T to Dyre Avenue

Probably the shuttles too, even though the Rockaway Park does share tracks with the . But I think it’s far enough away not to be affected by a problem at Columbus Circle.

That’s true, especially because the and heavily interact with the IND lines. But it seems like anyone on here or NYC Rail Reddit - and definitely on SubChat -who suggests a fix for Columbus Circle that would result in the loss of somebody’s one-seat ride risks incurring the wrath of said somebody.

There was one guy who used to post very frequently here who said they schedule the entire IND backwards from Columbus Circle. Well, this is what you get when there’s a signal problem there.

I rode the from Pelham Pkwy to Times Square many times, so I can’t even start to tell you how many years it took off my life. With that said, I do think skipping the seven stops in between East 180th and 3rd Ave, might make some difference, though maybe not as much as taking a thru express between PP and Grand Central. At least it seemed to whenever the expresses I rode got sent down 7th Ave. For me, the biggest problem with the WPR was that its headways were somewhat inconsistent, especially during pm rush. At least an 8 thru express service via 7th Ave would be able to run on more consistent headways. And it would run in addition to the Dyre express. Sounds like your proposal is to split the 8 service off of the instead of the like in the MTA’s proposal. If 148th St can handle 20 tph of the and 8 services, then yes, you can still have WPR express service. But I’m not sure 148 can handle more than the current service because the station is located past a sharp curve and the crossovers are located on the other side of that curve. And there are no tail tracks within the station. So you currently have a similar situation with the at 148 like how the and trains enter and leave Stillwell Ave from their respective platforms. Adding eight more trains per hour at peak might not be feasible.

I really think it makes more sense just to have a single service with 12 tph running to/from Dyre Avenue. I assume the mentioned in the previous two posts is the Dyre 5 and the is the WPR 5. As someone who rode the White Plains Road line most of my life, I don’t really think the line needs 24 tph made up of the , and 8. It can certainly use more than it currently has, but not that much more. I think it would be sufficient to run the and 8 services for a total of 18 tph. The 8 can run peak express alongside the so that there can still be a Bronx Thru Express from WPR. And it would be a much more consistent service than the current service is.

Ten-car trains will be unable to cope with the ‘s ridership. Unless it’s 10-car trains of 60-footers. Even in the late 1990’s when the line still ran Redbirds, including un-air conditioned R33 single cars, 10 cars wasn’t enough and that’s why they could no longer sideline the R33 singles for the summer like they did in the past. That ended when the R62As were moved from the and to the in the early 2000s and they finally had fully air-conditioned 11-car trains. It is, and that’s why I’d love for the to have 60-foot cars, even if they’d have to be the same narrow width as the current line fleet. That 600-foot train would have the same number of side doors as any B-division train and would be able to make use of the entire length of the QBP platforms. Other transit agencies have trains of different sizes. London Underground’s Victoria Line has a fleet of trains that are wider than the trains on the other six deep-level Tube lines.

The is on the same radio frequency as the former BMT lines (B1 Division). But I’ve always wanted it to have 60-foot subway cars with four entry doors per side, so that trains can use the entire length of the platforms at Queensboro Plaza and reduce cramming the section of the northbound platform where the first car on trains stops. You’d be surprised just how many riders connecting from the do just that. But then, I suppose it wouldn’t be very cost-effective to order 60-foot cars with a narrow width that can only run on one line, even if you order 500 or so of them.

I’ve long wanted for them to have made the middle car in every five-car set to have couplers and hostler controls to capitalize on the flexibility of going back to 60-foot cars. But are they paid for?

It’s not just the lines. I’ve actually heard this with multiple announcements on different lines. It can’t be the PA speakers because why would some announcements be crystal clear while others sound “demonic?”

I mean, they could do that, if they don’t already. But then you’ve still got the remaining trains crossing in front of the in both directions between Nostrand and Franklin. I’ve taken BG-bound rush hour ‘s in the past. They always seem to have at least some seats available. Whereas, the Flatbush-bound ‘s I’ve taken are almost always standing room only.

It can be the that continues to New Lots alongside the ( 8 ) , while the turns at Utica. I suppose that would make things a bit more consistent, because the plan as proposed would likely require the to continue to New Lots overnight, unless the ( 8 ) runs 24/7, which I don't think they'd need to do. I just wonder how things will work on the Bronx end of the lines. If the is going to run 10 tph, how are they still going to run both Dyre and White Plains Road services at acceptable headways. A 50/50 split would mean 12-minute headways on both Dyre and WPR. I can't see that happening. It would most likely have to be the to Dyre only and the and ( 8 ) to WPR. Maybe run the ( 8 ) peak express to placate WPR riders who would otherwise lose their Bronx Thru Express.

Well we don’t know for sure. I mean we all thought in late 2019 that the MTA was actually planning to move the weekday to 53rd St and the to 63rd in Spring 2020 and looked what happened there.

Agreed…if Transit is seriously considering deinterlining Rogers without doing multi-billion dollar construction on Eastern Parkway and Nostrand Avenue that’s sure to create even bigger blowback than if Transit were to ask Nostrand riders to transfer at Franklin for Lexington Ave service. I’m assuming the point of the red ( 8 ) service is so that they can run 30 tph on the 7th Ave Express and not have to build new switches to permit either the or to switch from express to local to stop at Nostrand and Kingston, while the other Lexington train continues express to Utica. You’ll still have a merge between the and ( 8 ) after Utica, but I’m guessing that’s a much easier merge than today’s merge at Franklin.

I guess someone with a spray can will come along to “update” it to “Same Old Mets.” 😂 Unless they’ve already removed the wrap. Ditto for the interior wrap on the 42nd St Shuttle.

Put the letter or number in parentheses, unless it’s a diamond bullet. Then you put it in brackets. There’s also a series of emojis with the route letters and numbers.

Even the , and . The and have storage yards at the end of their lines. But for maintenance needs, they need to deadhead to ENY. The end of the has tail tracks, but you can only store so many trains on them, so the rest have to drop out deadhead at Broadway Jct.

And it puts to bed the issue of the not having a yard if it's ever rerouted away from QBL and onto a different line (be it Astoria or a brand new line in Queens). But if they were to stable trains at 36th St Yard, then they should build yard access tracks that connect to the 4th Ave Line between 36th and 45th Streets, so that out-of-service trains can enter and leave the yard without interfering with service.

Yes, pretty much. But it would have been more of a hassle for Bronx and Manhattan riders. So they just sent the part time to Brighton and the full time to West End.

The Post definitely does.

Same here. What the hell is wrong with the people who work at that paper (among all the other things)? They couldn’t find a perfectly good photo of an R68 or R46 signed up as an train? There must be at least hundreds online!

I’ll be honest. I don’t really like Metrodreamin tool because there are no line markers identifying which line is going where. And you have to click on a station over and over again to pull up the text box for each colored box representing each line that stops there, to know which ones do. And that’s a time-consuming process. At least Brand New Subway uses standard colored circles with each letter or number to readily show all the lines that stop at each station in just one click. That said, I get that the subway was designed to be interlined. Even the IRT and BMT interlined subway and el services. But you can get to a point where either there is more service at the low-ridership ends of the line than in the high-use midsection of the line, or you can have too many merging points on one line that create delays, not just on that one line, but elsewhere in the system due to ripple effects. And I think over the years, that’s the direction in which the NYCTA and the MTA moved the subway. The MTA’s four-phase 2nd Ave Subway, if built as planned, will be an example of the former ( north of the 63rd St tunnel and only south of the 63rd). The QBL with its current operations is an example of the latter. It’s not just terminal throughput that limits line frequencies. The above-mentioned multiple merge points (looking at you QBL and 34th St!), plus poorly designed junctions (looking at you, flat junctions, DeKalb and Rogers!) and sharp curves can also be to blame for why some lines run less service than they otherwise could (looking at you, line at City Hall and line on both sides of the Willy B!) With QBL, by connecting the 63rd St Tunnel into the line between QP and 36th, they solved one problem by creating others. Under the old, original express pattern via 53rd, rush hour crowding got to such severe levels at Lex-53rd, where they had to have some trains skip it. It was decided to split the and up. So the was rerouted to the 63rd St Tunnel, while the stayed put and was joined by a QB local (now the ). The problem was few riders wanted to ride a QB local, so they passed up the / in favor of the . And and trains have a nasty merge point outside 36th Street. Meanwhile, the and also have a nasty merge at QP, which also affects the . Both of these merge points did not exist in the past. Well, at least the is somewhat less crowded, possibly due to 63rd Street’s crappy transfers (or lack thereof), owing to its original intention of being a QB bypass line. But you see, some people in Queens had what they wanted then lost it. riders who want the either have to deal with a three-block outside transfer or ride all the way to Broadway-Lafayette. Or transfer to the , then the . I’m just saying they didn’t have to do that in the past. Though I will agree with you that there should be both an local and express in Brooklyn and that running the as the only local is a bad idea. But I will say that a deinterlined (or “semi-deinterlined”) QBL might be key to making it possible for the to run on real weekday headways. I also remain convinced that Brighton riders still prefer the Broadway over the 6th Ave , and many deinterline plans I’m seeing seem to favor bringing back the as the Brighton Local, while keeping the as the express (or vice versa). I’m not in favor of that. I favor retaining the as the Brighton Local. Fortunately, there is a deinterlined DeKalb option that allows the to remain on Brighton. And allow the to be a full Broadway Express instead of the delay inducing hybrid local-express it currently is.

If this is indeed another example of the MTA not playing nice with another entity - and not CSX just being Chicken Shit eXpress - then maybe it’s time for an investigation into how the MTA plans projects. Because the MTA should not be intentionally throwing up their own roadblocks and be trying to stop a project that has the potential to benefit many thousands of transit riders in Brooklyn and Queens, and eventually, The Bronx (hopefully).

Still sucks to see a brand new train get tagged before it’s even entered service. And I know it’s not the first time, but it still sucks to see it.

They’re lad to see R160s on their line. As for the and , I think everyone on here pretty much knows the reason Transit switched them in 2004 when the 6th Ave Manhattan Bridge tracks reopened. They could have just as easily brought them back to their pre-2001 Brooklyn routes by upgrading the to 24/7 service via the West End Line and extended to 205th Street, while downgrading the to weekdays-only service on the Brighton Express. But they didn’t. Even if they did we’d likely still have the same maddening delays at DeKalb Junction and long waits for the next train after every two trains that pass through Canal or Grand. But that’s for another discussion…

Yeah, I tried Googling “conquestors” and just found a lot of links for “Conquistadores.” I guess that’s a good thing.