lol.

Does anyone like the ride from Essex Street to Marcy Avenue over the Willy B.?

I kinda like it Except for the manny timers on the bridge.

I ride the line regularly. It's a great view and you are on a subway 10 stories in the sky!

lol 10stories in the sky not even but its good for the scenic run.

maybe 12 then. either way, it's way up on the east river. it's at 7 stories on the brooklyn side before going over the river.

That would be Right plus you get to see the old domino factory.

The [J/Z] skip-stop service is just a joke. The [M] operating to Bay Parkway dosn't carry more than 6 people per car. The Chambers Street station is gross and in horrible condition.

-The [J] should go to Broad Street all times, including late nights.

- All [M] trains should also terminate at Broad Street all times instead off holding it a Myrtle/Broadway all the time.

-Hopefully those 5 sets of R42 are off the [J/Z] line soon.

The (J) does go to Broad St late nights... just not on weekends.

The only problem with having both the (J)(Z) and (M) terminate at Broad St all times is that this station cannot turn around trains quickly enough to keep current rush hour headways. Most likely, some rush hour trains would have to terminate at Chambers St.

Back when this was the plan under the doomsday service cuts, the plan was for ALL rush hour (M)s to go to Broad St, with most rush hour (J)(Z) trains going to Broad St and some terminating at Chambers St. This is similar to how several rush hour (F)s terminate at Kings Hwy instead of going all the way to Stillwell.

The M to Bay Parkway does have decent ridership. However, it's mostly people transfering from the D or N. Hardly anyone takes the M from the West End to a Nassau street station.

Why?




The M terminates at Chambers non rush hours weekdays until about 10 or 11 at night.

I agree with BrooklynCollege5. (J)(Z) skip-stop services saves 5 minutes if you are riding across the entire line. However, if you are going from an express station to a skipped station, you have to wait for the train that serves your station which means an additional waiting time of 5 minutes... so in the end, any time saving by skip-stop service is negligible.

Now, if you are trying to get from a (J) station to a (Z) station, then skip-stop adds a lot of extra time to your commute.

Well that much is true, but the majority is still going to Manhattan from Queens/Brooklyn, so skip-stop makes sense. I don't see the MTA deciding to run either one as an express from Broadway Junction to Myrtle and then to Marcy. And I don't see them ever building an express track between 121st to Cypress Hills or even a bypass structure on Jamaica av from Cypress to Alabama.

The majority of J riders get on at Jamaica Center, Sutphin, Woodhaven, and Crescent. Skip stop benefit those riders. It's better than making 2,000 monotonous stops

That's over exhagerating, the F in Brooklyn has about that many stops as the J does from Queens through Brooklyn.

And what does that prove and please get back to topic.

I don't think there is a right answer here, its just a mere formation of thoughts and ideas, i just try to stick to the closest thing to reality we have. Basically, you're going to need the Z to run all day for all this express and skip stop to work

I'm saying how he's exahagerating how long the J line is. And I was only responding to him. You are the last person to tell me to stay on topic. [No offense.]

what are those brown stains on the ends of the R160 cars? example: most (J) cars has that brown stain along the end and the 1st doors on the cars. the (N) (W) and (Q) trains has that aswell. has anyone noticed? the (E) doesnt have that...

Not sure, but it could be like stain from water dripping down onto the cars. The E's cars are still new, eventually they might have those same stains as well.

Actually the trip north Bway Junction during off peak hours isnt bad all. At first you it would think by all those stops it would be slow but it's actually quick.

Now about the skip-stop, it really doesnt save much time at all.If you look at the schedule it takes the Z train 21 minutes to get from Jamaica Center to Bway Junction. Now it take J during the off peak hrs 24 minutes to get from Jamaica Center to Bway Junction. So basically you are only saving 3 minutes. But to some people 3 minutes can make a difference in your trip.

I would like to ask the MTA though why dont they implement Bway Junction-Marcy Av express. I mean the tracks are already there so why not use it?

From a previous message: "I would like to ask the MTA though why dont they implement Bway Junction-Marcy Av express. I mean the tracks are already there so why not use it?"

This question has been asked and answered over the years.

It is simple - what route would cover the by-passed local stations?

How much waiting time would there be at those local stations if for example Z-trains ran express?

Right now, those local stations have the same waiting time as the other local stations - the riders are treated equally - so it seems fair.

I am told that the ridership loads at those stations can easily be handled by the trains that stop there. In addition creating a local route that ends at Eastern Parkway-Broadway Junction just to cover those stations seems wasteful, in this time of budget issues.

If both J and Z trains were to skip those local stations, what service would cover those stations with the same frequency of service? Extending the M-train to cover those stations would result in a reduction of M-train service at their regular stations, and long wait times at those local stations.

Every now and then - this question comes up, and no one has a better solution than the current situation. Yes, there are transit fans who seem to love express trains, and who seem to want to use every express track in the system. However riders at the local stations need good service also.

Just my thoughts.
Mike

While I can agree that some express options are not really necessary, the Broadway Brooklyn line's present configuration just doesn't seem practical for a variety of reasons.

1. The actual impact of express service is not to simply skip stops, it also increases capacity of more trains per hour. Not utilizing the express track provides less service in terms of trains per hour on the entire line. Of all of the stations on this line, Flushing is the most crowded. If Chauncey, Halsey, Gates, and Koskiusko passengers deserve shorter waiting times with more local service, Flushing passengers should also have the benefit of all trains stopping there as well.

2. Since the K was eliminated (a day that still hurts!), there has been no direct Midtown service for decades. Therefore, the Broadway Brooklyn line provides no real practical alternative for passengers at Archer nor at East NY. Nassau Street simply does not warrant three lines running parallel to each other. There is no justifiable reason for the lack of Midtown service and there is no logical reason to terminate V trains at Second Avenue. The V should be merged with one of these Eastern Division lines. One of these trains should run express and run via Chyrstie up through Midtown.

Perhaps express service saving time is simply perception, however, if certain trains are at or beyond capacity and others are not, it is simple logic to provide service that would attract customers away from the QB, 14th Street, and Fulton Street lines. As it is now, there is very little incentive to use the Broadway Brooklyn lines unless Nassau Street is the destination.

He has made a very reasonable point. There is no way to implement express service between Myrtle Avenue and Broadway Junction without reducing service to either the Myrtle Avenue branch currently serviced by the M train or the stations between Myrtle Avenue and Broadway Junction and increasing service to all the stations east of Broadway Junction. If we throw the L train into the fray, those riders will be affected. The fact is there isn’t a justifiable reason for express service between Myrtle Avenue and Broadway Junction. The costs always outweigh the benefits. Let me illustrate.
Here are the first three obvious service patterns, from least deviant to most deviant from the current service patterns:

• Eliminate skip-stop service. Instead, run the Z express between Marcy Avenue and Broadway Junction and the J local along the entire length of its route. The J and Z trains keep their current terminals.
• Eliminate skip-stop service. Instead, run the Z from Jamaica Center to Broad Street and the J from Broadway Junction to Broad Street. The Z will run express between Broadway Junction and Marcy Avenue. The J will run local along the entire length of its route.
• Eliminate skip-stop service. Instead, run the J from Jamaica Center to Broad Street and the Z from Broadway Junction to Broad Street. The Z will run express between Broadway Junction and Marcy Avenue. The J will run local along the entire length of its route.

Here are the problems respectively:

• Riders using stations between Marcy Avenue and Broadway Junction will experience longer wait times, yet the riders using stations further east of Broadway junction will not experience any significant time savings.
• This will result in the exact same problems stated above and more. There are only two tracks through the Williamsburg Bridge—one for each direction; trains must either terminate at Myrtle Avenue or cross the bridge terminating at a station in Manhattan. Terminating at Myrtle Avenue is not an option for any train for obvious reasons—all of them which involve no express or a very short one. Running all the trains over the bridge will impose capacity restrictions; you can’t run more express trains and local trains because they don’t share tracks and expect them to play nicely when they both arrive at the bridge. At the same time, Broadway Junction does not make a nice terminal for this service pattern; express trains and local trains will cross each other’s paths west of the station unless it’s the express that terminates at the station and the local that runs to or from Jamaica Center.
• See the comments above.

We could also run trains from Rockaway Parkway, the current terminal for L trains. The J and Z trains will continue their current service pattern, switching to express east of Broadway Junction for Manhattan-bound trains and local for Jamaica Center-bound trains. A new service (let’s say the K for example) will run from Rockaway Parkway to Atlantic Avenue, switching to the Jamaica line’s local tracks east of Broadway Junction. Because of terminal capacity problems, some L trains will have to terminate at the Myrtle–Wyckoff Avenues station. Computer-based train control systems might also be disabled for the eastern segments of the Canarsie line since it’s not operated by a single service anymore. Furthermore, how does this affect riders that travel between Myrtle–Wyckoff Avenues and Rockaway Parkway, especially at Broadway Junction? The MTA certainly couldn’t empty out an L train at Myrtle–Wyckoff Avenues and expect them to squeeze into the next L train.
All of the above service patterns enable express service between Broadway Junction and Marcy Avenue but will only save an additional 2 to 3 minutes for the riders that live closest to the express stations, and at the costs outlined above.


Let's not forget that this capacity does not exist west of Hewes Street. The M has to be made into a shuttle (possibly with the upper level at Myrtle Avenue rehabilitated and used as a terminal). I don't think the the Manhattan-bound Jamaica trains will be terminating at Broadway Junction or Myrtle Avenue in any proposed service pattern.

Why not this?

J-Nassau Express
Jamaica Center to Broad st (Myrtle A-Marcy Exp)
Rush hrs skip stop past Bway Junction
evenings , late nights and weekends all local

Z-Nassau Express
Jamaica Center to Broad st (Bway Junction-Marcy Av exp)
Rush hrs skip stop past Bway Junction
runs to Manhattan from (7:00 am-1:00 pm)
runs to Queens from (1:30 pm-8:00 pm)
other times take the J

J runs every 10 mins
Z runs every 10 mins

Why are people mentioning the M? The M goes to Metropolitan Av, not east of Myrtle Av. Also if the (Z) did skip all stops from Myrtle Av-Bway junction NONE of the stops would lose service because they are served by 10 min service by either the J or Z. So Chauncey st and gates av would still get the same service the only difference is that they are being served by the J and not the Z.

Also the J always run every 10 mins, Z trains are just added service during skip stop hrs.

As for mid-town access for the the J/M/Z I propose fixing up the chyrstie st connection and connect to the SAS tracks instead of the 6 Av line. Under my plan phase 4 would be connecting the SAS to the Nassau line from 2 Av-Houston St to Bowery (abandoned portion)

Here is the new 2 Av-Nassau Line

J-Nassau Express
Jamaica Center to Broad st (Myrtle Av-Marcy Av exp)
rush hrs skip stop past bway junction
evenings late nights and weekends all local

M-Nassau Local
Metropolitan Av to Chambers st
late nights and weekends via Myrtle shuttle

Z-2 Av-Nassau Express
Jamaica Center to 125 st (Bway Junction-Broad st exp)
rush hrs skip stop past bway junction
evenings, late nights and weekends transfer to the T at Bowery

T-2 Avenue-Nassau Local
125 st-95 st-Bay Ridge
all times

(J) every 10 mins
(M) every 10 mins
(Z) every 10 mins