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| Re: M to West 4th on Weekends/Late Nights (1358548) | |||
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Re: M to West 4th on Weekends/Late Nights |
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Posted by Michael549 on Sat Jul 4 14:14:06 2015, in response to Re: M to West 4th on Weekends/Late Nights, posted by Dyre Dan on Sat Jul 4 05:30:44 2015. I will define "know" by what I've experienced, and by what I've read about.I am a long winded person and often write long passages that some folks plainly may not want to read. Sometimes important points may get lost. Here is the summary of what I know and have experienced. I did not experience the switching of the D and F trains between 34th Street & West 4th Street in 1968. I was in elementary school at the time. After becoming a rail-fan living in NYC, I've experienced: a) The criss-crossing the C/CC trains between the A and E trains at Canal Street in both directions, and the A and C trains at Hoyt-Schermerhorn. I could go into detail, but I'm trying to be brief. b) The criss-crossing of N, Q and R trains in both directions at the Prince Street station. That is no pleasure when one is attempting to catch the ferry. c) The #6 train and it's operations at the Parkchester station. I could really go into detail, but I'm trying to be brief. d) The crossings of trains into and out of the DeKalb Avenue station. What I've read about: I've read about the TA in about the mid-1960's changes to the D, QJ and QB trains at the Brighton Beach station. The criss-crossing QJ and QB local trains ending at the Brighton Beach station, and D-train ending at Coney Island led to traffic tie-ups and delays in service. The TA remedied the problem by having the D express train end at Brighton Beach, and the QB and QJ local trains terminating at Coney Island. This practice with current local Q trains ending at Coney Island, while B express trains end at Brighton Beach. The B and Q trains are straight railed leading to fewer problems. I've read about the IRT at West 96th Street in the mid-1950's where two express routes and two local routes converged requiring the criss-crossing of trains between the local and express tracks in both directions. The TA recognized the delays & traffic tie-ups in train service. The TA decided that all of the express trains would use Lenox Avenue, while all local trains would remain on Broadway, the trains would run straight railed. This eliminated the need for trains to cross paths, and is the current pathway of the #1, #2 and #3 trains today. I've read about and experienced The TA's 2004 decision to route D-trains to the West-End line and to route the B-trains to the Brighton line, and to have both N and D trains skip the DeKalb Avenue station at all times except midnight hours. The TA's basic reason was to eliminate train cross-traffic bottle-necks both into and out of the Pacific Street station, when all 4th Avenue local and express service had to use a single track (in each direction) prior to entering or after leaving the DeKalb Avenue station. On the forums the moaning and groaning was non-stop for several months! And yes, the gripping continues! ------------ The MTA can operate THEIR TRAINS any way they want to - it IS their railroad. What we often debate is whether something SHOULD be done, even when we know that idea is possible. At times we believe that the past should inform the present and the future. We can LEARN from the past. Learning from the past is not the same as "beholden to the past". Currently the D and F trains are straight railed on Sixth Avenue in both directions and do not cross paths. The proposal would have the F-trains remain straight railed, the D-trains crossing into & out of the path of F-trains, and the M-trains crossing into and out of the paths of both D and F-trains. The proponents of the plans say that the criss-crossing of trains in both directions won't delay service, cause traffic tie-ups, etc. and to "trust us" because we have a good idea. I just disagree. I've out-lined my reasons before in this thread of messages. I apologize at being long-winded. Mike |
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