AsidesBrooklyn

Transit rejects IND/BMT transfer in South Williamsburg

by Benjamin Kabak
written by Benjamin Kabak on April 7, 2010

The Broadway station on the G, the IND Crosstown line that runs from Brooklyn to Queens, and the J/M/Z’s Lorimer St. station on the BMT Jamaica line are separated by a half block and two turnstiles. Residents have long wished for a transfer between the G and the J/M/Z lines, and as the population in the area has swelled, Transit has faced numerous requests to provide, at the last, a free out-of-system transfer as they do at 59th St./63rd St. in Manhattan between the 4/5/6/N/R/W and F trains.

According to a recent report at BushwickBK.com, Transit has rejected a recent request to grant this transfer. The authority says there’s no need for a transfer, and with money tight, the agency isn’t about to give up a few extra swipes. “NYC Transit does not intend to implement any external walking transfers,” Transit spokesperson Deirdre Parker said. “It is possible for our customers to travel conveniently on almost every conceivable path within Brooklyn.” Even, as Parker notes, with over 50 percent of subway riders using unlimited cards, a free transfer would be convenient as there are no points in the system where the G and J/M/Z share a station.

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7 Line Extension

Report: 7 line costs ‘trending above’ budget

by Benjamin Kabak
written by Benjamin Kabak on April 7, 2010

Eventually, this cavern will be the new terminus for the 7 train at 34th St. and 11th Ave. (Photo courtesy of MTA Capital Construction)

As the Tunnel Boring Machines continue their march toward 41st St. and 8th Ave., the 7 line extension is slowly, slowly taking shape. Yet, this city-funded subway extension, built for the benefit of real estate developers along Manhattan’s final frontier on the Far West Side, may be facing another hiccup. According to a report in the Daily News this morning, engineers are concerned that costs are exceeding the budget, and still no one knows who will pay for the overruns.

For this tortured project that may not be the best use of city subway construction funds, cost overruns have continually been a thorn in its side. Due to an increasing price tag, planners had to shelve plans to build a badly-needed station at 41st and 10th Ave., and even a station shell that would allow for future expansion was deemed too costly. We witnessed a shocking lack of planning for the future, a problem that has plagued the New York City subways for the better part of eight decades.

Today, the problem is one of rising costs and a budget set years ago. According to a report from the engineering firm McKissack + Delcan, costs are “trending above” the $2.1 billion budget for the 7 line extension. The Daily News says that “costs are rising partly because it is taking longer than anticipated to obtain easements and title to property needed for ventilation, signal, communications and other systems.” Pete Donohue has more:

The consulting firm hasn’t determined the size of the developing deficit, but Assemblyman Richard Brodsky (D-Westchester) called the situation a “huge, unresolved mess.”

“The MTA is looking at a project no one has the money to complete,” Brodsky said. “The city’s broke. The state’s broke. The MTA’s broke.”

The 1.5-mile extension – from Times Square to 34th St. and 11th Ave. – wasn’t in the MTA’s plans, but was sought by Mayor Bloomberg to spur development. In September 2006, the MTA agreed to build it after City Hall pledged up to $2.1 billion for construction. City and transit officials never signed an agreement fixing responsibility for cost overruns. At the time, some transit advocates and officials feared the MTA would wind up diverting money from more worthwhile projects to the No. 7 line extension.

Andrew Brent, a spokesman for Bloomberg, said yesterday, “If it becomes clear at some point that overruns are unavoidable, we’ll address how they would be covered then.”

For now, the MTA’s official documents list the project as on budget, and that won’t change until the authority’s own internal assessments are complete. Clearly, those this is bad news. The city is broke; the MTA is broke; and only, say, a stimulus grant at this point could close the budget gap.

Meanwhile, as West Side developers call for the station at 41st and 10th Ave., the MTA could soon face a funding crisis for Mayor Bloomberg’s pet subway project. The authority shouldn’t be expected to pick up the overruns, and if one capital project has to be delayed until the money is there, it should be this one. It is, arguable, the worst use of $2.1 billion one would find in the city today.

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New York City Transit

370 Jay Street comes under fire again

by Benjamin Kabak
written by Benjamin Kabak on April 7, 2010

New York City Transit’s 370 Jay St. as seen from Google Streetview.

For years, any reference to 370 Jay St. was Big Apple slang for the New York City Transit Authority. The big hulking building at the corner of Jay and Willoughby in Downtown Brooklyn had housed the TA headquarters for decades, but in 2002, Transit operations moved to Lower Manhattan. The building at 370 Jay St. remains a very large thorn in the side of Transit’s real estate department.

Since 1995, the building itself has been shrouded in scaffolding. Pieces of the façade fell that year, and although the MTA has planned to spend hundreds of millions of dollars on repairing the building for the better part of ten years, the money has never materialized. Supposedly, the 2010-2014 Capital Plan, yet to be approved by the state, will appropriate money for the project, but in the meantime, the scaffolding still stands.

Over the years, the Downtown Brooklyn Partnership has called upon the authority to sell or renovate the building. It is, they say, a blight on Downtown Brooklyn. The scaffolding creates a 420-foot-long corridor of dark shadows, and the storefront space sits empty and unused. In Oct. 2008, The Brooklyn Paper profiled the state of the protests and found that the MTA planned to spend $150 million to upgrade a building worth approximately $100 million. The work would not begin until 2012 at the earliest, and local pols were pressuring fast action.

Today, amNew York highlights the local anger over the state of the building, and the story is much the same. Now, the work is estimated to cost over $180 million, and no one knows when it will begin (or funded, for that matter). Heather Haddon has the MTA’s take on it:

Brooklyn business owners and residents are asking the MTA to wash its hands of its 370 Jay St. property, a 13-story hulk in the heart of downtown Brooklyn that has deteriorated since NYC Transit yanked most of its operations from there about four years ago…

The city owns the building and leases it to the MTA, so the agency wouldn’t make money by selling it. But the 418,000-square-foot property needs $184 million to gut it and replace the facade, up 23 percent from the previous estimate in 2008, according to MTA figures. “The MTA has failed when it’s tried to become a developer,” said Assemb. Richard Brodsky, (D-Westchester), who wants the agency to rethink its plans for 370 Jay St.

Money for the renovations was postponed by two years and is now included in the 2010 capital plan, MTA documents show, though it’s unclear when the building will be ready. In the meantime, the agency recently took out a lease in midtown for about $3 million a year to house operations that will eventually go in 370 Jay St. Once open, the new space will end up saving the agency money, “to the tune of approximately $25 million a year,” MTA spokesman Kevin Ortiz said.

In a sense, 370 Jay St. has now come to symbolize the problems at the MTA. It has been in a state of disrepair for 15 years, and renovations have been on the MTA’s massive To-Do list for at least the last eight years. Yet, it still sits there empty, devoid of economic activity and a visual sorespot on Brooklyn’s downtown landscape.

The MTA continues to say it will actually save money when it can move back to 370 Jay St. In the meantime, though, Transit will soon celebrate a decade away for its once and future headquarters. Maybe, as Brodsky said, it’s time to rethink that plan.

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Buses

Fare evasion a Select Bus Service problem

by Benjamin Kabak
written by Benjamin Kabak on April 6, 2010

As the MTA and New York City Department of Transportation gear up for a citywide rollout of Select Bus Service — SBS on 1st and 2nd Aves. is rumored to be coming on October 10 — the agencies are still facing some growing pains. In particular, the concept of pre-board fare payment has proved elusive for many riders along Fordham Road’s Bx12 SBS route.

From the get-go, the fare system faced some hurdles. New Yorkers have long paid their bus fares while boarding, and although some passengers skip the MetroCard swipe by hopping in through the back door, the driver has served as a generally adequate deterrent. There is, in any business, the risk of some shrinkage, but with SBS, the MTA has to lower the shrinkage rate to make it work. Because bus rapid transit service relies upon pre-board fare payment in order to cut bus dwell times, drivers aren’t watching people as they board. Rather, the riders are supposed to carry proof-of-payment with them in case of an inspection.

During the early days of the Bx12, the MTA and NYPD vowed increased enforcement of the fare-jumpers on Select Bus Service lines, but according to a Daily News report, that enforcement has failed to materialize. Mike Jaccarino traveled the Bx12 recently and found rampant fare-beating. He writes:

Recent stakeouts by The News at a number of stops along the route found dozens of riders still brazenly boarding the buses, distinctive for their flashing blue lights, without first buying the required tickets at kiosks at the stops. Over the course of an hour at each stop, 40 fare-beaters boarded the bus at Fordham Plaza sans tickets; 22 did so near the Pelham Bay IRT subway stop, and 27 at the stop on Pelham Parkway at Williamsbridge Road…

The Bx12 SBS began rolling June 30, 2008, as a way to speed up the ride across the congested Fordham Road corridor. The line now carries an average of 30,500 riders weekly. A squad of eagle-eyed cops and retired police officers were supposed to enforce the bus honor system with spot checks. The MTA said its has issued 6,532 summonses, each carrying a $100 fine, to date.

Unsurprisingly, those fare-beaters confronted by Jaccarino weren’t too pleased. A few cursed at the reporter, but another offered a half-hearted defense: “I don’t have enough money to feed my kids, and I’m going to pay for a ticket on a bus when no one checks whether I’ve bought one or not? Why should I?” I wonder if the same rationale would fly if he or she were caught stealing from the supermarket.

Those who pay are obviously upset at the free-riders, and it’s hard to understate how the need for enforcement is tied in with the future success of SBS. The MTA and DOT want to bring Select Bus Service to every borough along major arteries, and both the mayor and MTA CEO and Chair Jay Walder see the need to speed up bus service. The MTA, though, has to capture revenue from this new service, and if the solution to this fare-beating problem is a massive week-long crackdown and guerrilla proof-of-payment inspection efforts, so be it. We need SBS; the MTA needs its money; and people should pay for the rides they take.

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View from Underground

96th St. and Broadway: Where’s the train?

by Benjamin Kabak
written by Benjamin Kabak on April 6, 2010

Where's the train?

Where: Inside thenew headhouse at 96th St. and Broadway.

When: 11:44 a.m. on April 5, 2010

What: While poking around the new stationhouse at 96th St. on the IRT yesterday morning, I discovered that people on the entry level can, in a way, spy on those waiting for the trains. Because the staircases and station are more open to let light down to the platform, there’s a gap between the edge of the stairs and the station walls. Although utility and power lines block the direct view of people waiting for the train, when someone makes the age-old subway move of stepping forward to peer into the tunnel to search expectantly for the light sof the train, they’re clearly visible from above.

As I was standing there taking pictures, straphangers impatient for a downtown express to pull in kept leaning over. It was a quintessential New York moment, and I caught one woman in the act. One day soon, countdown clocks will come to 96th St., but for now, we’re left with the firm New York belief that, by looking into the dark tunnel, the train will arrive sooner. Eventually, the 3 came, and everyone boarded, heading south to destinations unknown.

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Straphangers Campaign

‘The next stop will be shmrzfmg Street’

by Benjamin Kabak
written by Benjamin Kabak on April 6, 2010

Holding Lights

The holding lights might be on, but who knows why? (Photo by Benjamin Kabak)

When it comes to on-board public address systems, Transit just can’t win. Sometimes, the train announcements are non-existent or inaudible. Other times — the new R160s come to mind — the announcements are deafeningly loud, repetitive and downright uninformative. In a city that prides itself on its collective ability to complain about everything, subway train announcements are right there at the top of the list.

But what if the train announcements aren’t there when they need to be? What if straphangers have no idea why a train is delayed, where Transit may be rerouting them or how a potential emergency could impact a commute home? According to a recent study issued by the Straphangers Campaign, that is exactly the problem underground. While regular announcements are generally audible, those concerning delays are hard to hear, if they’re even uttered at all.

According to the report, 80 percent of the so-called “basic announcements” are “clear and accurate.” Yet, 55 percent of announcements regarding delays and service disruptions face problems. The report say the statement from the conductor was “inaudible, garbled or incorrect.” Transit requires an announcement at the time of the delay and again two minutes later. It is, then, discomforting to know that nearly half the time, no announcement is made.

“We’re glad basic subway car announcements are improving, but disappointed most riders are being left in the dark to cope with delays and reroutings,” said Cate Contino, Campaign coordinator who oversaw the survey.

Not surprisingly, the line-by-line breakdown shows a clear dichotomy between the newer cars with their prerecorded announcements and the older rolling stock still in service. On the 6 and the M, the Straphangers’ ratings claimed to hear “clear, ungarbled and correct” announcements 100 percent of the time

The 4, 5, 6, L, M and N lines performed the best in making basic announcements. Our raters heard basic announcements that were clear, ungarbled and correct for a perfect 100% of the time on the 6 and M; all the top-performing lines had automated announcements and performed perfectly or near perfectly. The 4, 5, L and M all had scores of 98 percent or higher. The D, G and 7 lines performed the worst with marks of 61 percent for the G and 62 percent for the D and 7. When I ride the D, I hear station announcements sometimes, and the absence is notable.

Transit issued a brief statement in response to the Straphangers’ report. “We are continuing the effort to improve communications with our customers in all areas, including announcements made on board trains,” the agency said. “While the inclusion of digitized voice announcements on our newer subway car classes has made a huge difference in the announcement quality, we are also working to make certain that train crews keep customers informed when issues arise that may affect their trips.”

This is one of those areas where the MTA’s technology will eventually catch up with the needs and demands of the riders, but even then, people will be unhappy. Is it better to know why the train is sitting in a tunnel for 25 minutes by being bombarded with reminders and automated messages every 120 seconds or are we better off, literally and figuratively, in the dark? It’s important for rider sanity and safety to keep all informed of the goings-on underground, but after hearing for the umpteenth time that the MTA is “apologizing for the unavoidable delay,” I almost yearn for those cars with inaudible announcements.

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New York City Transit

Inside the new stationhouse at 96th St. and Broadway

by Benjamin Kabak
written by Benjamin Kabak on April 5, 2010

DSC00292

The new stationhouse at 96th St. and Broadway is now open for business. (All photos by Benjamin Kabak)

The familiar green globes will adorn the outside of the station.

Shortly after 11 a.m. this morning, the new stationhouse in the median of Broadway between 95th St. and 96th St. opened for business. Although the station rehabilitation isn’t set to wrap up until September and the stationhouse itself is far from finished, Upper West Side commuters bound for the express stop will find it easier to access the station’s platforms and transfer between the uptown and downtown trains.

As part of the opening ceremonies, the MTA invited a slew of board officials and local representatives to tour the station and discuss the opening. The station remains very much a work in progress, but the MTA says the 40-month, $98-million project is still on time and still on budget. With the opening of the new headhouse, straphangers can now walk directly down from the fare control areas to the platforms, and no longer have to walk below the track level and then up to the platform. Eventually, the station will be fully ADA-compliant with two elevators and an access ramp to the headhouse, and the below-platform walkway will be retained as a transfer point.

DSC00319

During his talk with reporters, MTA Chairman and CEO spoke about the progress the authority has made in modernizing its system. The new headhouse, he said, is opening ahead of schedule because those who live on the Upper West Side have asked the MTA to make accessing this station in progress easier. “We’re proud of how far we’ve come from the dark ages,” he said, “but at the same time we’re not satisfied with the level of service we provide.”

Others were a bit more guarded with their praise. Andrew Albert, the New York City Transit Riders Council’s non-voting representative to the MTA Board, spoke forcefully to me about the juxtaposition between the MTA’s capital improvements and the looming service cuts. “I think it’s wonderful that we’re opening wonderful new stations,” he said, noting how the rehabilitation of 96th St. will make it a more user-friendly station. “But it’s a dichotomy when you consider the service to be cut running through these stations.”

One of the first people to purchase a MetroCard at the new headhouse finishes his transaction.

Despite its in-progress state of being, the new headhouse is a vast improvement over the old cramped and decrepit entrances that marred the northern end of the system’s 27th busiest stop. The inside is now light and airy with numerous turnstiles and wide staircases. Those waiting above can spy on passengers as they board the train, and the new headhouse even has a fully-functional station booth, a rare sighting in this day and age.

Outside, granite blocks and metal benches serve as a resting spot in the pedestrian plaza on the north side at 96th St. still under construction. Still, though, the station is amidst two lanes of traffic on Broadway, and project planners have worked with the community to limit the dangers. Lois Tendler, the Vice President for Government and Community Relations, talked to me about her work with the Upper West Side Community Board and the area’s elected representatives. NYC DOT narrowed traffic lanes at 95th St., and although sidewalk width on either side of Broadway was cut back from 24 feet to 15 feet, all parties believe pedestrians will still be safe. “People cross streets all the time in New York,” Tendler said.

Meanwhile, the old entrances at the southeast and southwest corners of 96th and Broadway are now closed. Although the neighborhood may mourn the loss of those entrances, the new staircases that lead directly from the platform to the street eliminate that pesky down-up-up exit and down-down-up entrance that used to make the northern end of 96th St. so inefficient.

After the jump, a slideshow of my photos from the afternoon. You can also view the entire photoset on Flickr.

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AsidesMTA Economics

Near-retirees take advantage of MTA payday

by Benjamin Kabak
written by Benjamin Kabak on April 5, 2010

As the MTA tries to trim payroll and streamline its operations, the authority has offered payouts — one week’s pay for every year on the job up to $20,000 — for those workers who leave voluntarily. According to a report in The Daily News, some workers close to retirement are taking advantage of the payday to cash out now. These workers have halted the processing of their retirement papers to take the incentive pay while retaining post-retirement benefits. Jeremy Soffin, an MTA spokesman, says that only “a small number” of MTA employees have gone this route, and the authority hopes to trim up to 700 administrative positions this year.

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View from Underground

Where we hate to go underground

by Benjamin Kabak
written by Benjamin Kabak on April 5, 2010

The Lower East Side’s 2nd Ave. stop along the IND Sixth Ave. line is among my least favorite stations. (Photo by flickr user CabonNYC)

As we ride around the subways every day, we learn the various ins and outs of the stations we frequent. For instance, I know to look for a faint red light in the southbound B/D tunnel outside of 47th-50th Sts. that will disappear when a train is approaching. I’ve come to love Grand Army Plaza for its wide platforms and ample seating. The Sol LeWitt installation at the renovated 59th St./Columbus Circle stop adds a bright bit of color to the otherwise drab subway system.

On the flip side though are the stations we hate. These are the stations that exude, well, something. Perhaps it is an odor upon which we don’t want to dwell. Perhaps it is the cramped concourses, low ceilings or general sketchiness. Perhaps it’s the interminable wait on a cold winter night that makes us forever hate a station in Astoria, a station along the elevated tracks deep in the heart of Brooklyn or the Howard Beach station outside of JFK Airport.

Over the weekend, SubChat debated that very question. Which station, asked LuchAAA, is your least favorite? His was Lexington Ave. and 59th St. on the N/R/W. That station is always crowded, very dusty and smells pretty bad.

As the thread unfolded, many SubChatters highlighted the same qualifications for that least favorite station. Take, for instance, Osmosis Jones’ view on Chambers St. on the BMT: “It’s ugly and adequately named as it smells like a chamber pot.” Smells were a leading cause of station hatred with many of the BMT stations along the J/M/Z and the R stops in Downtown Brooklyn leading the charge.

But beyond offensive odors were those stations that seem neglected. The 53rd St./7th Ave. station earned numerous votes because of the long walk up from the depths of the lower levels, the smell and the foreboding nature of its nooks and crannies. SubChatters heaped scoren upon the Bowery station along the Nassau St. line. That station just seems forgotten with peeling paint, closed platforms, entrances lost to time and little care.

Then there are the recent monstrosities. The Archer Ave. extension, built in the 1980s, isn’t remembered for its architecture or presentation. Sutphin Boulevard, an entryway to the city from the JFK Airtrain, is dimly lit with ugly floors and dirty ceilings. The rest of those stations hardly inspire pride or confidence in the subways.

As SubChatters continue to discuss their personal subway dislikes, I got the sense that people dislike stations for a few key reasons. Some stations are just too crowded. The Canal St. complex where the BMT and IRT intersect is teeming with people, and the narrow platforms, especially on the N/Q level leading to and from the Manhattan Bridge, make waiting seem treacherous. Other stations smell bad. Still others are just left to rot away by the MTA.

In the end, though, it’s all about waiting. If we don’t feel comfortable waiting at a station — if we feel unsafe, if we feel as though the train won’t arrive because no one has cleaned the stop since the Reagan Administration — we will not have a positive association with that station. Maybe, then, as the MTA addresses concerns of subway security amidst cameras that don’t work and station agents aren’t there, the authority should ask people what they need to feel comfortable waiting at a station. Sometimes, new lighting, a fresh coat of paint, and no bad smells are a deterrent enough. As long as it looks as though someone cares about how the subways look, we all might just be safer.

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Fulton StreetService Advisories

A Fulton St. update and more service advisories

by Benjamin Kabak
written by Benjamin Kabak on April 2, 2010

In an effort to keep New Yorkers informed of the status of work at the Fulton St. complex, Transit sent out a month-at-a-glance poster earlier this week. I’ve printed the poster below. The work, according to Transit, will impact the IND platform at Broadway/Nassau this month. The work includes reinforcing the girders over the platform and digging pits on the platform so that crews can partially construct elevator shafts throughout all levels of the station. One day, a transit hub will arise.

After the poster come this week’s service advisories.

Below are the weekend’s service advisories. As always, these comes to me via Transit and are subject to change without notice. Listen to all on-board announcements and pay attention to signs in your local station. These are available in map form from Subway Weekender.


From 11:30 p.m. Friday, April 2 to 5 a.m. Monday, April 5, there are no 1 trains between 14th Street and South Ferry. The 2/3 trains provide alternate service, running local between 14th Street and Chambers Street. Free shuttle buses replace 1 trains between Chambers Street and South Ferry. Please note that during the day 1 trains skip 18th, 23rd, and 28th Streets in both directions. During the overnight hours, 1 trains skip 18th, 23rd, and 28th Streets only in the uptown direction. These service changes are due to Port Authority work at the World Trade Center site and concrete pours at 50th Street and 79th Streets.


From 11 p.m. Friday, April 2 to 5 a.m. Monday, April 5, 23 trains run local from 96th Street to Chambers Street due to concrete pours at 50th Street and 79th Street. Note: Overnight, 3 trains run local between 96th Street and 34th Street.


From 11 p.m. Friday, April 2 to 6 a.m. Saturday, April 3, and from 11 p.m. Sunday, April 4 to 5 a.m. Monday, April 5, Manhattan-bound 4 trains run express from Burnside Avenue to 125th Street due to a track chip out near 149th Street.


From 6:30 a.m. to 12 noon, Sunday, April 4, there are no 5 trains between 149th Street-Grand Concourse and East 180th Street due to track engineering near Jackson Avenue. Customers should take the 2 instead.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, downtown A trains run local from 59th Street-Columbus Circle to Canal Street due to a track chip out at West 4th Street.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, A/C trains skip Broadway-Nassau St. in both directions due to construction work at the Fulton Street Transit Center.


From 10:30 p.m. Friday, April 2 to 5 a.m. Monday, April 5, free shuttle buses replace A trains between Far Rockaway and Beach 90th Street due to track panel work.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, Bronx-bound D trains run on the N line from Stillwell Avenue to 36th Street due to switch renewal north of 9th Avenue.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, E trains are rerouted to the F line between Roosevelt Avenue and West 4th Street due to work on the 5th Avenue interlocking signal system. Customers should take the 6FR or shuttle bus instead. Note: Free shuttle buses connect the Court Square G/23rd Street-Ely Avenue E, Queens Plaza E, and 21st Street-Queensbridge F stations.


From 8:30 p.m. Friday, April 2 to 5 a.m. Monday, April 5, there is no G train service between Forest Hills-71st Avenue and Court Square due to fan plant work near Queens Plaza. During the day, customers should take the R. During the overnight hours, customers should take the E, making local stops between Forest Hills-71st Avenue and 36th Street. Note: Beginning 11:30 Friday, April 2, free shuttle buses connect the Court Square G/23rd Street-Ely Avenue E, Queens Plaza E, and 21st Street-Queensbridge F stations.


From 3:30 a.m. Saturday, April 3 to 10 p.m. Sunday, April 4, there is no J train service between Crescent Street and Jamaica Center due to track panel installation north of Woodhaven Boulevard. Free shuttle buses and the E train provide alternate service.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, Queens-bound N trains are rerouted to the R line from DeKalb Avenue to Canal Street due to track maintenance.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, Manhattan-bound Q trains are rerouted to the R line from DeKalb Avenue to Canal Street due to track maintenance.


From 12:01 a.m. Saturday, April 3 to 5 a.m. Monday, April 5, uptown Q trains run local from Canal Street to 57th Street-7th Avenue due to a concrete pour at Times Square.


From 10:30 p.m. Friday, April 2 to 5 a.m. Monday, April 5, A trains replace the Rockaway Park Shuttle S between Broad Channel and Rockaway Park due to track panel work.

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