AlgorithmOfTruth

That's like saying it's okay for someone to go months without showering, so as long their insides are clean. It doesn't work that way. Transit is an alternative form of travel and passengers that are put off by trains that are filthy will find other ways to get from point A to B. Consequentially, that's one of the factors that can potentially hit the MTA where it hurts financially if those types of passengers grow in number.

ENY's R143s are looking beat. Those things need to be cleaned up big time.

So, the PIX 11 news reporter in the video mentions that construction work might begin at the end of 2019. Right. I'm content with walking for the remainder of my lifetime...

You'll still have to deal with that one train crossing in front of the train you're on coming into Myrtle Avenue–Broadway on the Manhattan-bound track. Don't celebrate too soon.

1.) You are correct in that deinterlining current service routings causes the domino effect—almost every line that converges/diverges with the adjusted route(s) will ultimately be impacted. 2.) Having the run entirely local from World Trade Center to Jamaica–179th Street will undeniably revoke the two key components that make it so popular—the express section it operates on along Queens Boulevard and the Archer Avenue Line, which sees significantly higher usage than the Hillside Avenue Line. 3.) Terminal swapping between the and should be avoided due to the considerable length of the . Remember, we're talking about the longest line in the entire system that extends over 30 miles. Sending it up the Grand Concourse will be overkill, especially during midnight hours where the runs completely local and can easily take nearly 2 hours to make a single trip!

Once Westchester Yard gets their hands on those remaining R62A sets at Corona Yard, they'll most likely rearrange the single units and toss the beloved RFW's. If I'm not mistaken, every R62A set used on the has a full-width cab on each operating end. This year could be the last opportunity anyone has to admire the RFW within A Division.

1.) The and adequately cover the 7th Avenue Line south of Times Square–42nd Street to justify extending the to either 14th Street, Chambers Street, or South Ferry. 2.) Extending the south of East 180th Street to either Grand Central–42nd Street, Brooklyn Bridge–City Hall, or Bowling Green would be a waste of manpower, as the Dyre Avenue Line is nearly deserted late at night. 3.) Many individuals have proposed sending the to Ozone Park–Lefferts Boulevard, but it wouldn't be effective unless the current headways on the were reduced, since passengers nearly always dart for the next at the closest express station . Also, don't forget that the doesn't operate overnight, and even if it did, all that you would accomplish by doing that is currently taken care of by the Liberty Avenue Shuttle. 4.) With the exception of the Myrtle–Wyckoff Avenues Station, the Myrtle Avenue Line isn't overly bustling with activity to warrant having the go the distance to Chambers Street overnight on weekdays. Maybe having the serve all stations between Myrtle Avenue–Broadway and Middle Village–Metropolitan Avenue during late night hours would be a reasonable alternative. 5.) Have you seen the horror show on the Queens Boulevard Line overnight and on weekends? The would incur so much lost time due to speed restrictions caused by the presence of Track Workers that it would defeat the purpose of its existence overnight on weekdays and weekends all together. My hunch is that putting the on Broadway to 57th Street–7th Avenue would interfere with the overnight spacing of and service.

Were you on cocaine or methamphetamine when you wrote this? Seriously, I can't recall another member on here who has come remotely close to spewing the level of arrogance that you do. As far as you judging whether or not a car assignment roster is accurate, you don't possess the level of credibility as other reliable sources (established members) like others on here and to say the least, your track record isn't too hot.

Let's just hope that anything concerning the R179s eventually turns out well before throwing the R211s in the picture. I wouldn't be quick to get scrap-happy and start disowning the R68s only to end up on the short end regarding available fleet equipment.

The Manhattan-bound platform of the 104th Street Train Station appears fully complete, yet it still hasn't been opened for public use. Anyone know the reason for the hold up?

Speaking of express service on White Plains Road... The via Jerome Avenue deserves it during rush hours in the peak direction at least. During AM and PM rush hours, passengers would benefit from this service. I'd have these trains serve 138th Street–Grand Concourse, 149th Street–Grand Concourse and Burnside Avenue, followed by all local stops afterwards.

How rigorous was the testing that Bombardier subjected the R179s to before they were signed off for delivery? If you ask me, it would've been a good idea to verify that the R179 prototypes could withstand one level of stress exposure higher than they were designed for to prevent the seemingly minor complications that have these trains effectively immobile. This may just be an issue of "working out the bugs" that new technology comes with, but there has to be a point when one asks "Is it worth going further over these seemingly repetitive failures?" People may say that the R142 order was plagued with several deficiencies, never passed testing on transit property and eventually became the most resilient NTT's the MTA has ever owned, but can you really hold the R179s up to the same standard? After all, we're talking about technology that's nearly 20 years in age apart. This may come as trivial, but the more complex the equipment is, the more difficult it is to repair and identify the cause of a malfunction. If this is any indicator of the fate of the system, we're in deep trouble. Hopefully all this implementation of modern technology works out, otherwise we're going to be stuck with trains that are so sensitive they jam up over the drop of a nail, being further delayed because of modern signal infrastructure that was thought to be more resilient than what we have today. I digress...

Being in the front of the train at the RFW by the motorman's cab is one of my favorite pastimes. I really do appreciate the remaining R32s, R42s, and R62A's for that reason. Sometime last year I was talking to this T/O who was operating a set of R32s on the , which offered me the opportunity to see how SMEE equipment is handled up-close. That T/O must've been in his late twenties at the time and he said, "It's fun operating these trains." As a guy in his mid twenties, I ask myself, "Do people my age appreciate dated creation, or will the current always continue to captivate?"

Not too long ago, I went and visited my grandparents in Washington Heights, Manhattan, deciding to take the Train to the 155th Street–8th Avenue Station instead of my usual trip to the 155th Street Train Station. Upon exiting the station, I noticed that the Station Agent's booth had tinted windows, which I found unusual. My guess as to why is for security reasons, due to the station's immediate proximity from the NYCHA Polo Grounds Houses development. Are there many other stations in the system that have Station Agent booths with tinted windows? I'd like to know because I find it uncommon practice.

It makes more sense now, since the is running in two separate sections. That set of R62's you saw on the is terminating at 96th Street.

With the Clark Street tubes being rehabilitated on weekends, are those R62A's operating between the South Ferry Station and the Eastchester–Dyre Avenue Station? Thank you for responding to my post, I appreciate your verification regarding this matter.

Can anyone else on NYC Transit Forums confirm this?

T/O's on the extra extra list may need to work 16-hour shifts. Is it even safe to be at the controls of a train after being awake that long?

While you may not be concerned with public transportation between Eastern Queens and The Bronx, there exists others who are. The reason as to why is because the subway is virtually nonexistent in Eastern Queens compared to that of Western Queens. In Astoria, you have access to the and , which easily get you to the Lexington Avenue–59th Street Station where you can transfer to either the , , or to The Bronx. Similarly, in Jackson Heights, you have access to the , which takes approximately 20 minutes and some change to get you to the Grand Central–42nd Street Station. You argue that, "People already do that, and it's not the most convenient option," but those that live in Eastern Queens have it much worse! You're only options are to take the subway into Manhattan, the Q44–SBS, or the Q50 from Flushing. Let's say you live on 188th Street/Union Turnpike and want to get to the 3rd Avenue–149th Street Station. You can take the Q17 to Flushing, transfer to the Q44–SBS, and then make another transfer to the or at the East 180th Street Station or take the Q46 to the Kew Gardens–Union Turnpike Station, transfer to the , followed by the at the 51st Street Station, and then finally to the at the 59th Street Station. Now do you realize how much work and how long that'll take for someone who lives in Eastern Queens? Folks out in Western Queens have it much easier if they need to get to The Bronx as they're much closer to both the subway and Manhattan.

While there does exist need to improve transportation between The Bronx and Queens, this proposal will more than likely carry air. A derivative of the Q44–SBS in The Bronx might be a better option.

With all this pointless back-and-forth quarreling put aside, have there been any recent deliveries from the R179 order? This week, the R179s assigned to the / have been stuck at ENY for some reason. Does anyone know why? They seemed to be doing fine last week during the AM rush hour.

Okay, so I've been thinking about this for a few days and thought I'd put it out there and hopefully get an answer. Why do several stations have "S" stop markers with "4, 6, and 8-car stop markers before it if the S stop marker indicates the stopping position for trains of any length?

You can thank Bombardier for taking ridiculously long to weed out the issues plaguing the R179s. The order has been pushed back multiple times and I don't think the first 10-car R179 set (3010–3019) is even in passenger service yet, which is unbelievable, considering it's already been over a year since that set was delivered. I am more than content with the fact that the MTA has banned Bombardier from bidding on future contracts, because them saying "you'll receive your order in a year's time" really means "prepare to expect your order not only late, but with multiple bugs, only leading to additional delays." Imagine waiting for your pizza to be delivered, expecting a 30–45 minute arrival. When you hear your doorbell ring over 90 minutes later only to find out that they got your order wrong, you're going to be very upset and most likely won't buy from that pizzeria ever again. So goes the relationship between the MTA and Bombardier with respect to the R179 order. Lesson learned? Have a backup plan. I'd charge that pizzeria a penalty fee for not only taking more than twice the length of time they advised to deliver my pizza, but also because they got my order wrong as well. There's only so much error you should tolerate. Once that threshold is crossed, it's no longer you that's accountable!

The and serve the same stations between Atlantic Avenue–Barclays Center and 145th Street during weekday non-rush hours, with the exception of trains serving local stations along CPW. Unless passengers boarding along the Brighton are seeking the Grand Concourse, I'm not sure what else would reasonably justify that.

Is it just me, or do the R179s I see on the always happen to be traveling in the opposite direction that I am? Even in the morning during the AM rush hour—I'll get a set of R32s, R143s, or R160s, with the ocassional appearance of an R42 train. Put aside taking note of the specific trips that those 2 R179 sets make and tell me those trains aren't elusive, lol.