Vulturious

Wow, they really turned them around at Columbus Circle? Were they really trying to avoid another 57 St switch issue by not terminating them at Penn Station or turning them around at Chambers St instead? Although, I can see Chambers St being a bit of an issue if trains were all backed up, Penn Station was probably the only other line that could turn trains around if there wasn't an issue.

Adding onto this, to eliminate the 34th Street merge on Broadway, the can run via. 63rd Street to QBL local. This is basically bringing back the along 4 Av, but instead of to Coney via West End which is essentially what the is, it's to Bay Ridge. There are drawbacks to this plan being that as you mentioned the running on weekends. But there's also a slight teensy-tiny little detail you completely missed, the is also running around 24/7 as well since it's back on Astoria. Actually I lied, there are other services affected outside of this, that being what's happening to the connection between 6 Av and 63 St? What would serve 57 St? Would the continue to uptown? How would the rest of late night and weekend service work?

I haven't seen much proposals for the extension going anywhere further into Staten Island, most I've seen or heard was as far as Grasmere or headed towards St. George or whatever. Although, it would still suck either way because it'll be quite the long extension regardless because of how far the distance is between Brooklyn and Staten Island overall and already how deep you'd be going into the borough. Yeah, I dont know what they were trying to accomplish with this honestly.

Oh wait, whoops I put this in the completely wrong thread. All good.

https://nypost.com/2023/08/27/nyc-subway-motorcyclist-gets-upset-with-riders-who-ask-him-to-move/

This is rather interesting since there are provisions at the Canal St lower level on the Broadway line that would've ran crosstown towards the West side of Manhattan. Maybe if the IND wasn't created, Broadway express wouldn't have connected to the Manhattan Bridge and instead ran towards 8 Av. Maybe I'm missing some extra information since who knows how 8 Av would have local service running around or if it would have express service to begin with. PATH would probably have dominated 6 Av since if I'm not mistaken they already built along 6 Av. We'll never know past that point cause this is purely what-if territory. Although, if I were to hazard a guess as to what would've happened focusing solely in Manhattan: Broadway express would've continued down towards Montague St tunnel cutting back Broadway locals to City Hall as the last stop Canal St lower level isn't connected to Broadway Express and instead runs towards 6 Av to turn north and running similar stops to identical stops along 8 Av after West 4 St. CPW, the Bronx, and QBL might've still happened, but QBL would look a little differently connections between CPW and Broadway is created A compromise between the city and the BRT/BMT would've been made with Hylan put in charge of transit infrastructure altogether 6 Av is built as normal with it's connections and service into South Brooklyn The Manhattan bridge sees reconstruction as normal with 8 Av connected to the south side and 6 Av obviously connected to the north Again, this is what-if territory so don't take whatever I say seriously. There are a lot of moving parts happening here and I do not know what will happen in the outer boroughs as there is a lot of history to unpack and a lot of consideration as to what would and would not have happened. No idea as to what will happen to certain ELs since they were still around during this time, maybe they would've been replaced either way.

Not surprising, I don't think even during emergencies that switch was ever used to relay trains unless I'm proven wrong.

Nice, already off the bat with the going back to QBL and a switch problem at 57 St. Obviously, these are not my photos.

You should set the YouTube filter to today, I'm seeing plenty and all over social media.

Like Lex said, one of the tracks is out. The construction is reaching further down south of 57 St station as well which is why only one track is available when the is running to 57 St.

shuttle timestable https://new.mta.info/document/119251

Most likely will. When the rehabiliation happened and whenever the was running around on the , they updated announcements to say, "Transfer is available to the Manhattan/Coney Island bound train." This happened for both sides.

Ask yourself this, how often do they even send a single R44 car to Coney? It's literally been over a year since one car was shipped from Staten Island to CIY. Safe to say they can handle just about everything with the exception of needing an extra hand.

6 and 8 car markers had more use though because other parts of the system had them as well. 6 car markers these days don't have a use anymore because everything is either 4, 5, 8, or 10 cars long. I'm aware of 11 car markers being in a few stations, but no point since S is perfectly fine on it's own. That's usually the farthest a train can stop at a station to safely open doors, anyway.

What other part of the system has an car marker for 11 cars long? There's already a bunch of S markers all over the system, might as well not waste resources making new 11 car markers for just one line.

Brownsville has rapid transit, what're you talking about??? The practically runs through the middle of that area along with the to the side of it. Are you looking at the same map as I am? That's like saying Bay Ridge is a transit desert, although in fairness the doesn't run often anyway, but that doesn't mean it can't be improved upon. Regardless, this point is completely flawed, even just outside the area north of Brownsville, you got Broadway Junction station serving the and surrounding stations including the LIRR Atlantic Branch. On the point that Utica is surrounded by swamps, lakes, and an issue with water level, there are ways to get around it. You said it yourself: I hate having to focus on other systems not the NYCT sometimes, but other systems have been able to get some shit done at a reasonable price which unfortunately isn't something NY has the luxury of because of all the corruptness running around not just in the MTA, but the city, the state, and anyone else remotely involved in this type of stuff. Along with NIMBY's, they suck as well, at some point you gotta just ignore them because it's not going to make things better. Like I said, off topic so I'm stopping here. By the way, you don't need to comment on the same post more than once.

The environmental or feasibility reports can end up being bullshit. Look no further than the Rockaway Beach Branch feasibility study, that thing had an inflated price (I cannot stress that enough), you can read about it here. You said it yourself in an earlier comment, "corruption plays a huge factor thanks to politics." Politics plays a huge part in this, they can easily go ahead and not want to deal with the construction of something and there are more factors outside of just politics. Again, look no further than the Second Av Subway. And the point of the Utica Av subway isn't for transfers, you literally missed my point about giving transit access to an area that is a desert or deprived of rapid transit. Imagine if the Nostrand Av branch was never built for example and there was a feasibility study and environmental study of it with basically the same situation that Utica has. You would basically be saying the same exact thing about it. Who cares if the only transfers it has is the IBX (if that ever comes to fruition) and the B82, the line is already connected to major areas of NYC if from Eastern Parkway that being Downtown Brooklyn, Downtown Manhattan, and Midtown Manhattan with just one transfer over to the or either at Crown Heights or Franklin Av station from the to gain access to the west side of Manhattan instead of the east. I'm not trying to take away value from a Broadway Junction extension, unfortunately, Utica Av needs a subway line sooner or later compared to adding another transfer. Also this is getting off topic so I'm just going to leave it here.

I forgot to give my input on this so might as well rate all the stuff I experienced: - 7/10, both of these are pretty much the same, I don't ride them or the IRT in general. It's a nice ride, but it can be sometimes slow. - 8/10, like the , they're both the same. I have a better experience with them probably because they're both express especially in Brooklyn. Rode to Flatbush and the was such a time-saver, I don't know what kind of experience certain people in the Transit Community have when riding the . Only thing I can think of or mention when it comes to the is it's got the R142A's running around, they could use a wash and maybe better maintenance. - 9/10, I have yet to experience something bad about this line, I've only ever riden the local, but it's quick. Sucks that it's crowded sometimes, pretty much the only thing holding it back, especially being an IRT line. - 8/10, rating aside, this piece of shit angers me because I find this running around more often compared to the which is a full time line while the is supplement. Outside of that, I have yet to experience terrible service riding this line, I've only rode it in Manhattan and as far as Atlantic Av in Brooklyn to and from Manhattan. - 5/10, I wish I could rate this higher, it's got a good routing, my home line, but doesn't run nearly as often as it should. Things have only become more consistent recently with this line, but still annoying to deal with overall because those games are still too big. There are times when even the is running more often than this. Even more annoying that the just recently been announced to have better scheduling so there's that. Other lines that replace the have better experiences than it like whenever the or more recently the have been running along it in Brooklyn. I will definitely miss the R68's when NTT's are replacing them at Concourse Yard. - 7/10, I got nothing much to say really, only issue I have is sometimes it doesn't show up or running as often as it should, haven't experienced it post-covid as much as so maybe things are different. - 7/10, pre-covid, I haven't had issues with catching this line or at least waiting long. Post-covid, especially after the swap, it's definitely taken a rather big dip. I do tend to have to wait a bit, for one, but not nearly as often compared to the . At least with the recent schedule changes with the , maybe it'll run better, but seeing as the R46's are going to stay for a while it might not change much. - 7/10, I don't take this line often, but at least it shows up. It's slow these days for obvious reasons, but it's decent enough to not be bothered by it much. - 5/10, god I really hate this line, seriously why hasn't anything much been done with this line? It's atrocious in Brooklyn, for the longest time this was the line as a kid I rarely ever felt like riding because of how often it shows up. Yet surprisingly sometimes shows up more often than the (I had a love-hate relationship with that line). The only thing that made it bearable was riding the R46 and R160, the long distance between stations in Brooklyn was nice and felt nice to say the least. I just really, really, really hope something is actually done to help this line someway somehow. Sure it's got CBTC in Queens, but I don't even ride QBL, my worry is Brooklyn. Manhattan is oddly decent, but that's only because of how rare I take it. The R160's help a little, but still annoying. - 7/10, much like the , the , and the , the is decent to say the least, though I rarely ride it these days. Oddly enough, I catch this during rush hours in Brooklyn and even in Manhattan when I need to take a local train. Nothing much to say about that, but I do remember when this line dominated West End due to the Manhattan Bridge reconstruction. In terms of equipment, nothing much was different, but I had good memories riding it, same when the was around so I have my bias to this.

See, the thing about that extension is that while I wouldn't mind an extension towards Broadway Junction, it's still better to create a Utica Av subway either by extension or through a new line entirely which would be the SAS if ever possible. South of Eastern Parkway and east of Nostrand Av is a transit desert much like huge areas in Queens and portions of the Bronx. Also, I believe you misinterpreted my question. I meant how are you planning on extending this Bergen St line past Eastern Parkway or East New York Av where the street ends especially if it's going to Queens?

Bro, what? Bergen St is a narrow ass corridor to use, you don't need another line running parallel to Fulton St at all. You already have lines like Eastern Parkway that is parallel to half of Fulton along with Jamaica Av being the other half (this bit ain't a great alternative so I'll give you that). Overall, it is just a complete waste of time to extend and create a new line from the SAS running along side Fulton rather than as a local line to boost service, especially along a very narrow corridor, a one way street. How exactly would this extension work once around Eastern Parkway or East New York Av?

Wait, I thought it was?

Now, something ain't right here lol. Here is the source: https://www.instagram.com/p/CwEEFJox8ZX/?img_index=1

I'm going to assume the person you're referring to when you say "poster" is me. If so, you could always just call me out.

So apparently (and I'm still not sure if it is confirmed), the R211T at Jamaica is going to be running along the presumably in service. Not sure if it is both or just the hard shell and when that'll be the case.