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Showing content with the highest reputation on 09/14/2019 in all areas

  1. 6 points
    4739. GA to CS. ALSO AT CS: 4765, 4780, 4774, 4771, 4778 all made the trip from Grand Avenue. You could stop crying. That bus is at CS.
  2. 4 points
  3. 3 points
    Here's a map with an extension to a more suitable terminal at Van Wyck/Lefferts: Edit: that should say "weekdays and summer weekends"
  4. 3 points
    As promised, I am finally releasing my grand master plan for improving the subway system. This plan involves some new construction with service changes related to the new construction that improves subway efficiency. The new plan, modified from an old plan I posted here a while back, is called the New Program for Action, named after the original from 1968. My goal of the service is to expand service to areas that don't have convenient transit service, which will allow for service changes that will increase subway capacity. The proposals should also solve problems that were discussed on the past, namely: North Brooklyn-Midtown direct access Broadway service bottlenecks and reliability Queens Blvd Issues The list goes on, but its substantial. To reduce costs, I am aiming to limit tunneling to the most possible extent, using it only where necessary, such as in Manhattan and parts of Queens. The number of extensions I am adding are also limited to further lower them, picking only those that provide the best benefits for subway operations and passengers, and what is popular. Under my new grand plan, these new connections would be built: A connection between the Nassau Street Line and the 8th Avenue Line via Spring Street (underground tunnel to be built). Te connections will be two tracks and feature a new station along Spring Street between Broadway and Lafayette Streets (called Broadway/Lafayette on the map). This would create a second connection to an uptown trunk line and better serve the heart of Soho. A pair of East River Tunnels that connect both the Broadway Line and the planned Second Avenue Line (one tunnel) with the Fulton Street Line, using the old Atlantic Avenue Tunnel, the Court Street station (presently a museum), and the outer tracks and platforms at Hoyt-Schermerhorn. Concurrent with the above, a connection under Jamaica Avenue between the IND Fulton Street Line and the BMT Jamaica Line. This would permit demolition of the elevated structure over Fulton Street, with a short section connecting to the new subway for yard access. The line, which will be three tracks, will necessitate lengthening the stations on the elevated and the nearby yard to hold 10-car trains. New extensions (unless noted, all extensions will have two tracks, with stations having one island platform): An extension of the Astoria Line from Ditmars Blvd to LaGuardia Airport via the Con-ed power plant and 19th Avenue. Stations would be built at Steinway Street and Hazen Street to serve the local neighborhood. A new yard would be built in the power plant area. This extension would have to be built as an elevated line, since a tunnel through here would be impractical. However, access to LGA is created and there would be in increase in the number of trains that can turn around on the Astoria Line since trains will no longer have to terminate at Astoria-Ditmars using an inefficient switch operation. An extension of the Archer Avenue Line upper level from Parsons/Archer to SE Queens along the LIRR Atlantic ROW. LIRR service would be rerouted through St. Albans station. This was featured in the 1968 Program for Action, but my proposal slightly differs from it because I also added a station at 108th Avenue, and while the original plan had the line end at Springfield Blvd in Laurelton, my new plan now have the line end at the current Rosedale LIRR station at Francis Lewis Blvd. Not only would this allow for an increase in the number of trains that can turn around on the line, but residents would now reach midtown quicker compared to first taking the bus to the nearest subway. The new stations would include: 108th Avenue (side platforms) Linden-Brewer Blvds (side platforms) Foch Blvd (side platforms) Baisley Blvd (side platforms) Locust Manor-Farmers Blvd (unchanged from LIRR Side platform configuration) Laurelton-Springfield Blvd (side platforms) Rosedale-Francis Lewis Blvd (unchanged from LIRR Island platform configuration. An extension of the lower level Archer Line from Parsons/Archer to Hollis-Farmers Blvd via 93rd Avenue, with stops at 168th Street, 177th Street, 183rd Street, and Hollis-Farmers Blvd. This would not only serve Hollis, but allow for increase in number of trains that can turn around. An extension of the IND Queens Blvd Express tracks from 179th Street to Springfield Blvd. This extension would serve Queens Village. The station locations would be revised from the original proposal. Under my proposal, the line would use the D5 and D6 tracks (the D3 and D4 express tracks would be used for storage) and stop at: 188th Street 196th Street Francis Lewis Blvd 212th Street Springfield Blvd in Queens Village. An extension of the Concourse Line from 205th Street via Burke Avenue, Gun Hill Road, and Bartow Avenue to Co-op City. Stops would be built at: White Plains Road Bronxwood Avenue Boston Road-Laconia Avenue Seymour Avenue Gunther Avenue Co-op City - Bartow Avenue Not only would this allow better service to NE Bronx, but this would allow for a modern terminal for operations, ending the weird operation that forces a crew change at Bedford Pk Blvd instead of 205th Street. Second Avenue Subway extensions: A two track tunnel branching off the main section north of 116th Street and run under Second Avenue, the Harlem River, and along the AmTrak Right of Way to Co-op City. One of my most substantial extensions, the line would be two tracks and stop at Harlem-125th Street (under Second Avenue, with a passageway to the Phase 2 Harlem-125th Station), then merge with the railroad line to stop at the following stations: St. Anns Avenue Port Morris-138th Street 149th Street Longwood-Lafayette Avenues Hunts Point Avenue Westchester Avenue 174th Street 177th Street East 180th Street-East Tremont Avenue Unionport-White Plains Road Castle Hill-Bronxdale Avenues Williamsbridge Road Hutchinson Metro Center Pelham Pkwy Co-op City - Earhart Lane A two track extension of the main alignment along 125th Street with stations at: Lenox Avenue St. Nicholas Avenue West Harlem-Broadway/125th Extension of the 4th Avenue line to 101st Street to increase turning capacity. Reroute Canarsie Line service to neaby freight tracks, with stops at Broadway Jct, consolidating three stations that were nearby, and Sutter Avenue and Livonia Avenue. These routes would better serve upper Manhattan and the Bronx and relieve crowding on the Lexington Avenue Line IRT Branch extensions: Extension of the New Lots Line from New Lots Avenue to the Livonia Yard with a new station on the line within the yard at Linden Blvd. This would improve service to East NY and Spring Creek Extension of the Nostrand Avenue Line from Flatbush Avenue to Kings Hwy, with a stop at Avenue L. This would provide a modern terminal for train operations and improve service to Midwood These extensions would bring service to areas without subway service and increase capacity. My proposals involve rebuilding Rogers Avenue Junction and resignalling the IRT lines to do this. An extension of the Pelham Line from Pelham Bay Park to Co-op City-Bartow Avenue to bring subway service to Co-op City. An extension of the Flushing Line from Main Street via Northern Blvd to Little Neck. Another one of my substantial extensions, the three track line would make stops at: Parsons Blvd (local) 150th Street (express) 162nd Street-Crocheron Avenue (local) Utopia Pkwy (local) Francis Lewis Blvd (local) Bell Blvd (local) Springfield Blvd (express) Alley Pond Park (local) Douglaston Pkwy (local) Marathon Pkwy (local) Little Neck-254th Street (Express terminal) This extension would better serve NE Queens. Enough of the talk about the extensions, lets talk about the service changes (using only the bullets available on the NYC Transit Forums Library): 8th Avenue, 53rd Street, and Concourse: One of the lines most impacted by the new Program for Action is the . Under this plan, the line, which travels via 6th Avenue, would continue its normal routing, but would now do so via 8th Avenue. The service, re-designated the , would operate at 10 trains per hour, and combined with the at 15 trains per hour (see below), service on the entire 8th Avenue-53rd Street corridor would become more frequent. To make room for this, the would have to move to the express tracks, and since the service would run at 10 trains per hour, combined with the at 15 trains per hour, service becomes more frequent on the express tracks. I did modify my service patterns for north of 59th Street. Originally, I planned to install new switches south of 59th or 42nd Street to ensure the service continues running local north of 42nd Street. However, valuing frequency (in this case) over direct service, I now have the and service running local north of 59th Street, while the and go express north of 145th Street, with all service on those two lines running local north of 145th Street and up to 207th Street together, giving Washington Hts and Inwood riders more frequent service. The only drawback of this would be that Concourse riders would see slower service, but service would be more reliable and frequent. The deinterlining of both the 59th Street and 145th Street interlockings means the end of having the entire B division be scheduled around it. On weekends, service would be the same, except for no service (though service between 145th Street and Prospect Pk can be added if demand is available). On late nights, the and would continue its local operation, but service would unfortunately be supplemented by the . service would terminate at 59th Street-Columbus Circle. 6th Avenue, 63rd Street, and Culver: The rerouting of the means that capacity of the 6th Avenue Line is available for more efficient service. Here, the additional capacity would be taken by a revived . During weekdays, service would operate between Jamaica-179th Street and Kings Hwy (Coney Island if switches were reconfigured to increase capacity) running the same route as the , but via Queens Blvd Local in Queens and Culver Express in Brooklyn. I decided to terminate it at Kings Hwy due to possible capacity constraints at Coney Island, and the fact that most of the express passengers who would benefit from this live north of the Kings Hwy, which is more dependent on the Culver Line compared to south of there with its plethora of nearby alternatives. However, service would be faster for the majority of customers south of Church Avenue. On weekends, service would terminate at Second Avenue instead of Kings Hwy to provide adequate weekend service on Queens Blvd service in place of the (See below). There would be no late night service. As for train frequency, service would be at 15 trains, while and service at 10, creating more frequent service. Queens Blvd and Upper Level Archer: On Queens Blvd, the and would replace the and respectively on the local tracks, while the and would continue to use the express tracks as it does today. However, the two local services would be extended to 179th Street, extending the express runs past 71st Avenue. At this point, Woodhaven Blvd would be converted to an express station. In addition, with the new extensions, the would go to Springfield Blvd, while the would go to Rosedale, and that service will be increased to 15 trains per hour. This would allow for faster service from the outer areas of Queens that don't have subway service presently. Combined with the Lower Archer extension (See below), bus service would be rerouted from Downtown Jamaica to new locations along the new extensions, reducing congestion in Jamaica and allowing for the bus routes to serve better purposes than subway feeders. With 20 trains per hour on the local tracks and 30 on the express, which splits into 15 for the branches, and 25 for both 53rd and 63rd Street crossings, service becomes more frequent. With this, the would no longer be needed. Planned weekend service will not change from planned weekday service. During late nights, the and would be running local. Initially for my grand plan, I had proposed a bypass that would run on the LIRR Main Line. This was dropped due to logistics of connecting it to the Rockaway Beach Line, and the fact that I felt the connection to the QBL at 71st Avenue is contentious (SE Queens trains would first have to run local, then get on the bypass). The connection to the 63rd Street Tunnel also proved to be contentious because of concerns of capacity constraints through the tunnel. Even with the resigalling of the line and the removal of the Brooklyn reverse branch via Chrystie Street, the capacity issues would still remain, so I dropped it for now. That can be built later once all the issues are ironed out. I also planned a shuttle bus loop service in Long Island City during the day to replace 6th Avenue and Broadway service at Queens Plaza. However, seeing the fate of the Williamsburg Link B91 and B92 (later the B91A) service, which serves a similar function of my proposed line, I decided to drop it to avoid wasting bus resources. Instead, to garner ridership, I am proposing waiving fates on Manhattan crosstown bus lines. Broadway, Astoria, Upper Second Avenue: With Queens Blvd service restructured, the would not be on QBL anymore. Instead, service would be rerouted back to Astoria full time. service would also be moved to the Second Avenue Line with the . With the extension to LGA, both the and would be extended there. Without this extension, one of the lines would have to terminate at Queensboro Plaza, or both lines could serve Astoria, but service levels on each would be inadequate to accommodate the potential crowding. This would allow for more reliable service on the whole corridor. In addition to this, there would new service patterns on the upper Second Avenue. Under these new plans, with the new extensions, the and would not turn west along 125th Street. Instead, they will split off from the main line north of 116th Street and run via the Amtrak extension to Co-op City. This would allow for direct service between areas of the Bronx along the Amtrak ROW and Midtown Manhattan, something that is presently unavailable. Meanwhile, the would swing west on 125th Street and go crosstown to Broadway, allowing for faster crosstown travel. During late night, the , , and (see below) would all run local on the line. As for headways, service would run at 15 trains, the all other lines all at 10 trains per hour, allowing for more frequent service. Lower Second Avenue, Fulton Street, Rockaways, Jamaica, and Lower Level Archer: With the on Astoria, there would be a change in service in Brooklyn. Here, the line would use the new tunnel and be rerouted to serve the IND Fulton Street Line local tracks to Euclid Avenue. service would replace the on 4th Avenue (see below). The would become the express to Lefferts Blvd, allowing the to serve Far Rockaway. Initially, I had the go to Rockaway Pk, but this was changed due to potential scheduling concerns, even with the express . As a result of the new switch, the Rockaway Park Shuttle would now see increased service to 10 trains per hour, and would now run at all times except late nights, when service would be extended to Euclid Avenue in Brooklyn. In addition, the current shuttle to Lefferts Blvd would be replaced by an extended . To replace rush hour service to Manhattan from Rockaway Park, Q53 bus service would be enhanced. For Lower Second Avenue, I am proposing that phases 3 and 4 be built as 4 tracks south of 63rd Street, with express stations at 55th, 42nd, Houston, Grand, and Hanover. The Express tracks would be used for train storage and reroutes in the interim. From here, the would then use the new line to reach Brooklyn, where it would merge with service. From here, the two lines would run together to Broadway Junction, where it would split and run on the new lines and existing Jamaica Avenue Elevated to Hollis. This would provide more frequent service on Fulton Street, and allow for faster commutes to Lower Manhattan. service would be shortened to Broadway Junction (See below). I had also initially proposed a reactivated Rockaway Beach Branch to speed commute to Manhattan. However, given the concerns we had about it, I scrapped it as well. This can also be added at a later time. 4th Avenue, Nassau Street, Broadway-Brooklyn and Myrtle Avenue: To replace service, service would be extended to the new 101st Street Terminal. service would also operate between Broadway Jct and 101st Street and the would be folded (noticed how I did not say eliminated) into the , which will now run at 15 trains per hour. Combined with the at 10 trains, service becomes more frequent between Myrtle Avenue and Bowery. To address concerns about lack of additional service on West End, additional service would be provided. During late nights, the all service would be local except for the (Shortened to Broad). Now there are concerns about the Broadway service designations on both Fulton and 4th Avenue, with some arguing that the remain on 4th Avenue, and the take the new Fulton routing. However, I proposed the service the way I originally did it because I wanted the Fulton-Broadway Link to run 24 hours a day to maximize viability of this connection. However, service would be using the same train crews. Canarsie: Reroute service via the freight line. Simple. Crosstown: Only frequency changes to the service are proposed, and nothing else. IRT: With extensions and the rebuild of Rogers Avenue: and to Kings Hwy via Utica via Livonia to Linden to Co-op City and to Little Neck. Here is a map describing all of my changes: https://drive.google.com/open?id=1SeL9tHd9_mr2gLertrqJd329ADbTJpts&usp=sharing Feedback is welcome as well (however, due to how large and extensive this post is, I do not recommend quoting this post). If you have comments on these proposals, you are welcome to reply.
  5. 2 points
    Some stuff from yesterday. As most of you are aware, almost all the 4700 XD60s the Q12 uses have been placed out of service because of bedbugs on the buses. Several SBS units were used during the PM rush on the Q12, in addition to one of the two XD40 buses from JA. Mixed in is also some footage of XD60s on the Bx6 from this past July. 2012 New Flyer "Xcelsior" XD60 4714 on the Bx6 at Edward M. Morgan Place & W 157th Street by BM5 Photos 2019, on Flickr 2016 New Flyer "Xcelsior" XD60 6011 on the Q12 at Roosevelt Avenue & Union Street by BM5 Photos 2019, on Flickr 2018 New Flyer "Xcelsior" XD40 7549 on the Q12 at Roosevelt Avenue & Union Street by BM5 Photos 2019, on Flickr 2018 New Flyer "Xcelsior" XD40 7549 on the Q12 at Northern Boulevard & 215 Street by BM5 Photos 2019, on Flickr 2016 New Flyer "Xcelsior" XD60 6003 on the Q12 at Roosevelt Avenue & Union Street by BM5 Photos 2019, on Flickr Enjoy!
  6. 2 points
    @JeremiahC99 you've done a good job making a cohesive plan...but I have some concerns. Insofar as your proposed extensions, I don't like the way you're handling SAS. I've talked about this extensively in the past, but reverse-branching the onto the adds a merge and locks in a service pattern where SAS south of 63 and Broadway express have to compete for capacity. In other words, building out SAS per the current design will not increase core-bound track capacity. Luckily, seeing as Phase 3 has yet to be built, we have an opportunity to remedy this issue. You can send the lower portion of SAS via a new tunnel to Queens, or run it as a super-express under 2nd or 3rd Aves to the Bronx, or do something totally different. It's up to you. I just think that building infrastructure that can never reach capacity is poor planning. Moving north for a second, using that SAS capacity for a line along Amtrak is a highly questionable decision. The Amtrak corridor is simply not well located -- it's distant from residential density, and it is not well positioned to capture significant commercial traffic. Past SAS plans have used that ROW, yes, but they did so in order to recapture IRT lines further north. And while you'd be serving Co-Op City, you're already doing that twice over with the and . I think given the fact that pretty much all SAS-Amtrak proposals were made in eras when the 3rd Ave el either existed or was to be imminently replaced by comparable rapid transit service, we need to recontextualize SAS in today and realize that the corridor in the Bronx that is by far most needy of transit is 3rd/Webster. Yes, it means tunneling, but I generally challenge the argument that we should build rapid transit on existing ROWs simply "because we can." There are certainly cases where existing ROWs are helpful/allow cool projects, but we also can't lose sight of the fact that transit construction does eventually have to serve a market. Now, there is something to be said for the Co-Op alignment insofar as it'd give those riders a fast route into Manhattan. I think, however, there are simpler ways of achieving the same thing by better leveraging the . One major issue with current ops on the line is congestion at Parkchester -- trains have to cross in front of each other, and this being New York, that rarely happens per schedule. One idea I've thrown around in the past is relocating that terminal operating to Westchester Square. You'd rebuild that stop into an express station, add a second yard lead, and then relay locals on the yard leads there instead of at Parkchester, a change that'd eliminate the conflicts (a time savings) and would also allow Co-Op riders to bypass another 2 stations on their trip to Manhattan. It's a relatively unglamorous proposal, but wanna throw it out there anyway... My only other major concern with your extension proposals concerns the south end of SAS. I do not follow why in the context of a plan that reduces interlining, you're creating a big tangle under the East River. I get that we have to send SAS somewhere, but we've also got to be mindful of operational considerations, too. Having SAS trains merge with the , which has just diverged from the (at a flat junction, no less -- pretty sure those provisions at Whitehall don't allow grade separation) which is about to merge with the which reverse branches off of the further up the line. I suggest this as an alternative: - to Fulton Local - End service to WTC, and route both the and the to the Williamsburg Bridge - Run service from 101 St to Essex St, which you'd rebuild to allow s to terminate while service proceeds to Brooklyn - Either stub-end SAS in Lower Manhattan with provisions for future expansion, replace on Fulton with SAS, replace on 4th Avenue with some connection between SAS and Nassau around Bowery, or do the thing Vanshnook proposed where SAS goes to the Manhattan Bridge, to Williamsburg, etc. You'd end up with back at WTC, but I think we can live with that. ...and just like that, you have no merges. A much more minor thing is you may not want to build out to Little Neck with 3 tracks. It's expensive, and I'm not sure how many people would benefit from express service beginning that far out vs increased frequency. On the operational end, I think you've gotta have a standard frequency. Make all your services run at 15tph, and be done with it -- merges will work better, and you won't be forced to schedule gaps in service to accommodate mixing frequencies. Provided you have a halfway decent signal system, it should work out. Another ops concern of mine is the junction at 36 St. As you've designed service, you essentially end up just recreating 59 St, but on a corridor with higher ridership. Not sure you wanna do that -- I'd seriously consider either doing 8-53-local and 6-63-express, or doing LGA's thing where we extend the to 36 St to allow for the reverse of the previous plan. Finally, I'd consider thinking about small(er) scale investments you think would go well with your plan. More yard capacity? Better terminals? New short-turn facilities? New switches for useful reroutes? New transfers? The details really end up mattering.
  7. 2 points
    We can agree that the DOB has a problem sending complete sets. *Mileage purposes*
  8. 2 points
    4738 is indeed at KB(I have a bad habit of looking at a whole row of numbers without looking for gaps).
  9. 2 points
  10. 2 points
    I better not hear no person who advocated for everything to stay the same, get upset over the bus service (imma most likely hear someone get upset within the first 24 hours). But, hopefully the west Bronx and the crosstown lines still get what they were getting.
  11. 2 points
    As well as one or two 4700 series artics. Mostly 40'ers running. Why? Because of bed bug extermination on the 4700 series artics at Casey Stengel.
  12. 2 points
  13. 2 points
    This makes since being that Kingsbridge had a bed bug problem when the D60’s where around in the winter and Casey Stengel’s allotment did come from kingsbridge
  14. 2 points
    Ah, yes, the totally-easy-to-reach Balcom Avenue. Are they smoking something?
  15. 2 points
    Nope, the majority are OOS because they found bedbugs in almost all of the buses.
  16. 1 point
    The 2020 D4500CT's are coming off the assembly line in Pembina. I have 37 confimed vins so far but we haven't seen any on the property yet. Be advised that as noted, the 2020 buses are being shipped with the X12 engines. keep your eyes open....
  17. 1 point
    Nah, Kingsbridge has been going down hill for a while now. Its not Gun Hill, but not that far from it.
  18. 1 point
    what happened to kingsbridge, it was never this bad with the D60hf's and the Orion V's
  19. 1 point
    If that is where I need to be, then that's where I will be 😀
  20. 1 point
    If there is a list, then so far there’s 232, 380, 428, and 442.
  21. 1 point
    That might be the most Bronx transfer type-shit I ever heard...
  22. 1 point
    This is not a move or transfer. They took an SBS and used it on a local route. GH does the same thing “occasionally”.
  23. 1 point
    Not if you deinterline Rogers (which you would pretty much have to if you built Utica).
  24. 1 point
    Yea he knows his shit. We were at ps 248 taking our midterm yesterday so our TSSs were elsewhere.
  25. 1 point
    Damn, it would've been hilarious to witness the BxM17 in action.... Well, there goes that 😂
  26. 1 point
    I wish the Livonia ave line had it that simple....I got 7 stations before a transfer to express service...What makes them so special....
  27. 1 point
    Not my photo, but it looks like the children were out there in full force this morning. Whether they went to school or not is another story.
  28. 0 points
    There's bed bugs found on the Q12's 4700s (majority), from what the answer was given. Don't know how it ended up there but, it'll take time to sort out this problem.
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