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.

There are a number of reasons one would prefer the R32s on the A- -The AC issue -R32s handle crowds better than R46s -Avoiding 2 lengths of the same equipment on the same line helps with regards to proper positioning at stations.

Step 1. 1 train of R179 goes into service on J. Step 2. 1 train of R32 moves from J to C Step 3. 1 train of R160 moves from C to J. Step 4. 1 train of R32 moves from J and gets broken up. Step 5. 4 C trains get a pair added from the broken up J train move from C to A. Step 6. 4 trains of R46 move from A to C. Step 7. ??? Step 8. Profit.

In the words of Roy Orbison "You got it!" They've always been at ENY.

There is no surplus of trains yet. Canarsie will provide a significant increase in the number of trains required for service. Almost all of the R32 fleet will have to stay, and unless a reduction in spare factor/shop margin is deemed acceptable, the R42s may have to as well. R42s are not able to run on the full length M.

The Montauk does run through low density areas, but those are areas that could more easily be built up, and there is the giant destination of Jamaica at the end of it. Even if it makes no stops along the way, The service to Jamaica alone guarantees high ridership from day one.

The wayside system has not been removed from the Flushing line... Yet. While enough signals will remain to allow off hour equipment deadheads and work trains, they will not be capable of full rush hour service.

When was the last time 8th avenue went a full week without seeing B/D trains?

G J L and M require 13, 20, 24 and 23 trains respectively. That is 80 trains without any increase. That would mean 82% of the fleet is required for daily service. If you want to increase service on any of those lines, you'd need to order more 4 car sets to reliably provide service. Also- 6th avenue CBTC does not change the requirements for CBTC equipment. Every trains on 6th avenue will already have to be CBTC equipped for Queens and 8th ave CBTC.

The Queens Boulevard CBTC contract is for R160s only. What is the point in moving the R160s elsewhere if they are just going to have to move back?