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| Re: G Train Loop (1440293) | |||
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Re: G Train Loop |
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Posted by Michael549 on Wed Jun 21 11:51:25 2017, in response to Re: G Train Loop, posted by Stephen Bauman on Wed Jun 21 07:24:45 2017. From a previous message:"When the Clark St tunnel was closed, 2/3 expresses would switch to the local at Chambers and go around the South Ferry loop to Bowling Green. They would switch directions and proceed to Brooklyn via the Joralemon St tunnel. A similar strategy was employed, when the Joralemon St tunnel was closed." Taking the statements apart: "When the Clark St tunnel was closed, 2/3 expresses would switch to the local at Chambers and go around the South Ferry loop to Bowling Green. They would switch directions and proceed to Brooklyn via the Joralemon St tunnel." Mike notes - when this was done it was during the midnight hours when it was only the #2 train that did the "loop" move through the Bowling Green station with the #2 train stopping at the Wall Street station before traveling to Brooklyn on the usual Joralemon tunnel track. Sometimes this procedure would be used for one direction (say downtown) while uptown #2 trains would proceed through the Clark Street tunnel normally, or in both directions depending upon the work needed to be performed. There were a number of times when #2 and #5 trains were involved with the loop operation where #5 trains would remain in Manhattan traveling downtown by Lexington Avenue and uptown via the west-side - while #2 trains traveled downtown & via the loop operation to Brooklyn, and then uptown on Lexington Avenue. That kind of operation could also be reversed with #5's traveling downtown - westside & uptown east-side, with #2's traveling downtown Lexington Avenue to Brooklyn and uptown west-side via normal Clark Street tunnel passageway. When the full-length #1 new terminal at South Ferry was open - the MTA simply had an out-of-system transfer between the northern most entrance of that station and the southern-most entrance and head house of the Bowling Green station - since these entrances are a direct sight line away from each other. Again this was during the midnight hours. The MTA has also used the out of system transfer between the #1 Rector Street station and the Bowling Green station - a shorter walking distance, and recently an out-of-system transfer between the #1 South Ferry loop platform station and the #4 & #5 at Bowling Green - a good walking distance. ------ "A similar strategy was employed, when the Joralemon St tunnel was closed." Mike notes - The MTA did not send #4 trains around South Ferry then up to Chambers Street, then reversed ends and sent that #4 train to Brooklyn by the Clark Street tunnel. Generally if there were work on the Joralemon Street tunnel, the MTA simply ended the #4 trains at Bowling Green, often at Brooklyn Bridge. Several times, J-trains out of Chambers Street/Brooklyn Bridge was tasked with taking #4 riders to/from Atlantic Avenue, riders were directed to use the R-train between lower Manhattan and Atlantic Avenue. There have been a number of times during the midnight hours when the MTA operated #4 trains within the Joralemon Street tunnel as a single track operation - basically telling riders to use the same platform at Bowling Green for BOTH directions. The MTA treats the Lexington Avenue line and the N-Q-R Broadway line as alternatives to each other when it comes to downtown Financial District and travel to/from Brooklyn. Usually the #4 train will either end at Brooklyn Bridge (via local) or Bowling Green with riders implored to change to the N-Q-R at 14th Street-Union Square, at Canal Street, etc. On the street there will be signage showing the alternative stations. If the #5 train is running during those hours it would often end at 42nd Street-Grand Central Station. I have seen, participated in, and read about each of these operations over the decades. Mike |
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