cl94

I can't believe they'd have the stop at 49th because the 63rd Street tracks are accessible only from the express tracks (unlike the 60th Street tracks, which are accessible from both). The would have to switch over at Herald Square and switch back south of 57th. No reason. It only creates a bottleneck. It makes a tiny bit of sense now because the already takes the tunnel. If Astoria becomes an issue, short-turn at QBP or install a couple switches south of Astoria Boulevard so trains can turn there.

Where I got my info from. Brennan also has a couple maps I found on http://nycsubway.org/wiki/IRT_Brooklyn_Line which show every trackway and proposed connection.

Trackways exist just north of Atlantic for a connection to Fourth Avenue. Both end immediately before the BMT line. The one leading to Manhattan tunnels under the IRT line and rose to merge into the local track just before Nevins. North of Nevins were provisions for a connection to the Manny B. Nevins Lower has a trackway that merges into the SB local south of the station. This was supposed to be the southbound bridge track. The NB local has no trackway, but a columnless wall that could be removed to add a track. All of these are confirmed. Supposedly, the upper level of DeKalb is at the same level as the IRT tracks at Nevins. This is stated in Wikipedia and a few outside sources. Bellmouths for Lafayette also exist, but are not nearly as prominent.

Only a couple of extra trains and minor sign changes. Would certainly mean that rollsigns won't have to be changed.

Has anybody been keeping a list? I'd like to see all of them on one fantasy map to see what would be.

Aren't LCD signs and automated announcements in the plans for when the R62/As and R68/As are SMSed in the near future?

This problem could be easily solved by more signage. They already block off access to stations south of Canal Street on weekends. Biggest problem is that most people don't read the signs. More signs indicating which routes are part-time (such as at the entrance of every station) would give more of a heads-up. If anything, provide an easily-accessible weekend map that looks just like the normal map showing the non-GO service patterns and get it to every hotel and tourist guidebook so they have a chance of learning the routes. In fact, tourist traffic is the most-viable argument that the should run on weekends because the CPW local serves some highly-trafficked tourist areas of Central Park and the Museum of Natural History. Remember, few rapid transit systems have more than a tiny amount of interlining (if any) or fewer operating routes on weekends.

I don't see why not. Quite a few weekend s are pretty crowded between about 14th Street and Nevins. Of course, this could be helped by increasing frequency.

Exactly. It would probably be cheaper to expand service and it wouldn't get in the way of anything. More CPW local service would be nice, but the area that needs it (the Bronx) would be happier with 7-8 TPH instead of the current 6. Albany would probably be more willing to provide funding for this, also. As noted, the 's current function is to interline with other services and reduce transfers. Nice, yes, but not necessary, which is an important consideration if limited funding is available. Expanding the will do little to interfere with the and , the only other services it encounters. While the frequency of the isn't great, it isn't worth the extra millions of dollars required to put on another local.

They don't like taking A division cars through the B division without a leading locomotive or work service car because the trip stops are on the opposite side. One can only get to the Flushing Line by going through the B division by entering through Concourse or 207th Street yards. The trains then have to go down into Brooklyn or make some odd relay moves in Queens to get onto the Astoria Line, which has the only connection to the , a single double crossover to the east of QBP.

While I don't like the idea of cutting service under 6 TPH, Brighton riders currently can't get to 6th Avenue on weekends without a PITA transfer. If the stopped at DeKalb when the wasn't running, that would help, but as of now, it is a PITA for Brighton riders to get to 6th Avenue without the . I'm for doing a study to see if the need warrants service. Not saying that enough people would ride such a service, but it would certainly be better than sending it down 4th Avenue.

The runs 6 TPH on weekends per schedule (much less than it should, but it is what it is). Same with the . At that frequency, it wouldn't be too hard to have a switch over north of 34th. On weekdays, there's no reason why the couldn't run into the Bronx. Heck, they could keep the express if they wanted to so 135th Street wouldn't get too backed up.

Biggest issue with sending the to West End it's a big difference from weekend service. Every other modified weekend service stays within its weekday routing. This is an entirely different part of Brooklyn. 4th Avenue certainly needs extra local service, but I think routing the over there would just confuse people who are used to having it run on Brighton during the week.

The could theoretically terminate at Prospect Park but you'd have the same issues as if it turned at 2nd Avenue. Since the runs at 6 TPH, the would have to get in and get out immediately to avoid screwing up through traffic. Could also extend it down to Kings Highway, but by that point, may as well just send it to Brighton Beach. Brighton would be well-served by an everyday connection to 6th Avenue, but the express really isn't needed. West End doesn't need much more service, but CPW could use another weekend local.

How bad are the delays if they feel the need to post an alert about them? That area is always slow. All because they never built a darn flying junction. One can often walk from Grand Army Plaza to Franklin Avenue in the time it takes for a train to travel that same distance.

Yeah. I'm more familiar with the north side, which has a LOT of timers, IIRC. Bridge traffic will pass by at twice the speed of the train at times. I can't remember paying attention to relative train speeds when R68/As were roaming Broadway in force, so I don't know if there was a difference back then, but there certainly is now.

As of the most recent car assignments, isn't the all R160s? I'd think they'd have a decent amount of R46 and R160 sets set aside as extra consists in case of breakdown, so would there even be any big changes at Jamaica?

The will be stuck behind the (and everything else that came through in the previous 10 minutes) at Rogers Avenue junction? That's the only moderately interesting thing that could happen.

Yes. Making it ADA compliant would require a minimum of 5 elevators (platforms to mezzanines, street to mezz for the ). It's right there, but elevators are not cheap. if the platforms were right on top of each other, you could get away with fewer, but that isn't the case. Only saving grace is that the has a ground-level station house.

Platform to platform horizontal distance is ~250 feet, which is exactly the distance across Linden Shops and the Bay Ridge Branch. 1 short block. There are plans to build transfers from the Second Avenue line to the Lex, each of these would be over 4 times longer. Heck, the 14th Street transfer from 6th Avenue to 7th Avenue is quite a bit longer than 250 feet. They would need one more pedestrian bridge. It's not tunneling under 100 year old buildings.

Not too far, but won't get enough ridership. It might be a better idea to send the down to Linden Boulevard and east to Laurelton. You'd still have a connection to the , plus another line to JFK. Relatively few people will get off of an express at Euclid Avenue to get on a local. If they're going to somewhere along Lex or 7th Avenues, they can (and would) transfer at Fulton Street in Manhattan because it would take half the time. If people REALLY want to get from the to the in Brooklyn, build a transfer to the at Junius Street (which should be done anyway as they're right next to each other.

In the morning, it reduces conflicts with the at Myrtle by pushing them down the line (where an can be held at a station while a passes), similar to how the runs express south of Yankee Stadium in the Bronx. I'd assume they have it in the afternoon for simplicity of service patterns, becuase there's no advantage other than slightly faster travel for an EB as it still has to cross paths with the at the level junction.

This was (basically) the pre-1967 configuration. You'd be undoing Chrystie Street while creating another choke point north of West 4th (where the would have to switch between express and local). The Culver Line would be better served with express service to Kings Highway, but not at the expense of Brighton Line access to 6th Avenue. A lot of people would be transferring to the at Atlantic to get between Brighton and 6th Avenue, which is an experience everybody wants to avoid if possible.

It has already been established that the R160s not going to Pitkin was a fluke. Obviously, I made an incorrect assumption based on a series of coincidences. If I was the , everything not going to ENY would be on 8th Avenue. The R211s are too far off to know anything about them or where they will go. I even saw somewhere that they may be articulated trains like the Toronto Rocket (although I hope they'd still have smear-o-vision instead of the one-way mirror the Rockets have). Again, way too early to know anything. I apologize for my speculation. Where will the R68s spend their final days? Nobody knows.

Forgot that minor detail. Lex can reach outer, not the other way around.