The MTA actually did a video on this? I probably need to forward this to my non transit enthusiast friends because they did a good job explaining what interlining is.
The A train between 125th Street and 59th Street: Travels at practically the speed of sound The D train between 125th Street and 59th Street: Travels fast in some areas, but slower than molasses on a cold day in most places on the express tracks.
Interlining is key because the MTA runs 24x7 and there's no overnight shutdown for most lines so interlining allows diversions while critical maintenance must be carried out.
I mean... you don't need interlining to do diversions. You need extra connecting (express) tracks. Most other systems don't have express trascks. Interlining simply means that different service patterns use the same railway infrastructure.
Yeah interlining has nothing to do with whether diversions are possible. It refers to the typical service patterns, not the presence/absence of connecting tracks.
Tokyo's interlining is amazing. Both public and privately owned systems interline and share tracks, such as a private express line operates between Narita Airport and Haneda Airport, and shares a portion of the route through shared subway tracks operated by the public system, and they are able to run it so well timed between the multiple agencies, it's seamless.
Yes, and it has increased substantially in recent years. A number of the suburban lines use different rolling stock for the trains that go through the subway, so that it is compatible.
This is such a great explanation, and yeah it’s unbelievable of how many different route patterns and service changes can happen to still keep the system running in case something goes on. It always makes things better if a track area is closed or a train is stalled whenever possible to detour trains behind them instead of jamming them in delays.
I like deinterlining, and there are some points where it can work very well (Ex. 59th and Dekalb), but I’m not the kind of guy to fully deinterline the whole entire system.
Deinterlining is needed for Rogers Junction, 59th street Junction and Dekalb Junction, those three are the cause of most delays throughout the ENTIRE system. I’m not against interlining, I’m just against the unnecessary delays that even CBTC can’t fully fix.
Before even trying to do that with Rogers, I'd do a major overhaul of Eastern Parkway, especially since some people want to have a branch down Utica Avenue.
In the 1950s, De Kale was rebuilt to replace a number of level merges with flying junctions and bypass tracks. Before that, it was such a choke point that it was said that "BMT" stood for "Barely Moving Trains."
@@billfeldman2127 they never deinterlined the junction which is why the Ashland Place connection and many others had to be scrapped. They literally couldn’t fit any more capacity in because the ENTIRE system is timed around the three junctions I mentioned.
There was a time when trains used to run across the Brooklyn Bridge. If only we could do that today. It would provide an alternative to the DeKalb Avenue interlocking/interlining mess.
Its very nice that this company admits that there faults and issues You dont see that everyday That Subway spaghetti sounds delicious I will definitely go buy it!
I would think of Japan's usage of interlining seen in Tokyo where suburban commuter rail also have service in the subway system to alleviate congestion and unnecessary transfers. Different operators cooperate with the system. Suburban railways have no difference in design with urban metro rail allowing compatibility having the same seating, rolling stock, and gauge.
Sometimes on weekdays northbound at 59th Street-Columbus Circle to ease the bottlenecks if a B or D train is coming in and an A or C is on another track, you may sometimes see the B on the express track or the D on the local track. Given there are also switches north of that station too between the local and express tracks, that’s one thing special about that station and with how it can sometimes ease bottlenecks.
Interlining is more of, letting trains themselves to do the transfers, while not letting passengers themselves to change trains at stations. It do offers more flexibilities. But also more points that can fail. For a non interline system, one point of failure, you can let passengers themselves to change trains to avoid faulty area. Also, by having completely independent tracks, each lines can runs at their max capacity, like a easy 100~120s interval. Just really of local's preference and existing resources.
Fantastic. I'm glad you guys made this video. It let's the armchair rapid transit planners know there is more to what you do, than just run trains. There are Some sore spots that should be looked at to improve service, but I know that there are so many construction projects going on that change is a fact of life for the system. One issue that delays service, is the Broadway Line merge at 34th st. Just send the N train straight through from 34th to 42nd, to 57th, to 60th st.
(1:07) Just for the record: in Moscow, there are two track-sharing routes: line 4A (permanent) and line 11A (has been around for several years, but is scheduled to be closed and then detached in several weeks). The routes share four stations each with their respective main lines (4 and 11-the-big-circle). And that’s if we’re not taking into account the Diameters (city rail), where branching for rail terminals in city center sometimes occurs.
It really depends on where the interlining is, and how it works. The biggest problem in the system is that major choking points can cause horrible delays at important places at the wrong times. DeKalb Junction, Columbus Circle, Rogers Junction, and Queens Plaza are some of the worst examples of interlining, and they need to be deinterlined ASAP. However, not all are bad, like QueensLink, where it actually boosts capacity at areas that it is needed at, while making room for more trains at others (M going down to Rockaway Park to make way for G to at least Forest Hills).
Only here to comment because I see Singapore mentioned in your video! As 0%! :D Interesting that you illustrated Singapore's bar with the T251 Kawasaki Rolling Stock on our newest MRT line (Thomson-East Coast Line). As of 2023, 0% interlining is indeed correct for the Singapore MRT system. Even for the North-South and East-West Lines where the infrastructure and trains are shared/common at Jurong East, Raffles Place/City Hall, we do not have in-service interlining timetables existent in our train operations today. The only interlining character that we have as of 2023, are 2 places (1) The off-service trains on the NSL returning to Ulu Pandan Depot from Jurong East - where they interline along the EWL Eastbound tracks for a 1km distance to return to UPD. Vice versa for the launching of UPD trains onto NSL for peak hours. (2) The off-service and launching trains on the EWL returning/launching from Changi Depot to Tanah Merah where they interline with the Changi Airport branch line train service. At times, Changi Airport line trains are scheduled to run via the Westbound track merging waypoint before crossing back to the middle track. Although NSEWL today barely has interlining character, we used to have slightly more interlining for off service movements in the previous decade of service - where UPD used to launch trains both for EWL and NSL operation (before Tuas Depot opened on the EWL's new Tuas West Extension in 2017). In the 2000s, we had 2 actual interlining services. (1) Cross-line service of up to 7 morning peak North-South Line trains that cross into the EWL at Jurong East, running direct to Pasir Ris w/o a transfer required. These trains launch out on NSL and were literally Marina Bay -> Pasir Ris. This was abolished by 2012 when the new platforms at Jurong East became more inclusive into the NSL timetables. The CLS was known to start from 1999 in its original form of Choa Chu Kang - Pasir Ris. (2) From 2001-2003, we ran a Boon Lay-Changi Airport direct service which saw interlining between EWL mainline trains of Boon Lay-Pasir Ris. Every few PSR trains would be interlined with a CGA train. This was also removed in 2003 and replaced with the shuttle service we know of today due to commuter feedback on the inconsistent EB service to PSR as a result of this interlining.
Circle & Downtown Line tracks are joined to each other too @ BayFront station (& Kim Chuan Depot?) back when Downtown Line Stage 1 was still planned to be part of the Circle Line instead, but the connections are now not regularly used as for some reason, we installed different signalling systems for both lines. Otherwise interlining would've been possible (though I heard that Downtown Line trains were towed from Stage 1 to Kim Chuan Depot via the Circle Line before Stages 2 & 3 (which connect Downtown Line directly to Gali Batu & Kim Chuan depots respectively) opened). If both lines had the same signalling system, then instead of having to wait a couple of years for C830C rolling stock to be ready so as to raise Circle Line capacity, we could've increased capacity more quickly by instead transferring spare C951 rolling stock from the Downtown Line, which would've probably accumulated as their deliveries continued after Downtown Line Stage 1 opened but before Stage 2 did
On diverting trains to detour around other, stuck trains: "You can't do this on other systems." Like the Second Avenue Subway which should have been built with 4 tracks but only has 2! What happens when you extend it to Hanover Square?
You did half the amount of trains you could did if it was 4 tracks or running alone. It still be very helpful with reducing crowding on Lexington's lines and buses, but that's still another capacity cap.
2nd Avenue is a backup to Lexington first of all, secondly. Every stop on second Avenue will have X switches on each end in case something happens at a station one track is still open
I think Beijing (their di-tie, in Anglicized phonics) can benefit from a system where more than one subway line shares the same local or express tracks, just like what the Metropolitan Transportation Authority has been doing all along. Additionally, Beijing would benefit from local vs. express trains as well, both for their recent additional lines added and also their original lines (i.e., Line 1, Line 2, and Line 13). Also kudos to the MTA for being a 24/7 service; hopefully, Beijing will follow suit (fingers crossed).
Speaking of the London Underground when you have quadtrack sections one of them has to run Express British terminology fast Skip Stop Semi Fast Local All stations. In some cases you can have an Express Go Local Q train approaching 12am
I honestly have mixed feelings about interlining, but I’ve come up with a few de-interlined route patterns of my own (this will involve building new Subway tunnels though): A/K: 8th Avenue Express, CPW Local (A to Bedford Park Boulevard via Grand Concourse, K to 168th Street) C/E: 8th Avenue/Queens Boulevard Local, Fulton Street Express, via 63rd Street (C via Archer Avenue, E to Jamaica-179th Street) B/D: 6th Avenue/CPW Express, via Brighton (B to Inwood-207th Street via Brighton Local, D via Grand Concourse and Brighton Express) F/M: 6th Avenue Local, Queens Boulevard Express, via 53rd Street (F to Jamaica-179th Street, M via Archer Avenue) N/Q: Broadway/4th Avenue Express, via 2nd Avenue (N via Sea Beach, Q via West End) R/W: Broadway/Fulton Street Local, via Astoria (R to Far Rockaway, W to Lefferts Boulevard or Rockaway Park-Beach 116th Street) J: 4th Avenue Local, to Bay Ridge-95th Street (Z discontinued) For the C and E to run local on QBL, the 63rd Street branch will have to be reconfigured to serve 8th Avenue trains instead of 6th Avenue, and the F and M will handle 53rd, and run express. Of course we could have the E and F run express and the C and M run local, but that would be interlining, and I’m not too big a fan of having the F run local on QBL. For the R and W to run via Fulton, a brand new tunnel would have to be built under the East river from Whitehall Street to Hoyt-Schermerhorn, with a station at Atlantic Avenue-Court Street. With R trains no longer running to Bay Ridge-95th, the J will take its place, and the Z will either be discontinued or run to Bay Parkway with the Q (but again, that would be interlining, so it’d be best to kill off the Z). As for the Rockaways, I would have the R and W run there, or just the R and have the W run to Lefferts. If the W were to go to Rockaway Park, then the Lefferts Branch would be repurposed as a Shuttle line, with Rockaway Boulevard rebuilt as a proper terminus for shuttle trains.
I feel that it is confusing sometimes but if you are frequent rider you can get used to it. It can be a toll to riders because they have to consider route changes
It is interesting how the MTA can produce the pros and cons for interlining while advocates for de-interlining can't admit the faults due to their affinity. Funny as heck. 😂
Deinterlining advocates are a group of brain dead Children who read some dude’s article about a map with routes rerouted and all of a sudden they are convinced that interlining is Pure evil and and must died. And despite having no experience with working for a transit agency, they believe that they can run the MTA so much better than the people currently in charge as if it was a communist regime 🤦♂️
@@Amiri_Francis You're acting as if all deinterlining advocates want no interlining. Most people who advocate for deinterlining don't advocate for the entire system. Using the Chrystie Street connection, the M train is an example of good interlining. The research doesn't come from one article. So, you lumping advocates into the category of "brain-dead children" shows the ignorance displayed to how small merges eat up the capacity and are responsible for the multiple delays New Yorkers experience daily.
Too much work on f train line from queens blvd signal modernization to track replacement starting august 28 -2024 if you know meerging e and f lines together will cause delays why do it ridiculous
All the money the government has been giving to the MTA, where did go? In a struggling economy, after a pandemic they want to rise fares on the subway system! Then they wonder why they have fare beaters!! People can't afford it! And your still going have fare evaders! Hello?
The MTA actually did a video on this? I probably need to forward this to my non transit enthusiast friends because they did a good job explaining what interlining is.
It's nice to find the tech transit team and andrew lynch here.
Those blue and green trains colliding at 0:40 :o
An interlined train directly to the Emergency Room!
WE PULLING THE BRAKES WITH THIS ONE@@ennexthefox
💀☠💀☠💀☠🆘️
This is... really well done! You nailed the pros and cons nicely. Great job!
Are you the same vanshnookenraggen who makes all those cool proposals and future maps? If so I love your stuff
I agree btw
Oh yes it is the legend himself
Are you vanshnookenraggen? If yes, then hello!
The A train between 125th Street and 59th Street: Travels at practically the speed of sound
The D train between 125th Street and 59th Street: Travels fast in some areas, but slower than molasses on a cold day in most places on the express tracks.
Interlining is key because the MTA runs 24x7 and there's no overnight shutdown for most lines so interlining allows diversions while critical maintenance must be carried out.
I mean... you don't need interlining to do diversions. You need extra connecting (express) tracks. Most other systems don't have express trascks. Interlining simply means that different service patterns use the same railway infrastructure.
Yeah interlining has nothing to do with whether diversions are possible. It refers to the typical service patterns, not the presence/absence of connecting tracks.
Tokyo's interlining is amazing. Both public and privately owned systems interline and share tracks, such as a private express line operates between Narita Airport and Haneda Airport, and shares a portion of the route through shared subway tracks operated by the public system, and they are able to run it so well timed between the multiple agencies, it's seamless.
Yes, and it has increased substantially in recent years. A number of the suburban lines use different rolling stock for the trains that go through the subway, so that it is compatible.
This is such a great explanation, and yeah it’s unbelievable of how many different route patterns and service changes can happen to still keep the system running in case something goes on. It always makes things better if a track area is closed or a train is stalled whenever possible to detour trains behind them instead of jamming them in delays.
Ignore all the haters who think you have to completely de-interline the system. only the most problematic things need to go ahead.
Yes. It'll help but not always.
I like deinterlining, and there are some points where it can work very well (Ex. 59th and Dekalb), but I’m not the kind of guy to fully deinterline the whole entire system.
@@josephrosner905 neither am I
Who is calling for deinterlining? Are they insane?
@@nycres Railfans all around CZcams talk about it
Deinterlining is needed for Rogers Junction, 59th street Junction and Dekalb Junction, those three are the cause of most delays throughout the ENTIRE system. I’m not against interlining, I’m just against the unnecessary delays that even CBTC can’t fully fix.
Before even trying to do that with Rogers, I'd do a major overhaul of Eastern Parkway, especially since some people want to have a branch down Utica Avenue.
In the 1950s, De Kale was rebuilt to replace a number of level merges with flying junctions and bypass tracks. Before that, it was such a choke point that it was said that "BMT" stood for "Barely Moving Trains."
@@billfeldman2127 they never deinterlined the junction which is why the Ashland Place connection and many others had to be scrapped. They literally couldn’t fit any more capacity in because the ENTIRE system is timed around the three junctions I mentioned.
Yeah same here, interlining isn’t a bad concept but the nyc subway takes it a bit too far.
There was a time when trains used to run across the Brooklyn Bridge. If only we could do that today. It would provide an alternative to the DeKalb Avenue interlocking/interlining mess.
Its very nice that this company admits that there faults and issues
You dont see that everyday
That Subway spaghetti sounds delicious I will definitely go buy it!
finally, a good explanation of the difference between lines and services for non enthusiasts! but also, deinterlining when
^^^^^
That 0.00005 seconds when the map morphs from rush hour to late night service is just so satisfying for some reason
it brings me immeasurable joy to see my home country, Singapore, anywhere else other than singapore-based videos
I would think of Japan's usage of interlining seen in Tokyo where suburban commuter rail also have service in the subway system to alleviate congestion and unnecessary transfers. Different operators cooperate with the system. Suburban railways have no difference in design with urban metro rail allowing compatibility having the same seating, rolling stock, and gauge.
Sometimes on weekdays northbound at 59th Street-Columbus Circle to ease the bottlenecks if a B or D train is coming in and an A or C is on another track, you may sometimes see the B on the express track or the D on the local track. Given there are also switches north of that station too between the local and express tracks, that’s one thing special about that station and with how it can sometimes ease bottlenecks.
Love this kind of behind-the-scenes content! Keep it up!
Interlining is more of, letting trains themselves to do the transfers, while not letting passengers themselves to change trains at stations.
It do offers more flexibilities. But also more points that can fail. For a non interline system, one point of failure, you can let passengers themselves to change trains to avoid faulty area.
Also, by having completely independent tracks, each lines can runs at their max capacity, like a easy 100~120s interval.
Just really of local's preference and existing resources.
Fantastic.
I'm glad you guys made this video.
It let's the armchair rapid transit planners know there is more to what you do, than just run trains.
There are Some sore spots that should be looked at to improve service, but I know that there are so many construction projects going on that change is a fact of life for the system.
One issue that delays service, is the Broadway Line merge at 34th st.
Just send the N train straight through from 34th to 42nd, to 57th, to 60th st.
Loved the annimation and naration!
This is actually a great explanation in a nice video, nice job MTA :)
so, who's gonna cook the recipe for the subway spaghetti?
what an amazing video!! great job and Bon Appétit 😋
But we’re not gonna talk about the dekalb interlockings on the b/d/n/q/r
(1:07) Just for the record: in Moscow, there are two track-sharing routes: line 4A (permanent) and line 11A (has been around for several years, but is scheduled to be closed and then detached in several weeks). The routes share four stations each with their respective main lines (4 and 11-the-big-circle).
And that’s if we’re not taking into account the Diameters (city rail), where branching for rail terminals in city center sometimes occurs.
This is a well made explanation!
It really depends on where the interlining is, and how it works. The biggest problem in the system is that major choking points can cause horrible delays at important places at the wrong times. DeKalb Junction, Columbus Circle, Rogers Junction, and Queens Plaza are some of the worst examples of interlining, and they need to be deinterlined ASAP. However, not all are bad, like QueensLink, where it actually boosts capacity at areas that it is needed at, while making room for more trains at others (M going down to Rockaway Park to make way for G to at least Forest Hills).
great video
Nice video.
Great video, as others have said!
This is why various routes are possible in this particular system depending on ridership demand.
Only here to comment because I see Singapore mentioned in your video! As 0%! :D
Interesting that you illustrated Singapore's bar with the T251 Kawasaki Rolling Stock on our newest MRT line (Thomson-East Coast Line).
As of 2023, 0% interlining is indeed correct for the Singapore MRT system. Even for the North-South and East-West Lines where the infrastructure and trains are shared/common at Jurong East, Raffles Place/City Hall, we do not have in-service interlining timetables existent in our train operations today.
The only interlining character that we have as of 2023, are 2 places
(1) The off-service trains on the NSL returning to Ulu Pandan Depot from Jurong East - where they interline along the EWL Eastbound tracks for a 1km distance to return to UPD. Vice versa for the launching of UPD trains onto NSL for peak hours.
(2) The off-service and launching trains on the EWL returning/launching from Changi Depot to Tanah Merah where they interline with the Changi Airport branch line train service. At times, Changi Airport line trains are scheduled to run via the Westbound track merging waypoint before crossing back to the middle track.
Although NSEWL today barely has interlining character, we used to have slightly more interlining for off service movements in the previous decade of service - where UPD used to launch trains both for EWL and NSL operation (before Tuas Depot opened on the EWL's new Tuas West Extension in 2017).
In the 2000s, we had 2 actual interlining services.
(1) Cross-line service of up to 7 morning peak North-South Line trains that cross into the EWL at Jurong East, running direct to Pasir Ris w/o a transfer required. These trains launch out on NSL and were literally Marina Bay -> Pasir Ris. This was abolished by 2012 when the new platforms at Jurong East became more inclusive into the NSL timetables. The CLS was known to start from 1999 in its original form of Choa Chu Kang - Pasir Ris.
(2) From 2001-2003, we ran a Boon Lay-Changi Airport direct service which saw interlining between EWL mainline trains of Boon Lay-Pasir Ris. Every few PSR trains would be interlined with a CGA train. This was also removed in 2003 and replaced with the shuttle service we know of today due to commuter feedback on the inconsistent EB service to PSR as a result of this interlining.
Circle & Downtown Line tracks are joined to each other too @ BayFront station (& Kim Chuan Depot?) back when Downtown Line Stage 1 was still planned to be part of the Circle Line instead, but the connections are now not regularly used as for some reason, we installed different signalling systems for both lines. Otherwise interlining would've been possible (though I heard that Downtown Line trains were towed from Stage 1 to Kim Chuan Depot via the Circle Line before Stages 2 & 3 (which connect Downtown Line directly to Gali Batu & Kim Chuan depots respectively) opened). If both lines had the same signalling system, then instead of having to wait a couple of years for C830C rolling stock to be ready so as to raise Circle Line capacity, we could've increased capacity more quickly by instead transferring spare C951 rolling stock from the Downtown Line, which would've probably accumulated as their deliveries continued after Downtown Line Stage 1 opened but before Stage 2 did
Funny that this was posted just as I regained interest in this kind of thing
On diverting trains to detour around other, stuck trains: "You can't do this on other systems." Like the Second Avenue Subway which should have been built with 4 tracks but only has 2! What happens when you extend it to Hanover Square?
Yeah
You did half the amount of trains you could did if it was 4 tracks or running alone.
It still be very helpful with reducing crowding on Lexington's lines and buses, but that's still another capacity cap.
2nd Avenue is a backup to Lexington first of all, secondly. Every stop on second Avenue will have X switches on each end in case something happens at a station one track is still open
At the very least they could've had 3 tracks
Well done.
I think Beijing (their di-tie, in Anglicized phonics) can benefit from a system where more than one subway line shares the same local or express tracks, just like what the Metropolitan Transportation Authority has been doing all along. Additionally, Beijing would benefit from local vs. express trains as well, both for their recent additional lines added and also their original lines (i.e., Line 1, Line 2, and Line 13).
Also kudos to the MTA for being a 24/7 service; hopefully, Beijing will follow suit (fingers crossed).
0:41 The blue and green train crash.
Damn good video!
"Subway spaghetti," lol.
Speaking of the London Underground when you have quadtrack sections one of them has to run Express British terminology fast Skip Stop Semi Fast Local All stations. In some cases you can have an Express Go Local Q train approaching 12am
1:11 Is That The London Underground
Animation go crazy
I honestly have mixed feelings about interlining, but I’ve come up with a few de-interlined route patterns of my own (this will involve building new Subway tunnels though):
A/K: 8th Avenue Express, CPW Local (A to Bedford Park Boulevard via Grand Concourse, K to 168th Street)
C/E: 8th Avenue/Queens Boulevard Local, Fulton Street Express, via 63rd Street (C via Archer Avenue, E to Jamaica-179th Street)
B/D: 6th Avenue/CPW Express, via Brighton (B to Inwood-207th Street via Brighton Local, D via Grand Concourse and Brighton Express)
F/M: 6th Avenue Local, Queens Boulevard Express, via 53rd Street (F to Jamaica-179th Street, M via Archer Avenue)
N/Q: Broadway/4th Avenue Express, via 2nd Avenue (N via Sea Beach, Q via West End)
R/W: Broadway/Fulton Street Local, via Astoria (R to Far Rockaway, W to Lefferts Boulevard or Rockaway Park-Beach 116th Street)
J: 4th Avenue Local, to Bay Ridge-95th Street (Z discontinued)
For the C and E to run local on QBL, the 63rd Street branch will have to be reconfigured to serve 8th Avenue trains instead of 6th Avenue, and the F and M will handle 53rd, and run express. Of course we could have the E and F run express and the C and M run local, but that would be interlining, and I’m not too big a fan of having the F run local on QBL.
For the R and W to run via Fulton, a brand new tunnel would have to be built under the East river from Whitehall Street to Hoyt-Schermerhorn, with a station at Atlantic Avenue-Court Street. With R trains no longer running to Bay Ridge-95th, the J will take its place, and the Z will either be discontinued or run to Bay Parkway with the Q (but again, that would be interlining, so it’d be best to kill off the Z).
As for the Rockaways, I would have the R and W run there, or just the R and have the W run to Lefferts. If the W were to go to Rockaway Park, then the Lefferts Branch would be repurposed as a Shuttle line, with Rockaway Boulevard rebuilt as a proper terminus for shuttle trains.
Good proposals
Concourse riders aren't interested in 8th Avenue, history has made that very clear
I feel that it is confusing sometimes but if you are frequent rider you can get used to it.
It can be a toll to riders because they have to consider route changes
The way the one train coulour crashed into the other
wow
hating boutta get real😂
What about restoring abandoned stations?
Right.
Well made explaining.
I'm glad that I knew about the "subway spaghetti" thing
How am I first to an MTA video? I like the mta tho
Well actually I was.
@@GUNNERS_GOATtechnically, we are both first :D (have I seen your comment before?)
I don’t think mta doesn’t get a huge amount of comments on their vids
Actual MTA info
track layout g.
OK. :)
2:39 They put the brown M train :O
Fake
sadly no (the shading was off) 😢
It is interesting how the MTA can produce the pros and cons for interlining while advocates for de-interlining can't admit the faults due to their affinity.
Funny as heck. 😂
Deinterlining advocates are a group of brain dead Children who read some dude’s article about a map with routes rerouted and all of a sudden they are convinced that interlining is Pure evil and and must died. And despite having no experience with working for a transit agency, they believe that they can run the MTA so much better than the people currently in charge as if it was a communist regime 🤦♂️
@@Amiri_Francis You're acting as if all deinterlining advocates want no interlining. Most people who advocate for deinterlining don't advocate for the entire system. Using the Chrystie Street connection, the M train is an example of good interlining. The research doesn't come from one article. So, you lumping advocates into the category of "brain-dead children" shows the ignorance displayed to how small merges eat up the capacity and are responsible for the multiple delays New Yorkers experience daily.
@@Amiri_Francis 😂
Too much work on f train line from queens blvd signal modernization to track replacement starting august 28 -2024 if you know meerging e and f lines together will cause delays why do it ridiculous
So Trains Had 2 Choos Viopence
First!
This is confusing for this dart line lad
Yes so what
All the money the government has been giving to the MTA, where did go? In a struggling economy, after a pandemic they want to rise fares on the subway system! Then they wonder why they have fare beaters!! People can't afford it! And your still going have fare evaders! Hello?
singapore 0%… we literally have nsewl ☠️☠️☠️ pls do better
‘Interlockings’ ?? You mean points?!
Nice video nonetheless!
MTA SERVICE BUSES MTA IS INTERESTING OK
good video
Really 😮😮😮cool ❤❤❤🚇🚇🚇🚇🚇 2:12