cl94

20 trains per the car assignments ( http://www.thejoekorner.com/carassignments/index.html ). Only 14 are currently R160s. 5 R42s and 1 R32 make up the difference. They're not going to the Rockaways because the uses OPTO (impossible with R32s) and the would face some of the same issues as the .

There aren't enough 4 car sets of R160s. The can only run 8 car trains of R32s, R42s, R143s, and R160s. The gets first crack, as it must have ATO-equipped trains. Then comes the because it goes to Midtown and Queens Boulevard, then the . The runs 8-car sets of R32s because there currently aren't enough cars to go around and ridership doesn't warrant longer trains. Each line will run one or two types of rolling stock and there's no reason to change it, as dead moves cost money and riders associate car types with lines. If an R62 pulls into a 7th Avenue station on the express track, everybody knows it's a .

The are good candidates because they're almost entirely outside and ENY is used to dealing with older rolling stock. Remember, the Eastern Division was all R40s and R42s before the R143s and R160s came in. Of all non-shuttle B-division services, nothing else comes close to the percentage of outdoor time. Will they put a set on the ? I could see them doing so if they run out of spares, but it spends a lot of time inside.

Not going to happen unless the becomes 100% R160A, and even then, the wouldn't see more than a set or two. Last year, the was half NTT with 5 sets left on the .

There's no reason to move stuff around if there isn't anything wrong. Concourse has been 100% R68 since they came in and there's no reason for that to change until they're retired. Think about it: The R160s were originally intended to go to routes that ran anything older than R44s. R160s didn't go to the because of power issues in the Rockaways. CI, Jamaica, and ENY had large fleets of cars to be retired. Before the NTTs came in, the were mostly, if not entirely, cars older than the R44s. All but two currently have an all-NTT fleet. The , while usually R46 or newer, ran a ton of older equipment. The didn't get them because 1. Astoria needs them and 2. It's easier for Concourse to store only one or two types of rolling stock.

It's a safe place to walk around during daylight hours, even if you're alone. I wouldn't say the same for 20 blocks east of there, in ENY, or in parts of Harlem and Washington Heights.

The Bay Ridge ROW is worthwhile. I thought he was talking about sending a Nassau service down there. Relatively inexpensive and creates transfer points.

How many times do we have to say that it won't work? If somebody wants to go from southern Brooklyn to Bushwick (which is rarely the case), they can (and will) transfer to the at Jay Street or via the Franklin . People didn't ride the and the move you're suggesting could have been accomplished by a transfer to the between Broad and Myrtle.

Easier for transfers. 34th is designed to prevent people from transferring between the local and express. How it is now, a can sit at 42nd and wait for the to drop people off. Nobody misses a connection. Can't do that at 34th because of the setup. The southernmost exit at 42nd is at 40th Street and there's a direct entrance into Penn at 34th. 6 block walk or wait a couple minutes for the local. How many people from the 2 stations served only by the would be going to/from the Island during the 5 hours of overnight service?

We've been over this a zillion times. The did little to reduce crowding on the because nobody rode it. There aren't enough 4-car sets to send trains down to Brooklyn without reducing headways on a line that's already slow. Anything supplementing the would have to go to Midtown so there's a one-seat ride. If somebody has a little extra time and gets a seat on the local, they won't stand on a packed express train unless they have to. Montague has the capacity for extra service when it reopens, but nobody wants to go between Brooklyn and Nassau. If they have to, they can take the . 4th Avenue does need another local but the are NOT the answer.

Bolded your answer

You're right. Found this on YouTube. Incorrect title, but shows it.

Yep. Call me when we see something that wasn't common practice in the past 20 years. Almost everybody on here is old enough to remember the Redbirds and nothing changed between when the R68/As came in and then. Go to nycsubway.org or YouTube and you'll find pics/videos of almost everything that has already happened. If there's an R68/A on anything but the or Franklin , an R142/A on the , an R62/A on the , or an NTT on the or Franklin , that would be worth my time. Everything else has made the rounds time and time again.

Yep. 2 locals are needed on Broadway. It's not like local service is all that slow and the is too delay-prone to be by itself. The ran local in Manhattan for 20 years while the bridge was being rebuilt and life went on. After SAS opens, something else has to go to Astoria because of the high ridership. Then, the can make a resurgence. Honestly, I'd be for installing crossovers south of Astoria Boulevard and having the short-turn there if it returns to reduce the delays at Ditmars. It would be like the s that terminate at Kings Highway because CI can't handle all of the trains, except only 3 blocks separate the stations.

to Jersey probably won't happen, either. It would, however, be a significantly shorter tunnel (less than 1 mile underwater as opposed to more than 6) and there's a lot less that has to be built around. 2 miles separate the SIR from 4th Avenue in Brooklyn. Much more managable than an undersea tunnel of over four times the length. It would probably be easier to send something to Brooklyn and build a new super-express line than it would be to build a direct link between SI and Manhattan.

5 miles direct of underwater tunnel. Because of the approaches and the preexisting underground infrastrucure in Manhattan, approaches would add another 3+ miles to the length. Underwater section would be 65% longer than the BART tunnels under San Francisco Bay. Yeah, the ferry takes a while, but even if immersed tubes are used, you'd have to bore out the approaches. Its South Ferry station would likely have to be under the Joralemon tubes and new South Ferry (unless, of course, you connected it to SAS). We're talking one of the longest underwater transportation tunnels in the world.

I suggested it solely as a slightly-more useful alternative to sending Nassau service down there. Ideally, you'd just increase service on the (or have the run local on weekends), but the Forest Hills relay and 95th are (usually) at capacity during the week. That should all change when QBL, Broadway, and 4th Avenue get CBTC in the next 20 or so years, but until then, the needs a little help.

He's been blowing up the Random Thoughts Thread with this crap. Also wants the on West End because of the "many people who rode it".

That could also be fixed by building a northern exit to North Conduit. That station is about the same distance from the racino/track as the is from Citi Field. The platforms are separated by a little over a train length.

Okay, how do I phrase this nicely... The is staying where it is We all know how long and slow the and are. to Rockaway is by far the longest line in the system and one of the longest rapid transit lines in the world at 31 miles end-to-end. No way in hell should that ever be a local. The ends at a yard, as every line should. Brooklyn-Nassau ridership is almost nonexistent Countless other posters have mentioned how the was always empty when it ran on West End. Yes, the has its issues. Local service on 4th Avenue is miserable. That could be fixed by adding service or bringing back the and extending it down to 9th Avenue after SAS opens. As it goes to Broadway, that would get more through riders.

Anything to connect the at Junius/Livonia, as getting between the two requires a double fare, a long trek into Manhattan, or transfers to the and Franklin . ADA upgrades to: Bronx 149th/GC Something on Concourse Something on Dyre Brooklyn 4th/9th Botanic Garden / Franklin Broadway Junction Metropolitan/Lorimer Manhattan 6th/14th F L M 1 2 3 6th/42nd B D F M 7 7th/57th 81st B C (museum station) 86th 4 5 6 (proximity to museums) Canal J N Q R Z 6 Lex/59th Queens Astoria Blvd Forest Hills Hunters Point (LIRR) Willets Point (events) Basically, every transfer point that isn't cross-platform and anything serving a major tourist attraction.

Take the to Lex and hop on an or going the other way or vice versa. We're talking 5-10 minutes during the week. You'd spend more time hiking all the way up to the QBP platforms. A good 70+ vertical feet separates the IND platforms from the NB/EB IRT/BMT platform. All but 3 stations on the Astoria line are within about 1/3 mile of the QBL. The connects to the IND at 74th/Roosevelt. Going into Manhattan, the intersect each line stopping at Queens Plaza with a provided transfer point. Any transfer would have to be ADA compliant. If they're ADAifying QBP, a transfer wouldn't cost that much more, but doing it for the sole purpose of providing a transfer would be wasteful. Other places need transfers and upgrades more than there.

Wally is going to put all of us in the hospital with alcohol poisoning. The can and will handle the crowds. The isn't as bad as the idiots on Buzzfeed make it seem. I expect they'll add trains to compensate for the lack of service.

Every source I can find has it the other way around

Correct. Green is East 180. http://www.nyctransitforums.com/forums/topic/23297-color-strips-under-the-car-numbers/