R262s will have gangways, you could see how far you could extend the platforms and then have selective door opening so that all but a few cars platform at the station.

17 hours ago, Deucey said:

It would’ve blocked the switch from WPR to Lenox Av, and shortened the distance to the 148th St Terminal.

Given that the platform already fits about 7 cars, wouldn’t it easy to fit another 150 feet of platform before the junction?

Does it make sense operationally to swap the  and  terminals in Queens?

For the R32 retirement run, I'd either expect a run on the  similar to the R42 or some round trips on the  to 96th (alternating between Brighton and Sea Beach).