i hope you earned money instead of lost

YoImShepard

Ismael L. THE V STILL LIVES!!!!! :D

The programming on the (W) haven't been changed so it still has its 2010 programming and during that time the (V) was running and so was the Brown (M)

The r,a,c, and f trains never connected i think if im not wrong before hurricane sandy but after that tgey connected the station

There was a time during the Manhattan Bridge rehab where the W was running along what is currently the D line all the way to Coney Island, IIRC.

I believe it was from 2001 to 2004. Additionally, it was at one time also the only train to serve Coney Island when that station was being rehabilitated in 2001.

Fan Railer is the W train still going to Gravesend 86th Street still?

Fan Railer this is something worth watching for at least 2 hours straight

The R179s are numbered 3010-3327. Cars numbered 3010-3049 and 3238-3327 are configured into five-car sets, comprising 130 cars, which are assigned to the A and Rockaway Park Shuttle and are based out of Pitkin Yard.

Thomas Mallott it was an N train that signed itself up as a W train to 86th st

The N and W share the same fleet and are both based out of Coney Island yard. The trips that go past Whitehall Street are on their way too and from the yard. That train went northbound as an N, and then changed to a W to go southbound. The Q is also based out of Coney Island. The only Broadway service that isn't is the R which uses Jamaica Yard.

What I think they should do is extend the Z down to Bay Ridge and let the R go down to Coney Island via the N line.

Rah Mel An extension of the J/Z is possible, but it has to be done correctly. New construction would allow for maximum deinterlining and extensions of subway lines for better service. More specifically: Subway Deinterlining Improving subway operations while maintaining connections Phase 0: Deinterlining on Current Tracks Problems The current system consists of around 24 services, plus three shuttles. Nearly all lines reverse branch with each other. Reverse Branching is when subway lines on the main Manhattan trunk lines diverge and recombine on another track elsewhere in the system. While this permits more one-seat rides for passengers, the unintended side-effects are that when there is a delay in one place, it affects at least two Manhattan trunk lines. It also limits capacity on Manhattan trunk lines. On lines like Broadway and 8th Avenue, this is very apparent. On Broadway, for example, the (N) merges with the (R) and (W) at 34th Street-Herald Sq, and the (R) splits from the (N) and (W) at the 60th Street Tunnel on its way to Forest Hills. Because of these two merges, all four of its Broadway lines are limited to 8-10 trains per hour. On 8th Avenue and Fulton, there are plenty of merges. As if the (A) branch merges aren’t enough, the (C) shares track with the (A) from Hoyt to Canal, then shares tracks with the (E) to 50th Street. The worst of the merges is at 59th Street-Columbus Circle. Here, the (B) and (D) merges with the (A) and (C) at 59th Street, then splits off again at 145th Street to go to the Bronx. The one merge at 59th Street forces all trains on the B-Divison (except for the L and Franklin Avenue Shuttle) to be scheduled around it, and one wrong move ANYWHERE in the system and the entire division goes down. Solution Using the current track infrastructure, aside from some new switches here and there, there will be deinterlining in the subway system. The first one is at the troublesome interlocking at 59th Street-Columbus Circle. To eliminate this merge, it is recommended to send the (A) and (C) express and the (B) and (D) local as well. To avoid big impacts, the (C) and (D) would swap routes, with the (C) going to the Concourse Line to 205th Street and the (D) going to 168th Street. (A) and (B) service would be unaltered. Deinterlining at 59th Street would also open the door to better service on Queens Blvd, and increased (E) service. However, there will be a problem with (R) train yard access. Using the existing track infrastructure in Queens, the (R) will have to maintain its current route in Queens. However, the (M) route would move to the 63rd Street Tunnel with the (F), allowing for better service to Queensbridge and Roosevelt Island. (E) service will be increased to replace the (C) on 8th Avenue and the (M) on 53rd Street, but these extra trains will operate between World Trade Center and Queens Plaza. On Broadway, the (N) would be rerouted to 96th Street with the (Q). To replace the (N) in Astoria, (W) service will be increased. Simultaneously, the (R) train frequencies will be increased. In Brooklyn, the (D) and (Q) would swap routes, so that the (N) and (Q) are paired on 4th Avenue and the (B) and (D) are paired on Brighton. As for train headways, all service will operate at 12 trains per hour, except for the (E), which will operate with 24 trains per hour in Manhattan and 12 in Queens. An issue with this plan is that the (R) route is still on Queens Blvd due to the Yard issue. The (M) bottleneck at Broadway-Lafayette will still remain due to the popularity of the service. New construction will address these issues. Phase 1: Broadway-Fulton-Jamaica Connections Problems Despite the deinterlining done on the current tracks, there are still a number of delay-inducing bottlenecks present in the system. For one, the merge at Broadway-Lafayette precludes the addition of a Culver Express service on the (F). Yard issues on the (R) are also precluding its removal from the Queens Blvd Line, because, without direct access to a maintenance yard (or at the bare minimum, a layup yard), there would be reliability issues on the (R). In addition, the (A) route is still confusing. Solution To combat the situation, a new tunnel connecting the Whitehall Street station with the IND Fulton Street Line at Court Street and then Hoyt-Schermerhorn would be built. Another new connection would be built connecting the Fulton Street Line at Broadway-East New York with the Jamaica Avenue elevated structure at Cypress Hills would be built, replacing the elevated structure over Fulton Street. All stations from Cypress Hills to 121st Street will be lengthened. Both tunnels would use existing provisions found in the tunnels. An extension of the Astoria Line to LaGuardia Airport would also be built to increase service. With this, the (R) and (W) would be rerouted via the Fulton Street Line local tracks, with the (R) going to Euclid Avenue and the (W) taking over the (J) route to Jamaica Center. At this point, the (R) would be based out of Pitkin Yard and the (W) to East NY Yard. This will allow for the (C) route to be express on the Fulton Line to Lefferts Blvd, with (A) service now only serving the Rockaways. (J) service would be now operate between Broadway Junction to 95th Street to replace (R) service. At this point, the original routings of the (D) and (Q) lines will be restored to maintain direct cross-platform connections between 6th Avenue, Broadway, and Nassau. The (R) would also be rerouted to the extended Astoria Line to increase capacity in the 60th Street Tunnel, and the short turn (E) trains will be converted into a dedicated route, the (K), replacing the (R) on Queens Blvd. Using the existing trackage in Queens, the (K) would now operate between 71st Avenue and World Trade Center via Queens Blvd Local and 8th Avenue Local. Though this eliminates the bottleneck at the 60th Street Tunnel, a new bottleneck is created at 36th Street and the (F) and (M) merge on 6th Avenue remains. However, the effects of merging delays are reduced since the Broadway Line is no longer affected by Queens Blvd delays. Phase 2: Nassau-8th Avenue Connection Problems In spite of the deinterlining and new connection between the Fulton and Broadway Line, there is still a bottleneck on the 6th Avenue and Jamaica Avenue El. This is due to the need to retain the connection between North Brooklyn and Midtown, which is very popular. However, it does not allow for a Culver Express without cutting back on headways on both lines. Solution A short connection between the Nassau Street Line at Bowery and the 8th Avenue Line at Spring Street would be built. In addition, the Essex Street station would be rebuilt for terminal ops and all stations on the Nassau and Jamaica Lines to Broadway Junction will be lengthened (the stations from Cypress Hills to Jamaica Center will be lengthened as part of Phase 1). With this, the (E) and (K) would be rerouted from the World Trade Center and over the Williamsburg Bridge to Brooklyn. Using the existing track infrastructure in Brooklyn, the (E) would replace (J) service to Broadway Junction and the (K) would replace (M) service to Metropolitan Avenue. The (M) in Manhattan and Queens would be replaced by a revived (V) train. On weekdays, the (V) would extend past 2nd Avenue to be the Culver Local to Church Avenue with the F providing express service between Jay Street and Church Avenue on the way to Coney Island.

JeremiahC99 I meant the R going express via sea beach.

Ismael L.

cool dudr

dude*

Thank you :)

The Railfan Kid Maybe morning rush hour

It was rush our

Nexus FX r142a bro same thought

@@tahamid9687 its R188