Collin

Here's my own version: SB will operate from Norwood 205th Street, then via the from 59th Street Columbus Circle to Jay Street MetroTech, the last stop. NB will operate via the from Jay Street MetroTech to West 4th Street, then resume normal routing, and will be extended to Norwood 205th Street. SB will operate express from 59th Street Columbus Circle to Canal Street. will operate via the between Atlantic Avenue Barclays Center and Times Square 42nd Street, the last stop. will operate via the between Jackson Heights Roosevelt Avenue and 5th Avenue 53rd Street, then via the between 5th Avenue 53rd Street and 47th-50th Streets Rockefeller Center. will operate via the between Delancey Street Essex Street and Chambers Street, the last stop. NB trains already en route in Queens will run to 179th Street and go out of service. will make all local stops in Manhattan and operate via the between 57th Street 7th Avenue and 96th Street 2nd Avenue. will make all local stops in Manhattan will operate via the between 179th Street and Forest Hills 71st Avenue and between 36th Street and Lexington Avenue 63rd Street, and via the between Lexington Avenue 63rd Street and 57th Street 7th Avenue. will operate between Astoria Ditmars Boulevard and Lexington Avenue 59th Street only.

A downtown train split the switch at 59th Street Columbus Circle, cutting off all access to 6th Avenue from either track, and access to 8th Avenue from the local track. A water main break has flooded 57th Street 6th Avenue and 5th Avenue 59th Street. A 179th Street bound train with door problems was removed from service at Forest Hills 71st Avenue. A terminating train on the local track was sent to 179th Street to avoid creating a gap in service, requiring the switch east of the station to be moved. When the switch moved, it got stuck, preventing trains on the local track from accessing the yard lead. Reroute away!

That article is a bunch of BS. The MTA did not cut service due to decreased ridership. They cut service because they didn't have enough train crews. Clearly they need to better protect their workers. If they're asking passengers to wear masks while riding, then they need to provide them to workers too. And asking all essential workers to take Uber, Lyft, and cabs will just create another problem of too much traffic, nevermind the fact that there are too many essential workers than that strategy could handle.

It's quite a complicated plan, but I think could be very effective. I'm not sure I would not include NJ Transit because most of their trains are tall bilevel cars and they use a different electrification system. NJ Transit would be able to through run with Metro North doing the same basic thing as here. This would also allow for it to be scaled down from 6 tracks to 4 tracks. The way I see it, some LIRR trains would through run between different branches via ESA and Atlantic, while other trains would run via Atlantic to Penn. I'm not sure how customers would respond to this. The trip to Penn via Atlantic or the trip to Atlantic via ESA would take longer. But there would be a one seat ride to more destinations, and direct service to Penn via the main line would still be available with a cross platform transfer at Jamaica. It would certainly be better than relegating Atlantic to a shuttle service only.

I sent the to 2nd Avenue because there isn't enough capacity to terminate it at WTC with the still terminating there. I kept the on it's normal route, but terminating it at 96th would be an option to keep service to 57th Street. As for the areas where 3 different services share the same track, I'm assuming that this is not happening during rush hour, so there would be enough room. During weekend G.O.'s they often run 3 services on the same track. Since the isn't running, I assume that the can't handle the transfer volume from both services unless it is running rush hour frequencies. Instead of doing that, I just send some of the trains through to Chambers Street.

operates in two sections: Between Nassau Ave and Bedford Nostrand Ave. Single track shuttle between Bedford Nostrand Ave and Hoyt Schermerhorn Street. operates via the between Jackson Heights Roosevelt Avenue and 5th Avenue 53rd Street, and via the between 5th Avenue 53rd Street and 47th 50th Streets Rockefeller Center. Trains operate express in both directions between Jay Street MetroTech and 4th Avenue 9th Street. There is no service at Bergen Street, Carroll Street, or Smith 9th Street. Use free shuttle buses instead. operates in two sections: Between 207th Street and Jay Street MetroTech, then via the express to Church Avenue, the last stop. Between Utica Avenue and Far Rockaway/Lefferts Boulevard, making local stops in both directions. operates via the between West 4th Street and 2nd Avenue, the last stop. operates in multiple sections: Between 8th Avenue and Bedford Avenue. Between Myrtle Avenue and Canarsie Rockaway Parkway only. Between Canarsie Rockaway Parkway and Atlantic Avenue, then via the between Broadway Junction and Chambers Street, the last stop. operates in two sections: Between 34th Street Hudson Yards and Hunterspoint Avenue. Between Queensboro Plaza and Flushing Main Street 🚌 Free Shuttle Buses operate in the following areas Between Nassau Avenue and Queensboro Plaza , with intermediate stops at Greenpoint Avenue , Hunterspoint Avenue , 21st Street , and Court Square . Between Utica Avenue and Jay Street MetroTech making all local stops. Between 4th Avenue 9th Street and Jay Street MetroTech , making all local stops. Between Myrtle-Wycoff Avenues and Bedford Avenue making all local stops.

That would be somewhat of a circuitous route, but would work. It would be able to connect to the BQX. I'm not sure if converting it to AirTrain style rolling stock is a good idea. Probably better to stick with what the subway uses rather than have a different fleet that's isolated from anywhere else.

I think the Franklin Avenue should be extended to connect with the at Bedford-Nostrand where it would terminate on the middle track. It would run under Franklin Avenue until having a portal between Lefferts Place and Atlantic Avenue, where it would connect back to the existing elevated structure. A new underground station would need to be built at Fulton Street. The single track section should be upgraded to double track, and the stations and trains lengthened to 300 feet with provisions for extension to 480 feet. This would also allow for through running with the Brighton local tracks and the Crosstown line, though the demand might not be there for that. This would allow for a more seamless connection between South Brooklyn and neighborhoods further north in Brooklyn and even all the way to Queens without needing to go through Manhattan.

The main reason the skip stop exists is to take rush hour ridership off the at the Archer stations. They needed to make service faster and more attractive, so some form of express service was needed. This is one instance in the system where a zone express vs skip stop service pattern was explored. The zone express was dismissed because of difficulties with the express bypassing stations on the local track since no express track exists on much of the line, and because most stations would have lost half their service. The skip stop service pattern allowed all trains to go to the end of the line, and provided more service at the high ridership stations, with less at the low ridership stations. The main issue is that it was done primarily to benefit passengers at the last two stops, not from intermediate stops, so cutting service wasn't really a problem. According to Wikipedia, service was increased from every 8 minutes to every 5 minutes when this was implemented, so all stop stations saw an increase in service, while skip stop stations saw a cut. This differs from the where they're not trying to increase speed through any possible means to relieve an overcrowded route. It's the only route there and they're trying to serve customers along the entire line well, not just the last couple stops. While doable, skip stop service may be less valuable in an instance like this. My previous post was mainly to say that it could be re-implemented in a better way than it was done before since service was increased.

What about bringing back and skip stop service? New South Ferry is 24 tph capable, so the wait times at skip stop stations would be considerably shorter than before, which is why I believe it got discontinued in the first place. The and only run 12 tph combined during skip stop service. I used station ridership data and made each train have about equal ridership and with skip stop service starting north of 96th Street. All trains stop: 242nd, 168th, 116th. Some trains would terminate at 238th and go to the yard if terminal capacity is limited. 168th and 116th are the two highest ridership stations. trains stop: 238th, 225th, 207th, 191st, 168th, 157th, 137th, 116th, 110th. trains stop: 231st, 215th, Dyckman, 181st, 168th, 145th, 125th, 116th, 103rd. Alternatively, because 103rd, 110th, and 137th also have over 4 million annual ridership, they could be all stop stations, in which case, 125th would be served by the instead of the . 125th was not a skip stop station before, but I think it should be. A zone express type service with a full length express and short turning local is a terrible idea for the because the highest ridership stations are the ones that would be bypassed and they'd lose half their service. The is not a good candidate for skip stop service because there are fewer stops on the line, and the two busiest stations Burnside Avenue and Fordham Road are two stops away from each other, meaning they have to be all stop stations or there would be totally uneven ridership. Even with this the ridership of a skip stop service is very uneven between the two trains. A zone express would work really well if there were crossovers to go express after Yankee Stadium and if Fordham Road were configured express. Yankee Stadium should've also been configured express on both Jerome and Concourse, but since it would be the last stop before the local/express split it wouldn't be as big of a deal. With the current infrastructure, they actually piloted express service twice, but never fully implemented it. My guess is because of Fordham Road and Yankee Stadium being such a busy stations that lost half their service.

operates in two sections, between Jamaica Center Parsons Archer and Marcy Avenue making all local stops, and between Broad Street and Chambers Street. A free out of system transfer is available between Lorimer Street and Broadway station suspended operates in two sections, between Woodlawn and 149th Street Grand Concourse and between 59th Street and Crown Heights Utica Avenue making all local stops in Manhattan. operates via the between 149th Street Grand Concourse and Nevins Street. operates between Pelham Bay Park and 3rd Avenue 138th Street only. operates via the between Jackson Heights Roosevelt Avenue and 5th Avenue 59th Street, via the from Lexington Avenue 59th Street to 47th 50th Streets Rockefeller Center, and via the from West 4th Street to Jay Street Metrotech. Due to capacity constraints, some trains will run via the between Court Square and Bergen Street. operates in two sections, between Middle Village Metropolitan Avenue and Myrtle Avenue, and between 72nd Street station and 2nd Avenue Lower East Side station. suspended. Downtown runs express from 34th Street Herald Square and Canal Street. For service to/from bypassed stations, take an uptown train. Shuttle buses fill in the remaining gaps.

And this is why you get interlined services. People want more options and a one seat ride. If done right, with efficient merges, it isn't a problem. You don't often hear of problems with the merges at 145th Street on CPW or the Queens Plaza and 36th Street merges on Queens Boulevard. But there are other areas like Columbus Circle, 34th Street, and DeKalb Avenue that are so problematic that entire divisions are scheduled backwards from them.

On paper, I like the idea of having the replace the at Flatbush, but I just want to consider all the factors such as yard access and off peak service. The merge at Franklin Avenue is problematic and would be better if all the local trains went down Nostrand. Then the express trains would continue with one running as a local making stops at Nostrand Avenue and Kingston Avenue. I also think the junction at Crown Heights Utica Avenue should be reconfigured so that the express tracks continue to New Lots. The local tracks would be designed to terminate at Crown Heights Utica Avenue with a provision for extension down Utica Avenue. This would give everyone from the further out stations an automatic express ride after Franklin Avenue. I also think the should continue to terminate at 148th rather than going into The Bronx. I'm still not sure how yard access would work. The main yard for the is Livonia. Some trains would still have to run to New Lots for trips to and from the yard. That could be confusing for passengers, and would create additional merging. One option would be to put sizeable tail tracks at Flatbush which would allow some trains to be stored there.

The other thing that's not considered for de-interlining is how it would affect late night or weekend service. For the BMT in South Brooklyn, it works pretty well now where the is part time while the , , and are full time. This would still work if the and swapped lines. But with the Brooklyn IRT, the and are full time while the runs all times except late nights and the only runs on weekdays. If the were to replace the at Flatbush, and the standard remained to have one service on that line on weekends, then where would the short turn? South Ferry most likely, but that would create a merge with the . Presumably the would continue to short turn at Bowling Green on weekends, so that ends up being a service cut.

@R68OnBroadway People on this forum are quite knowledgeable about the operational side of NYC transit, but the human element definitely needs to be considered too. Think of yourself commuting between various stations. Yard access needs to be considered too. For example, sending the down to Flatbush with the might seem like a good option, but that cuts off yard access for the . As a basic standard, de-interlining should be done when any of the following is true: Merges can be easily eliminated without creating new ones. A route that never shares track can be created. Extra transfers created are cross-platform. De-interlining shouldn't be done when: Elimination of one merge point creates another. Long complicated transfers replace what could be a one seat ride. Express service is discontinued at popular destinations. Yard access for a particular service is cut off. If more efficient operations are desired when de-interlining within existing infrastructure would be problematic, then junctions should be considered for reconfiguring.

I have mentioned this too. Some people seem to want to chance all the service patterns and de-interline ALL routes regardless of the negatives associated with doing so. Really, all the factors need to be considered. If they are considered, I think there are definitely some areas that would make sense to deinterline like Broadway and CPW. These areas have serious merging problems, and the extra transfers created would be cross-platform. DeKalb is much more tricky because the 4th Avenue trains bypass it and transferring at Atlantic/Barclays is very inconvenient.

A power outage has taken out both sections of the Christie Street Connection, so trains can't use it at all. The Manhattan Bridge south tracks are not available due to an NYPD investigation. Switch problems at World Trade Center, so trains can't terminate there. Reroute away!

Good job tracking the swaps. Looks like the is short a few trains until the remaining R46's are sent over from Jamaica.

They technically could be made. That's what operated on the before 2001. However, they'd be shorter than even the 8 car R32 and R179 trains. When R46's have run on the they've been full length.

Well there's the unceremonious retirement I expected. Hopefully they'll keep a set operational to do a farewell trip later on.

In the Essential Service Plan, it seems trains that normally run express continue to run express unless they need to run local to replace a suspended service, regardless of headways. I wonder if there's a specific headway where express service no longer makes sense and it's better to send all trains local with more frequent service, and how it would be calculated. It would need to be determined at what point does the time saved with shorter wait times exceed the time saved with express service.

Full length trains have most commonly run during the following G.O. which from what I can find, happened as recently as December 2018. The replaced the to Coney Island, which ran via the to Euclid. trains were cut back to 2nd Avenue Lower East Side. The extended ran full length R46 and R160 trains that were borrowed from the .

It's odd that those cars were retired so early without having been damaged in accidents or fires. I would assume they had manufacturing defects. All of the cars replaced by the R160's were retired with the worst performing cars going first. The NYCTA rebuilt R42's and GE R32's were the first to go. Then the R38's and slant end R40's, followed by the Phase 2 R32's, and flat end R40's. The last to be retired were the MK rebuilt R42's and Phase 1 R32's, with some staying in service another decade. I think that gives a pretty good idea of what was most reliable. I would expect the same thing when the R211's come in with the worst performing R46's being retired first, regardless of which yard they come from.

Well the express tends to be more crowded anyways and was running on longer headways, so that pretty much explains it. The system is literally designed for people to transfer to the express at the first opportunity. Under normal circumstances, here's how I choose between the local or express, excluding cases where the local is the only option and I can't use the express at all, even with a transfer: Express station to express station: Always express Local station to local station: Always local Local station to express station: Local unless I see the express at a cross platform transfer, in which case I transfer Express station to local station: First train that comes. If it's the express, I transfer to the local at the last opportunity. Local station to express station past where lines split: Local then transfer to express at first opportunity. I would guess that many people will transfer to the express even more than I do. I don't care if the train is local or express. I'll just take whatever train or trains get me where I'm going the fastest. One exception is if I'm on the local and have a seat, but I see the express train across the platform is packed, I'll probably just keep my seat and not transfer.

No one who is already on the express wants to ride the local from Jackson Heights so they can get to 53rd. You'd have a tsunami of complaints if that happened. There's already an incentive for customers who got on at local stations between Forest Hills and Jackson Heights to stay put that's the fact that they probably will have a seat vs having to pack in like sardines on the express.