Trainmaster5

Collectively known by whom ? Not in the real world. What BMT train stops at Brooklyn Bridge ? Back when I was a RR Porter I cleaned the Chambers St BMT station overnight. The work program was in a booth on the BMT side. My neighbor cleaned the IRT Brooklyn Bridge station that same night. 8 PM-4AM . His work program was in the booth at the south end of the IRT station.

Try posting your questions in the Employment section.

I thought it was track work being done on the line. There were shuttle buses running from Atlantic Avenue to the south. Carry on.

Because it never ran to Manhattan. It only ran down to Willis Avenue and ended at the waterfront next to the El, which did enter Manhattan. BTW are you suggesting replacing the Dyre line with a more expensive railroad line ? I don’t think that’s going to go over well with the current ridership. My take. Carry on.

I’m going to give you a quick heads up on this idea. The Dyre line is owned and operated by NYCT and connected only to the subway system at East 180th St station in the Bronx. There are no connections between the subway and the operated MNCR. The section north of Dyre Avenue was severed over 80 years ago. The section south of East 180 St was abandoned before 1980 and sat unused until it was demolished and the land sold. You better rethink your plan. Carry on.

In an ideal world, many years ago, the Jamaica line ran skip-stop service from 168th St to Eastern Parkway and then express to Manhattan during the rush hours. Carry on.

I seem to recall R142 cars in the A Division. I believe that they were NTT cars too. Thank you. Carry on.

“ Brand new generation “ ? . Where I come from it’s R46, R62-R68 SMEE class and NTT class. I doubt that the folks who touted GC Madison would want any more publicity than they already have 😁. Carry on.

I should point out that I’m looking at this from a subway perspective. Layups, turned trains and what have you. Friday evening I was caught in traffic by the eastbound trains , 2, and 1 westbound train at the Brentwood station for about 10 minutes. The Brentwood dropout and its follower who creeped into the station. Later on I checked the schedule and noticed that the Greenport Scoot was part of the mix at Ronkonkoma during the period that the poster I responded to mentioned.as well as the westbound train I saw. My guess is that the additional trains from GCM added to more congestion at the terminal. This is purely speculation on my part. Carry on.

On paper it probably would. Of course if you were to look at the previous four or five trains I doubt that KO could handle that many arrivals in a row. You have a point of course but I’ve seen the backups eastbound from the station on an almost daily basis. My home station is Brentwood these days. Carry on.

Where, exactly, is the busiest railroad station in Suffolk County ? I’ve been traveling out there since 1981 and in my experience Babylon and Ronkonkoma have always been the top priority. Mineola and the surrounding area do have many different workplaces in Nassau but so does the strip in Melville in Suffolk along Broadhollow Road from Huntington southward towards Sunrise Highway. Is there actually that large a gap eastward towards the terminals on either the Babylon or KO branch ? Just curious. Carry on.

The layout was as follows An island platform on the southbound side with the Canarsie line on the outside and the Fulton local on the inside. An island platform with tracks for the north and south Fulton express service which joined together where they would cross over the Canarsie line tracks south of the station. An island platform with the northbound Canarsie line on the inside and the Fulton local on the other side. North of the station was trackage and switches leading to the Fulton, Canarsie, Broadway-Brooklyn lines and East New York Yard. Hope this helps. I’m old enough to remember when all those tracks were in use. Carry on.

Actually it's about 5 stops and Euclid Avenue gives the the option to get ahead of the regular service. The train to the Plane was more about exclusiveness compared to the regular . Even those of us who were employees, even on duty, had to pay the fare to ride that train. Transit PD enforced that rule. i always remember a basic rule from RTO school car. the only difference between an express and a local train in RTO is that the express makes less stops. I've never forgotten that maxim. Carry on.

Damn, the subway system has operated for almost 120 years with all types of equipment. Some dumb ass does something stupid and someone's supposed to feel sorry for him and mom ? I've been around for a long time but I don't recall someone doing something this stupid with people seemingly defending this type of action. Must be a generational thing I guess. My opinion. Carry on.

When I recall the I'm sure that it ran ahead of the service along the Fulton St corridor from Hoyt- Schermerhorn. I don't recall any complaints about delays. Just my memories. Carry on.

You’re right about going up for the shuttle as the subway came along after the shuttle. The point was trying to convey is the difference between the grades on the underside of the Parkway itself..From Franklin to the east there’s a noticeable rise as you get to Bedford Avenue which starts to drop down from Rogers Avenue as you approach Nostrand Avenue. The significant difference we were taught in school was the Franklin-Bedford-Rogers-Nostrand stretch under the Parkway itself. That’s what our geology/ Earth Science was focused on. I’ve walked the stretch underground from Franklin Avenue to Nostrand, especially the southern side as a miscellaneous work train operator installing signal cables from the old tower at the junction to the present location at the Utica Avenue station. My road job during cold weather plans was the Nostrand 1 layup located on the n/b express track adjacent to the Nostrand Avenue station where the Flatbush line joins Eastern Parkway. Right at the switch. What I’m trying to convey is that underground it’s a completely different thing that even though we once had rail fan windows most people had no idea what they were passing through. Signal Maintainers quarters, storage rooms, staircases between the n/b and s/b trackage and the like. That’s why I think the time and expense of construction will be a hindrance to any project in that area. I’m not saying that it can’t be done but there will probably be some fierce opposition. My take. Carry on

Excuse me if I'm forgetful with the name (s) of the rock underpinning the south side of the Parkway ( Junior High was over 60 years ago ) but the sediment that remained was due to the fusion of the remnants of the Ice Age we were taught. If you know the topography of the area the line rises from the southern end (Empire Blvd) up to the Parkway and then it recedes as you head farther north toward Atlantic Avenue. That's why the Franklin Shuttle runs below the IRT and Eastern Parkway. It's why Mount Prospect stands out behind the Museum and into the Botanical Gardens. Head eastward along the Parkway past Utica toward Lincoln Terrace Park where the Livonia Avenue line rises to become an El and you can get an idea of the below ground situation. As an aside to the poster who asked about the IRT and Pitkin Avenue due east along that avenue were 2 major obstacles, namely the LIRR Bay Ridge Branch and the BMT Fulton Street El. Note in my first post I mentioned the " original " Eastern Parkway on the eastern end. Thats because it ended at the slope to Pitkin. Everything past that point to Bushwick Avenue is/was Eastern Parkway Extension. I went to grade school in the area in those ancient days and our teachers stressed certain things. Even my old school instructors in school car stressed certain points like that and the fact that DeKalb Avenue station in downtown Brooklyn is NOT located on Flatbush Avenue and neither was the abandoned Myrtle Avenue station. The street from the Manhattan Bridge to Fulton St is Flatbush Avenue Extension. I know I went off topic there but I was trying to point out how much we were taught back then. The big piece of the puzzle IMO is $$$ and politics. Carry on.

You and Lex are both missing the bigger issue, IMO. Eastern Parkway is the major east-west thoroughfare in that part of Brooklyn. The section from Grand Army Plaza to the original end at Pitkin Avenue wasn’t built with a subway line in mind. Think Prospect Park and Ocean Parkway and you’ll understand where I’m coming from. Those of us who were raised and educated in the area were also taught about the geology of the Parkway, especially the area where the subway was constructed. I foresee open warfare between the reconstruction plans and the residents and the drivers who travel along the Parkway. The only other east-west routes are Empire Boulevard to the south and Atlantic Avenue to the north which is always congested with commercial traffic. I’m not forgetting about the bus traffic on the B44, B48, and B49 which also run across the Parkway. I’d love to see how things unfold between the competing sides. Carry on.

Now you understand why some old time RTO posters left the forums completely. They called some present day posters “ Little Lionels “because of the unrealistic proposals that were prevalent back then. I’ve learned to live with them or ignore them on a case by case level.

Time out for a little history lesson. All trains can access Crown Heights-Utica and onward to New Lots. The was the main line running from Utica Avenue on weekdays during the rush hours when I was a C/R and when I got promoted. Mid day and trains terminated at Atlantic Avenue at first. We laid up trains between Utica and Franklin on the express tracks during those hours. In 1984 the southbound.destinations changed in Brooklyn with the and swapping terminals among other things. The went to Atlantic at first and all service looped at Bowling Green mid days. My first picked job as a M/M on the started at Utica Avenue. It used to be and trains through Utica Avenue and and trains to Flatbush. It used to frustrate my colleagues when I first started posting on the forums because we couldn’t get it through that the trains at the junction weren’t late because they were scheduled that way to line up n/b Lexington Avenue service. To some people a train that isn’t moving means that there’s a delay. The trick is to creep up to the junction but never stop. Riders only notice when the train makes a complete stop. When slotted correctly my from Utica, New Lots or Bowling Green will ride my leaders tail to 125th Street. I’ve posted many times that the from the Bridge would arrive at Grand Central with me when we both left the station at the same time. Supervision knew that we were both on schedule. Heck, my mentor, who wrote the schedules , and another supervisor would ride with me n/b every day. It’s frustrating to lose some of my fellow posters but RTOMAN and Kamen Rider are still here to correct me and explain to you how RTO works. As someone who’s experienced wrote in another thread get a job in RTO, rise through the ranks and maybe you can get enough clout to make your own changes. Carry on.

Definitely less than 10 mph IIRC

The reason for the shuttle not using the southbound local track is because of the “S” curve entering Prospect Park. The BMT 7 service and subsequent shuttle service used to creep into the station because of the risk of derailment. The B48 bus service has always paralleled the elevated shuttle tracks even when the Brighton Line was connected to the Fulton Street Elevated . The Franklin shuttle does NOT operate on Franklin Avenue but midway between Franklin and Classon Avenues. The Franklin name actually refers to the Franklin Avenue station on the BMT Fulton Street El. The section of the line that is called the shuttle was going to be demolished completely by the and the remnant you have today was built because of political reasons . I can assure you that anyone with authority in the would be fired or allowed to retire if he/she proposed either extending the platforms on the north end of the shuttle or extending a 4 car consist south of Prospect Park with the additional costs of equipment, and payroll for train crews and the dispatchers and tower operators. My take. Carry on.

Care to elaborate? I remember Brighton-Franklin service when it was downgraded to full time shuttle service. When I was in school car and asked about the shuttle operation my motor instructors asked me if I knew about the “S” curve entering the s/b local track at Prospect Park. Since it was my home station for many years I said “yes “and they said that I answered my own question. The only time they used that track was for special operations. There used to be a crew room, dispatchers office and an active tower at the south end of the northbound track when I lived in the neighborhood and when I worked as a Railroad Porter in the late sixties. Last time I looked the tower operation had moved to DeKalb as well as the main dispatcher. I personally think that after the shuttle reconstruction the has washed it’s hands of the Franklin shuttle. Remember that they were forced into the rehabilitation by the politicians. I think the Brooklyn bus redesign proposal has the parallel B48 bus service running south of Prospect Park for a distance. They’re gonna use that as a service upgrade for shuttle riders. Watch for it. Just my thoughts. Carry on.

I'm glad that someone pointed out the obvious problems with this " pie in the sky " dream of a plan. If you add Locust Manor, Laurelton, and Rosedale to this plan where, exactly, does this spur terminate ? It sure as hell can't run to or through Jamaica as you've correctly pointed out the FRA and equipment requirements. Damn sure can't run through/to Valley Stream for the same reason and Valley Stream is located in Nassau County and not Queens. The subway is the property of the City of New York and not the .I can't believe how many folks are not aware of the distinction. I've noticed the same type of confusion with the old Rockaway Beach Branch. Even when the City took over the southern section of the line they allowed the section from Ozone Park station to be operated by the LIRR from the mainline to Ozone Park station. There's still evidence of the severed connection between the and the LIRR at Liberty Junction and that remaining trackage was never connected for a reason. Legalities. Look no further than the between East 180 St and Dyre and the cutoff north of the station. The next stop was in Westchester County. Just wanted to add some background to the conversation. Carry on.

First thing you're doing wrong is not posting this question in the transit Employment subforum.