This is a great idea! It's so much easier to swallow the confusion when they explain what's going on and why.

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In the little graphic of a flyer that pops up towards the beginning of the video, there actually is a QR code with text saying it links to a video overview explaining the service change. Whether or not that's the flyer that actually went up in stations I could not say from a few states away, though

They should be playing this video constantly rather than a fucking ad for the spongebob musical or whatever they do

yeah agree with you. I feel that the new marketing people have realized that people want to know why and they are making these info videos. it makes so much more sense and will get make people realize what work is being done and why. I love that they are doing this.

@Team Epiphany Tyler a

yeg

@@skrakaayyyyy_itzyostep a

The IRT and BMT did not have the future foresight to build the proper infrastructure (in fact the BMT focused way too much on Lower Manhattan). On the IND side, they used the lessons learned from the other two and built a system with a lot of flexibility and express service in mind.

To go slightly more basic than the excellent above answer, nyc's subway system was largely built by 3 private, competing companies. It's the reason for a number of quirks

Just to add to the above, the reason why it is usually not retrofitted in more modern times as well is the cost and complexity of running these extra connections which are rarely used. Whilst the workaround may not be ideal, its a perfectly viable workaround - so there is no incentive to "fix" the issue caused by what others have said above that created the issue in the first place.

@@Garfie489 to add a little more to what was said here, interlockings are a rather costly part of any transit or railroad system with a lot of emphasis on maintenance on the switches and signals that have many moving parts. So it isn't unusual to see RRs or transit systems eliminate redundant interlockings or switches to cut costs or to streamline operations, and NYCTA has done so multiple times and will continue to do so when need be. interlockings at very "strategic" locations are kept as an absolute necessity to not only route trains correctly but to allow movement of equipment when it is necessary on certain situations such as when track work is being done or even under emergency situations, or like the switches east of Queensboro Plaza on the N and 7 lines, which serve as the sole connection between the 7 line with the rest of the NYC subway system. The entire subway is like a big jigsaw puzzle and the pcs must fall into the right place. It is why you can run the E train down 6Ave and still go to WTC, or how the Q train can run down 6 Ave on the D line and still be able to rejoin it's line in Brooklyn. There is a method to the madness. Too bad that the front window has become a thing of the past now that R32s are going, because that was a very fun way to see the underworld and the mazes of tracks that make up the system.

Same bro I'm from Seattle we got fucking 1 line here so no problems lmao

Im currently in NYC for the holidays

That's facts-

@Stephen no I don’t actually although it would be a dream to work for them..... but that’s becides the point Before making a statement on something you gotta do your research on it. Did you know it only costed 5 cents to ride the subway back in 1904. And 5 cents in 1904 is equivalent to about 2.75 in today’s world........ the prices of things NEVER get cheaper

@Stephen it’s alright. Feel free to hit me up anytime as I can answer many questions about the MTA. I may be a kid but I have spent hours researching the ins and outs of the MTA

When TrainRider Railfan-NYC Subway History & More speaks, everyone learns something.

Yep

Oh we know you

then (F) trains would be running to the bronx and (D) trains would be running to queens

I think the next two months are a little bit self explanatory, as much of the system is already installed. Only a handful of stations in Brooklyn need to get it installed. However, on the bright side, the Rockaways and much of Southern Brooklyn is up for November m.

I'm in the same boat of it being before our time, and I'm not a New Yorker, but I am an avid fan of transit and the NYC Subway. If memory serves me correctly, the Train to the Plane ran on the 8th Avenue Line, and served a now abandoned lower platform at 42nd Street-Port Authority Bus Terminal stop. I like to think of that service as a super-express A Train for the time. Hope this helps.

Actually took it once. IIRC, it just basically skipped stops.

There was a switch between the southbound tracks at Broadway-Lafayette Street, but it was removed during the Chrystie Street connection as immediately after, the express tracks now rise over the local tracks to go under Chrystie Street. Plus what’s wrong with having D trains go back to the Culver Line?

@@TheRailLeaguer They need to put it back then

@@marta814 Why should they put it back? That would result in more confusion and delayed train service? Plus the track grades in the area would make it possible to do so. Having D trains go via Culver (the original route) and F trains go via West End provides the exact same service as before. Also, the other switch between the northbound tracks after Broadway-Lafayette needs to be removed as well. It’s also not needed.

@@TheRailLeaguer A very simple reason to add the interlocking back, to keep things simple for future projects. We are just going to have to agree to disagree on this. No disrespect intended, just stating my opinion.

@@marta814 That’s not simple, especially given that that switch would serve no practical purposes. It would be like that switch at Northern Blvd on the M and R that was removed last year: useless and a waste of money. Having routes swap in Brooklyn as well would keep things simple for future projects.

I remember when the D train ran from Stillwell Avenue to 205 Street and the F train ran 34 Street to 179 Street. Those were the times of the privately-owned Independent Lines (IND). I am a railroad buff.

Lol.

The D is on the C Line to go to F and if it goes on A line it won’t go on F line to 2 ave

5: HEY I HEARD THAT

Why, the 6 don’t need extra trains, they don’t need R142A. They will still terminate at City hall. It’s just the northern terminal that will be changed

@@pubggamer2022 i already know that, but "GAYCOURSE"???

@@pubggamer2022 Lack of yard access for the other end.

A switch in Brooklyn at York Street would be disruptive to riders on the Manhattan Bridge, as there is nowhere to add it.

@@TheRailLeaguer i get ur idea, but this would ONLY be used on service changes...

@@thoseonetrains These service changes only happen every once in a while and it’s too redundant with other switches (there’s another switch between Broadway Lafayette and the the West 4th Street tower between local and express and honestly it should be removed). Plus what’s wrong with having the D via Culver and the F via West End? It’s essentially the same thing as the current pattern.

@@TheRailLeaguer well there is nothing wrong, just saying it shall be a bit more efficient

@@thoseonetrains Adding that interlocking could end up making things with the D and F during service change worse, since during this change, if you had the interlocking, the designations in Brooklyn would remain but you would receive less service compared to any other weekend. Swapping the two routes allows to run as much service as possible.

That’s actually part of the Culver Signal modernization, which is something for another day.

True; adding a full interlock at Broadway-Lafayette would allow them to reroute 6th Avenue service in Manhattan more efficiently without disrupting service in Brooklyn.

This swap, which returns the D to its original route via the Culver Line, is more simpler as trains can stay on the same track all the way. The less switching the better.

The switch to between the local and express tracks at Broadway-Lafayette on the 6th Avenue subway was removed when the express tracks were realigned to go via the Manhattan Bridge (the express tracks originally went to 2nd Avenue, but when the Chrystie Street connection was built, the tracks ramp up over the local tracks to head to the Manhattan Bridge. As for the 1, 2, and 3 lines, it depends on the certain situation. If the South Ferry branch is closed, they will have 1 trains terminate at 14th Street and 2 and 3 trains go local to avoid elongating the 1 route. However, during the 56 weekends the Clark Street Tunnel was closed for Sandy Repairs, 3 trains terminated at 14th Street to prevent trains from being backed up.

D trains will not stop at Roosevelt Island as they do not go to Queens. D trains go to the Bronx. D trains are running on the F line south of West 4th St.

Service is not affected in Queens and Bronx.

No

Well the swap is in Brooklyn

The video says it...

Why?

@DAVID WONG yea F train Stuck Church Avenue On weekend

Northbound trains clouds run normally but headways would actually be a lot lower compared to if they didn’t swap in both directions.

What?

@@TheRailLeaguer Joke

That’s usually to reduce the train crews used for the service change, especially if there is no 2 train service going to Brooklyn.

Not really. The G operates 4-car units so those trains will not be on the D route, which uses full length trains.

Huh?

The line is already 4 tracks no need

Sus

The F will bypass 4th Avenue-9th Street. For service to that station, you can use the D or R train.

What do you mean? This video has 29k views.

@@TheRailLeaguer But the D and F lines have more than double that in ridership daily!

@@farmerlucas1853 Views don’t always have to exceed ridership. Not a lot of people watch KZfaq anyway.

Keep in mind that not everyone uses a microcomputer, as in PC, nor a smartphone.

Yup 😂

What?

That shit sounds too long, and who tf is taking a bus all the way from Pelham Pkwy to Staten Island?

Why? That's a complicated express bus route that no one would probably take.

Is that a joke? Plus nothing in Brooklyn is changing, except for the designation. You’ll get similar service, so no need to buy a car yet.

Is that a complete joke?

NO!!! it’s a full limited stop now sorry

This service change does do that. Without swapping the D and F in Brooklyn as well, service would become less and less efficient.

Nahhhhhh a bit more work then commutors would be willing to wait for.

True; adding a full interlock at Broadway-Lafayette would allow them to reroute 6th Avenue service in Manhattan more efficiently without disrupting service in Brooklyn.

$$$$

@@MTARaylz So what. They building the Second Ave subway. Adding an interlocking won't hurt right

At West 4th Street, the express and local tracks are at a different grade, so that will be impossible. Even if they added a switch further down, you would have trains crossing in front of each other, so trains would be in the way. Swapping the F via the West End Line and the D onto its original routing via the Culver Line would keep things much more simpler for the weekend. It’s also not worth it.

How?

It’s actually more complex that that.

@@TheRailLeaguer its actually not

@@BasedBrooklyn What do you mean? The track system is very complex.

You joking, right, because they’re responsible for coming up with any changes in service if needed. They’re the guys that are responsible for the Manhattan Bridge changes in 2004, and recent changes to the Second Avenue Subway in 2016, including the R train extension to Whitehall Street during overnights that Bay Ridge residents were asking for. Essentially, they’re a branch of the larger operations planning division. Who else did you expect to come up with service changes?

M train to 6th Av? That was a pretty big improvement, and only about 10 years ago. Also abandoning the 1/9 skip-stop that cost riders time on average (basically because the stations skipped were busier than those at the outer end of the line).

@@nendwr I agree.

The MTA notifys commuters so they know about this.

we did

LMAOOOOO