Eric B

I wondered whether that might be too long. But then didn't someone not too long ago mention an idea of cutting it back at its eastern end, or something like that?

Coney Island to Franklin, with wooden platform extensions; since this is basically permanent, then begin laying down the second track on the space that was reserved for it, though Park Pl. will have to be reconfigured for this. ‹Q› Brighton Beach to DeKalb, relay to Gold St. interlocking, and then wrong rail to Pacific, and then wrong rail back to Gold St. on the southbound side, and then enter service on A3 track at DeKalb. West End Line to PAcific, then cros over to stop at Dekalb, (to avoid ‹Q› wrong rail moves), and then follow Gold St. relay, to Pacific, and then continue south. To Court St. On the other side, depends on where in Manhattan power is out. If 34th St. was accessible, then would terminate there; between , one would terminate at 34th, and the other at 42nd. Fulton local service would be increased (with either local/exp swap, or swap), to pick up additional riders from Franklin. But then, that is determined by where the power is out in Manhattan.

Oh, I didn't realize you were extending the Q88. That was always one of my alternative ideas for that area. I would simply extend it via the Eliot half, but then come down Forest and Gates to the Ridgewood terminal (Fresh Pond @ Metropolitan is in a way, the "middle of nowhere" as far as a terminal). Then, the remainder of the Q38 would loop around Fresh Pond, Eliot and Olivet Crescent to come back to the Metro terminal, and the Juniper Valley route. (Yeah, then, you could probably reduce that at night).

Instead of cutting, they should put it to better use by extending one half to Ridgewood.

It looks like they have boards over the windows. In later years, it looked like the windows were plastic, and no longer clear (the way plastic loses its transparence after time, especially with weather and perhaps vandalism), and the station has already dimmed. I wanted to send in a suuggestion to replace them with glass bricks, like at Stillwell.

What I meant, is that was usually the way we went (when I was with someone in a car, coming from Flatbush) to go places like Eastern Queens and Long Island, People without a car probably wouldn't take a bus that way (if it would even go that far), but use the subway or LIRR. Hence, not a lot of demand for it.

Probably because it's a nice big fast street. It does seem like a good street for some sort of public transportation (even though, no, there may not be the demand. PEople going that way usually are in cars).

It just occurred to me; this would never work. Both tracks cannot be set to the same way like that. If the express is set to 63rd, then the rail for the local must be set for 53rd, even if the lineup is not established. And vice versa. (They can both be set to go straight, of course).

They probably won't be that different from the 160's that one barn couldn't handle them. The biggest benefit of yard assignments is interoperability, and those 179's will be by themselves on the anyway. Either way, they won't be able to operate with anything else in whatever barn they go to. And I didn't say small fleet of 46's to CI. Whether they put the 179's on the or , they will be displacing 46's. I imagine they will become reserve, or increase the spare factor, or whatever. True, and I've always wondered why they insisted on 68's (They talked about it for years before they actually did it. Meanwhile the first 160-A2's were at one time said to be for the ). But they could be waiting for more cars for the to get its fill first. Then they would probably borrow 160's as well.

They could put them on the (Which I always thought should have NTT's, because of the long OPTO on the weekends), move the 68's back to the other CI lines, and then some of the CI 160's would go to the .

True. So I imagine they'll be to fill out on the , to push out those 46's running there.

I used to also suggest fixing and reopening Myrtle, northbound platform, to drop off passengers for shuttle bus service, and then relaying north of there and wrongrailing back to Pacific (don't know if the track is reverse signaled; probably not). Or, if a permanent closure, to dig out the loop from the bellmouth north of there (which was a one time proposal, and would have also been used for the once planned Rutgers connection).

The old "Bridge Fully Closed" scenario. I would also beef up Franklin line, and if you're talking about something as long as a bridge replacement, then to take advantage of the provisions for two tracks all the way to Franklin, and the stations extended. At Park Pl. to build on the southbound ROW, you would have to reconfigure the exit, both to the station house, and the ramp to the next street. Perhaps it would come under the platform via stairs. Franklin ave. would get a second overpass over Atlantic, and the platform would extend over it to just south of Atlantic. So the could go express, and the would be extended to Coney Island, and more people would be siphoned away from the Montague corridor, with many using available capacity on the IND. The extensive plans drawn up for this included an swap, so that the Fulton local would be served by a higher frequency, 10 car train line to handle the additional crowds. But now, if the 179's are really being made 8 cars for the , it will be hard to raise cars for the extended . The would free up cars by being cut back to WTC, but no one could use these cars, and it's not like simply adding a married pair to four other pairs to make 10. Perhaps, full length train sets would be freed up from the reduced Coney Island lines, but I'm not sure how many.

Any ADB syle vehicle (with the body consisting mostly of glass and fiberglass on thin bulkeads) and four stroke engines is basically an extended car! Not what was called a "bus" when I was growing up!

Not in this case, because it would have to cross over to the local (with the ) in order to get there. To turn at Bway-Laf, it would stay on the express.

There was some problem in Brooklyn as well, that seemed to be what did in service (and lead to a change of headway of up to 30 min!)

How about something now scheduled to actually occur. The new FASTRACK shutdowns, expanding to a couple of patterns never normally seen: http://mta.info/mta/..._2013 Plans.pdf Broadway: CI- Court St. Ditmars-QBP via 6th Av to 57/6 or via 53rd to QBP (Same, shuttle) Queens Blvd Parsons-Roosevelt only (nowhere to turn WTC trains at 5th Ave; if it was n/o Lex, then they could turn there). 179-Roosevelt; 21st St-CI One Week Fastrack: 207-168 (could terminate on A3 {where it currently passes through southbound}, relay south of the station, then enter on A1 {where the starts}, then cross all the way back over to A4 north of the station). Else, would have to terminate at 175th. 59th-Lefferts, etc. Hope they don't just suspend it (if this is really 24/7. If not, and regular service runs rush hourse at least, then they probably will just suspend it). Don't see where else to turn it. Perhaps replace with (to 57th, relocate any layups on the exp. tracks). Also, hope they don't just suspend this altogether. Maybe just use the spur north of Chambers, or keep on the exp. tracks and use the spur south of 34th. But both may interfere with the . 205-161; 59- CI.

Wow; even one weekend daytime! They really need to do that on the , because all the track gangs squeezed into weekday middays (and some places on weekends) have been ridiculous, and it seems to go on forever!

Oh, yeah. I'm forgetting that Eastchester is MTAB. (Getting it confused with West Farms; the new NYCT garage that got a bunch of former PBL Orions). I'm not even used to looking at Eastchester local fleet, since it used to be all express.

Wildest thing! I was referring to 6027 this morning (the lone 1999 Orion at JFK), and guess what I saw at 165 Term. on the Q6 today! (Waiting for the N24 to East Meadow to see the RXR tree, and apparently, the first one was pulled for some bad brakes, and they just dropped the interval! I guess they could get away with it, since that branch of the line is more lightly ridden).

I gloss through all these numbers, and missed this, until I happened to notice it in the roster directly.So they finally allowed a 1998-9 class bus into MTAB! It seems like they're holding off on the corresponding RTS's. Why'd they allow this one to go over? Because they're out of 1996 Orions? (Now that I think of it, did any of those ever go over to MTAB? I haven't followed the Orions as much as the RTS, because my area was always strictly RTS when it comes to high floors).

I know what a circle K is (I better, though again, I don't run across them anymore. Could if I get sent to 179th). What I was asking was that the last remaining one in the A div. When someone told me here was still one up there; I assumed it was ont he local track, not knowing the express was extended.

So that's the "circle K" I heard about up there? Or is there one on the local tracks as well? (The only other one remaining is at 179th lower relay tracks). Wonder if they will fully signal it when the signals are redone on the line.

Cool map! I always wanted to do one like that; perhaps joining together the Peter Dougherty online color maps, which are in sections. Just never got around to all that work. He needs to update that, then, because that's what I was looking at and saw that the two tracks still ended at Pelham Pkwy. So now they could actually have one way express service, and it's basically like the Sea Beach line.

Don't those middle tracks end just past the station, for the train to have been coming in from the distance, and at that speed? That's what the track maps still show. Did they extend them recently or something?