Get out while you still can! Run for the hills! Jet to the beach! It’s the Unofficial End of Summer. We all have to go back inside and wear jackets and long-sleeve shirts on Tuesday. Panic!

Ok, ok. Maybe Labor day isn’t that bad, but with the way New Yorkers behave, you’d think the world were about to change for the worse when we all return to our jobs and schools on Tuesday after this final three-day weekend of the summer. While that’s not really true, that the subways are a bit of a mess this weekend is an indisputable fact.

Here’s the rundown: Travel on the IRT is a nightmare this weekend, and getting to and from Brooklyn may be a bit of a headache. Also, trains on Monday are operating on a Sunday schedule but without the below delays. So you’ll see full weekend service on all lines, and none of the changes listed here (and on display at SubwayWeekender) are in effect then.

Much like regular subway service, I’ll be back on Monday night/Tuesday morning with new posts. Enjoy the long weekend.


No 1 trains between 14 St and South Ferry

  1. Take the 2 or 3 between 34 and Chambers Sts
  2. Free shuttle buses run between Chambers St and South Ferry

Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon

1 trains skip 28, 23, and 18 Sts in both directions
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


2 and 3 trains run local between 96 and Chambers Sts
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


No 4 trains between Atlantic Av and Brooklyn Bridge
A special J train provides alternate service to nearby stations
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


No 4 trains between Utica and Atlantic Avs
Take the 3 instead
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


No 5 trains between Grand Central-42 St and Bowling Green
The 4 and special J trains provide alternate service
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


Manhattan-bound A trains run local from Euclid Av to Broadway Junction, then express to Hoyt-Schermerhorn Sts, then local to 168 St
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon

Brooklyn-bound A trains run local from 168 to West 4 Sts, then on the F to Jay St, then local to Euclid Av
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


No C trains running
Take the A instead
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon


E trains run local between 71-Continental and Roosevelt Avs
Aug 30 – 31, 12:30 AM Sat to midnight Sun


Manhattan-bound F trains run on the V from Roosevelt Av to 47-50 Sts
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon

F trains run local between 71-Continental and Roosevelt Avs
Aug 30 – 31, 12:30 AM Sat to midnight Sun


No G trains between 71-Continental Avs and Court Sq
Take the E or R instead
Aug 29 – Sep 2, 8:30 PM Fri to 5 AM Tue


No J trains between Jamaica Center and 111 St
Free shuttle buses replace trains between 111 St and the Jamaica-Van Wyck E station
Aug 30 – 31, 6 AM Sat to 8 PM Sun


Manhattan-bound N trains run on the D from Stillwell Av to 36 St
Aug 30 – Sep 1, 12:01 AM Sat to 5 AM Mon

Manhattan-bound N trains skip 30 Av, Broadway, 36, and 39 Avs
Aug 30 – 31, 8 AM to 4 PM Sat and Sun


R trains are extended to the 179 St F station
Aug 30 – 31, 12:30 AM Sat to midnight Sun

Categories : Service Advisories
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  • WTC Transit Hub — eight years away — to feature altered design · According to recent reports, by the time Port Authority gets around to wrapping work on its World Trade Center Transit Hub, we’ll have lived through two more Presidential elections not counting the current race. Downtown Express reported last week that the Hub won’t be open until 2016 at the earliest. Meanwhile, The Times reports that, due to rising costs, Santiago Calatrava’s design is going to be drastically modified. The no-column approach may be scrapped all together.

    So by the time this project is completed — if the Port Authority can meet its ambitious timeline — at least 15 years will have elapsed since the 9/11 attacks. No wonder people are clamoring for someone who can Get Things Done. · (2)

Yesterday evening, at around 6:40, I had to get myself from 44th St. between 5th and 6th Aves. to 55th St. between 8th and 9th Aves. I could have walked, but I had been carrying around a really heavy backpack all day. So as I walked by 47th St., my Unlimited MetroCard and I decided the subway it would be.

I knew that the B or D at Rockefeller Center would get me over to 59th St. in short order, and that two-block walk, after exciting through the Hearst Building, is much less painful than negotiating midtown at the end of rush hour with a backpack and an eight-pound book on contracts. Little did I realize how wrong I would be, and in taking this short, two-stop trip, I remembered and observed why so many New Yorkers have such a love/hate relationship with the subway.

The first warning sign came when I arrived down on the IND platform. While not particularly crowded, the few people standing there seemed to be peering expectantly into the tunnel. It was 6:41 p.m. As the minutes ticked by, the crowd grew denser and less patient. The looks down the tunnel grew more frequent, and a few passengers were agitatedly looking at their watches. Fifteen minutes later, at 6:56 p.m., a crowded D train arrived at Rockefeller Center, and the lights of a B train, directly behind that one, were visible in the tunnel.

In this little exchange — a fifteen-minute wait — the love and hate for the MTA came out all at once. We love the trains because, for a swipe of an unlimited card or for the $2 that no one really pays, we can go anywhere in the city at any time of day.

But the hate. Oh, the hate. We wonder why New York City Transit can’t install message boards, as they have just about everywhere else, telling us when the next train is due to arrive. Barring that, we wonder why station agents can’t make announcements warning of delays or why the subway scheduling gods can’t find a way to leave a little more lead time between trains. It’s not really a matter of disliking the transit system itself as much as it is disliking the features and technology it doesn’t have.

Later in the evening, as I traipsed back through Columbus Circle en route to the B train that got me home very speedily, I glanced around this station. As we know, the Columbus Circle station is undergoing a never-ending renovation, but as the end results in certain areas are coming into focus, I’ve wondered about the timing and approach to the project.

In various parts of the station, the “new” floors and walls have long been in place, but since the rest of the station is under renovation, the new parts already look 20 years old and in need of a good polish. The walls are bucking in parts; holes in the new tiling have already been paved. It all just looks so used and not in a good way. Why they didn’t wait on the floors until the rest of the project was completed, as much renovations do, I don’t know.

Again, it’s an issue of operations and approach. We love the subways for where they take and how quickly, when they arrive, the rides are. I was back in Brooklyn 30 minutes after my train picked me up at 59th St. But everything else around just needs an overhaul. We love it; we hate it; and it — the trains, the MTA, New York City Transit — is always there for us when we need it most.

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I love it when the MTA’s efforts at painting make the news. Last July, we saw the MTA paralyzed by indecision because they couldn’t figure out which stations to paint. Seven months later, in February, the MTA finally announce plans for an absurdly slow plan to paint every station. Today’s news is just as entertaining but fairly alarming as well.

According to a report in The Brooklyn Paper, three stations in Bay Ridge may be getting skipped over for paint jobs because they are in such a bad state of repair that a paint job wouldn’t do anything for them. Some of this report seems to be conjecture by Gersh Kuntzman’s paper, but I think they may be on to something.

Ben Muessig reports:

While the peeling and flaking 77th Street R train station is about to get a new paint job, The Brooklyn Paper has learned that Bay Ridge’s other grimy stations may not get one because they suffer from such serious infrastructure problems that a paint job would offer only an inconsequential uplift.

The MTA says it’s including 77th Street in a $52-million project that will put a fresh coat of paint on stairways, platforms and mezzanines throughout the city — but the gritty Bay Ridge Avenue, 86th Street and 95th Street stations will not be included in the job.

In choosing which stations to repaint, the MTA did not consider stops that suffered from larger problems — like water leaks, transit spokeswoman Deidre Parker said. “It depends on when they were last painted, or if they were rehabbed recently,” she said. “If they need other extensive work, they’re not going to paint over existing problems.”

While Parker had, according to The Brooklyn Paper, no further information about the decision to omit the Bay Ridge stations from the painting plans, it seems as though deeper questions surrounding the infrastructure and state of the stations may be in play.

The story in The Brooklyn Paper comes out one day after Thomas Friedman urged the nation to invest in transportation infrastructure, and the timing couldn’t have been better. For the MTA and for this city, this news is one more alarming sign that we need some serious levels of investment in the subway system. It’s state is precarious, and as more stations fall into disrepair, the system will suffer.

The trains may be new; the tracks may be in good shape; but the stations are starting to fall apart. How far this will go is up to the politicians holding the purse strings. Sadly, they don’t seem to be in a rush to do much of anything about it.

Categories : Brooklyn
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  • In search of the next Robert Moses · Does New York need another master builder? asked The Times’ Jennifer 8. Lee yesterday. As nothing big grows in the city year after year, city planners and reporters often wonder if we need someone who can, like Moses did, Get Things Done. Of course, one would hope in the 21st century, Getting Things Done would include transit, but for now, we’ll just have to ponder the question: Will New York remain in stasis, with gaping holes and aging infrastructure, until someone else with a grand vision, a la Moses, reemerges? The possibilities are both frightening and fascinating. · (5)

They come from the midwest, the southeast. They come from up north and out west, from Boston and Maine and from St. Louis and San Francisco. For a bunch of jaded grad students and bright-eyed 18-year-olds, the last week in August marks the ever-popular orientation period while recent grads, through with their summers away from the grind or backpacking trips through Europe, often decide that now, before Labor Day, is the best time to arrive in the city for that grand experiment in New York life.

Those of us who have lived our lives in the city, those of us born in Mt. Sinai or Kings County Hospital, are nonplussed by these new waves of American immigrants coming to the shores of our fair city. Mostly, they’re in the way. They invade our neighborhoods; clog up our local watering holes; and just can’t seem to get out of the way fast enough. Clearly, there is something of a love-hate relationship at work. These new New York residents — and I’m not quite ready to call them New Yorkers — love the city while millions of natives hate them.

Today, in its typical fashion, The New York Times looks at the lives of these recent arrivals. Cara Buckley, the beat writer for young people in the city, looks at when these New York residents finally feel like New Yorkers. While most of them wax poetic about seeing the skyline on return flights from home states such as Texas and Oklahoma, a common theme unites a lot of the comments Buckley and The Times printed.

A resident of New York — a new one, recently arrived from somewhere else in the vast America that we all view with a wary eye — feels most like a New Yorker when he or she finally masters the city’s complex subway systems. I bet you didn’t see that one coming.

“Learning the transportation is sort of what I’m working on right now. I’m pretty good with the subways now, but at night it’s a little weird, and I don’t really know how that works,” Boris Chen said to Buckley. Chen wasn’t the only one bemoaning our complex subway sytem.

And that’s where it begins and ends. If someone living in the city can navigate the hot spots — the so-called Central Business District of Manhattan — without the aid of a subway map (except during the weekends), then a New Yorker that person shall be. If someone can, by and large, get from his or her local subway stop to just about anywhere else in the city, if that person would even be so bold as to offer lost tourists subway directions, then a New Yorker you will be.

Of course, a subway rider isn’t the only thing that makes up a New Yorker. I went to elementary school and high school with life-long New Yorkers who, by the time they were 11, had ridden the subway just a handful of times in their entire lives. But that is more a testament to the culture of New York City private schools than it is to the role of the subway in the city.

We don’t have five color-coded lines as they do in DC. We have a mash of subway lines and bullet colors that run all over the place in a way that, to the untrained eye, makes little sense. Master that map, and the city is yours to explore.

For me, I have my own story about newly-arrived New Yorkers. I started law school orientation this week, and after a law school-hosted party and a few more drinks at a local bar, I ventured home to Brooklyn well after midnight on Sunday night. One of my fellow classmates — from North Carolina — asked me the next day if I have a cut-off time for taking the subway. “Do you still ride it at four a.m.?” he asked me.

I just laughed. Of course, I’ll ride the subway at four a.m. I’ll ride the trains at any hour of any day. But then again, Cara Buckley isn’t writing about me; I was born with the subway gene.

That wacky and crazy subway map up there comes to us via The Panopticist who says it’s a product of Marc Grubstein’s.

Comments (9)
  • Goethals Bridge renderings unveiled · Eight days ago, I told you about plans to include space for transit on the new span set to replace the Goethals Bridge replacement. Yesterday, Mobilizing the Region presented background on the transit aspects of the plan and a fancy set of renderings for the project. While construction isn’t set to begin until 2011, we should still applaud the way the Port Authority’s thinking for the bridge evolved to include public transit lanes. If only we could retrofit some of the other, more lacking river crossings as well. · (3)

Rare are the days when I, as a blogger, venture into the world of partisan politics. Those grounds are covered by people with more time for blogger than I have, and I like to keep my focus on news and views from the subway. Sure, most regular readers have probably picked up my liberal leanings, but in New York, we operate in our own political world.

So pardon my intrusion while I look across the country to Denver where, in a few days, a train man will accept the Democratic Party’s nomination for vice president. On Wednesday night, Sen. Joe Biden from the great state of Delaware will issue that evening’s speech, and while his love of and reliance on commuter trains may not make it into his introductory remarks this week, it’s sure to come up between now and Election Day.

Biden, you see, is a bona fide commuter like the rest of us — or almost like the rest of us. The Senator travels back and forth from Washington, DC to Wilmington, Delaware, every day during the Senate sessions. While some people may opt to make that round trip via a chauffeured car, Senator Biden relies on Amtrak for his round trips. His monthly ticket costs over $1000, quite a bit more than our Unlimited Ride Metrocards with or without another fare hike, but it’s still rail travel.

So then as rail fans and transportation-minded writers everywhere are excited about Biden’s potential rail advocacy, we can play the “What If?” game for New York. What if Biden, via the Obama ticket, earns his spot in the next presidential administration? What sort of transportation gains can we expect?

Well, on the surface, the gains will be tough to achieve. As with any politically-oriented goal, Congress will have to approve an effort by Vice President Biden to increase funding for, say, Amtrak or Amtrak-oriented development. But perhaps Biden would begin to push for more money for the beleaguered national rail company. Perhaps, we’ll see funds heading our way for the ever-planned Moynihan Station. Perhaps other rail-oriented efforts will earn more respect — and funds — from the federal government.

In the end, it is of course far too early to speculate on the transit advances that should come out of Washington, DC, when the next administration takes over. But any rail fan should think long and hard about supporting the Obama-Biden ticket. It is, after all, the one with the rail-friendly fellow running for Vice President.

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A reader writes:

Need your help, want to get a gift for my Friend’s dad. He worked for MTA and in the 50′s and 60′s rode the #5 Dyre Ave line to his Aunts. Would you know what model subway ran that line. Was it the Lo-V’s or the R26…They have models of these cars and I want to make sure I get the right one. Hope you can help. Thanks.

Anyone know the answer to this query?

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In last week’s issue of the Downtown Express, Laura Latzko examined handicapped access and the subways. As we know, many subway stops aren’t very handicap-accessible, and Latzko’s story highlights how many key hubs are lacking in amenities and how handicapped riders have to change their routes to get around the city.

More important, though, is Latzko’s hints at things to come:

By 2020, the Metropolitan Transportation Authority has promised to make 100 key stations accessible, as part of a plan it developed after the Americans with Disabilities Act was adopted in 1990…

Funding issues also contribute to the system’s inaccessibility. [NYC Transit spokesperson James] Anyansi said that it costs on average $5 million to $7 million to put an elevator in a subway and $15 million to $20 million to make a station accessible, with mezzanine and street elevators.

So therein lies the rub. The MTA knows its system is not handicap-friendly, and the authority knows that every time it renovates a station, it must make that station ADA-compliant. But adhering to those ADA measures costs up to $20 million. It is, in other words, cost-prohibitive for the MTA to make its system handicap-friendly.

Over the next decade, come funding hell or high water, the MTA will overhaul a bunch of key stations. This set of stations will include the Broadway-Lafayette/Bleeker St. hub with the B, D, F, V and 6 all merging at a common point. The agency will also try to work out their handicap-accessibility at many other key stations.

But again, this is an issue that relies on funding. Until the MTA can receive adequate funding, yet another sub-population in New York City will be left with sub-par subway access. This sounds like a very common refrain these days, and hopefully, one day soon, our elected representatives will begin to tackle these funding problems. I am not holding my breath.

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