Art Vandelay

The R46s were mated as pairs prior to overhaul, then overhauled, and later made into 4 car sets and renumbered. (Disclaimer, I may be confusing them with the R44- All of the same events happened to both fleets, but not in the same order.) Here's a riddle for you: Between the Pitkin and 207 R46 fleets: Median age is the same. Mean age is different.

The whole wall is boarded over- You can't see if there is anything beyond that covering the stairs.

The closed staircase was previously behind a tiled wall on the upper level. It remains so, with slightly less of a seam. On the lower level, it is boarded up, much like a sizable portion of the rest of the platform.

Checked it out today. The work on the IND stations is incredibly shoddy compared to what they did on 4th avenue. Tiles are already falling off the wall on the 72nd end. (The same was true at 110, and they fixed it, but still.)

Or on either peak or off peak trains. Or weekend trains. Or weekday trains.

Closer, but not entirely true- Mileage of individual cars is directly related to both span of service, and consistency of service. Having a high peak frequency but low off peak frequency results in lots of trains sitting around for much of the day getting little use. Having a line with consistent service, regardless of whether it is short and infrequent, or long and frequent, results in trains with high mileage. Short vs long, and frequent vs infrequent both affect the number of trains you need, but not so much the overall usage of those trains.

Length of lines is not related to car mileage at all. An example: In 1987, the C was the longest route in the subway. I believe the C fleet also had the lowest usage rate in the system as well.

3109-3116?

Yes, but the Queens Boulevard CBTC contract only converts R160s.

They will not go to the B D. They will almost certainly return from where they came- the J.

If you want to build a stub line through low density areas which will actually serve somebody on an existing right of way, reactivate the SI North Shore.

The B division system is a LOT less reliable than the A division. The data feed is much more limited- the transponders are only at stations, and it also cannot tell the difference between local and express tracks. Unless somebody reprograms what a train is doing in the system, a local diverted to the express tracks still shows up on the displays on local tracks. An express running local does not show up on the displays, unless somebody tells the system it is local.

I'd be somewhat surprised if the C ends up getting any R179s. Yes, the R160s on the C are almost certainly going to return to the J, but that does not mean that the J is getting more added service than the G.

The R179s are designed to have CBTC installed, but only R160s are being outfitted for QB CBTC.

Even if ALL of the Q52/Q53 riders were to move to the train, it still wouldn't mean there is a large enough market to run a train. And regardless of the size of the market, they would be out of their minds to build an additional connecting service to Queens Boulevard from a line which already connects to another line without such drastic capacity issues.