Union Tpke

Amazing research. It would be amazing if you could share some photographs to accompany this. Keep up the great work!

If they do, it will to cut service more. As @RR503 has mentioned in the past, we need to move away from loading guidelines to schedule our service.

Yeah, to me, creative solutions and out of the box solutions are always gimmicks to bring attention to politicians (like Cuomo) to make them seem on top of things when what really needs to be done is to take off the shelf solutions (done in other transit systems, or in our own past) and put them in place. Not as sexy, but much more effective.

An underground one, which is ridiculous, since cars are restricted on the island.

There are other areas with much more pressing needs than Roosevelt Island. If you need to improve N-S transit, improve bus service.

I just found these on the Transit Innovation Partnership Signal Partnership page. I haven't looked through them yet, but feel free to post what you find, especially for the R211s. I saved these on the web archive so they are safe from being wiped from the site. https://transitinnovation.org/challenge/signal R142: https://transitinnovation.org/wp-content/uploads/2019/12/R142 Contract Specification.pdf R142A: https://transitinnovation.org/wp-content/uploads/2019/12/R142A-Contract-Specifications.pdf R211: https://transitinnovation.org/wp-content/uploads/2019/12/R211 Tech Spec.pdf

There is absolutely no need whatsoever to improve transit on Roosevelt Island. They have a subway station. The only improvement I can think of is additional entrance capacity to the subway station, but that is only a concern for events. We shouldn't be looking to solve problems that do not exist.

@RR503 The only reason I would ever ride QB local is if my feet hurt a lot and I am exhausted, and even then, I am party to taking the or bailing for the express at Queens Plaza or Roosevelt. We really need to market deinterlining in Queens as adding a whole new tunnel's worth of capacity for only modifying service patterns with minor capital investments. We could compare the cost of building new tunnels vs. Lex 59/63 transfer + Astoria improvements + M to 10 car, and there is no contest.

I have missed reading your informative posts here and it is great to have you back, even for a short period.

In high school, I would sometimes see the R32 garbage train at Queens Plaza heading northbound at about 12:30. I would sometimes see it heading southbound at Roosevelt Avenue at about 3:07 or so. Both on the local tracks.

Again, what is the obsession with streetcars? Frequency and the overall quality of service is more important than mode. There are several pieces by the amazing transit consultant Jarrett Walker that you should read. Here are a couple about streetcars: https://humantransit.org/2011/12/outtake-on-endearing-but-useless-transit.html https://humantransit.org/2009/07/streetcars-an-inconvenient-truth.html

Those photos are amazing! Then drastically increase density on the corridor by rezoning it, turning it from a corridor with autoshops to a corridor that is actually urban.

Thank you for bringing some sanity to this discussion.

http://www.mta.info/press-release/mta-headquarters/mta-and-city-new-york-announce-agreement-dedicate-347-madison-avenue MTA and City of New York Announce Agreement to Dedicate 347 Madison Avenue Redevelopment Proceeds to MTA Capital Program Revenue from Redevelopment of MTA-Owned Site 341-7 Madison Avenue to Generate More Than $1 Billion for MTA Capital Investments The Metropolitan Transportation Authority and the City of New York today announced an agreement on a site-specific value capture strategy to jump-start development of 341-7 Madison Avenue, the site of the MTA’s former headquarters East Midtown. Real estate taxes and other revenue generated from the future ground lease for the redevelopment of the property will be dedicated to the MTA capital program. The redevelopment plan is expected to generate more than $1 billion over the life of the ground lease to fund approved transit projects. It provides a creative way for the City of New York to fulfill its obligation to provide $600 million from alternative non-tax-levy revenue sources as part of its $2.66 billion contribution to the MTA’s 2015-2019 Capital Program. It also demonstrates the MTA’s commitment to maximizing the value of its real estate assets. In addition, like other developments in East Midtown, more transit improvements in Grand Central Subway will be completed in conjunction with the project. “The deal embodies the MTA’s commitment to maximize the value of its assets for the public’s bottom line,” said Janno Lieber, President of MTA Construction & Development. “The project is an example of environmentally friendly transit-oriented development. The new project will include a new entrance on Madison Avenue with direct connection to Grand Central and the new Long Island Rail Road terminal. The terminal is set to open in 2022. Optimizing connections between jobs and public transportation is key for future economic growth all over the downstate region.” “The revenue associated with this agreement fills a critically needed funding segment for our Capital Program,” said MTA Chief Financial Officer Robert Foran. “With the MTA and our government funding partners still assessing the budgetary implications of the coronavirus pandemic, this funding is more important than ever. It demonstrates how the MTA is taking every step it can to shore up its funding.” “This type of redevelopment deal is consistent with what we envisioned when we agreed on a funding commitment to the MTA’s 2015-2019 Capital Plan,” said New York City First Deputy Mayor Dean Fuleihan. “Through mutual agreement, we were able to find a creative way to fund transit projects on behalf of riders, while also ensuring that the maximum potential of the East Midtown Rezoning is fully realized.” “Our East Midtown Rezoning provided a way to responsibly increase the economic value of one of the city’s most vibrant and transit-oriented areas,” said Vicki Been, New York City Deputy Mayor for Housing and Economic Development. “This transaction builds on our success to date at One Vanderbilt and 270 Park Ave by further generating first class space to attract new businesses and good jobs to the City while ensuring the new developments invest in transit and public spaces that will benefit the business district and everyday New Yorkers.” The Madison Avenue site served as the MTA’s headquarters from 1979 until 2014, when employees were moved to 2 Broadway where they are co-located with the headquarters of MTA New York City Transit and MTA Bridges and Tunnels. 347 Madison was built in 1917 and was originally known as the Equitable Trust Building after the bank that first occupied the building. The MTA issued an open, competitive request for proposals from the real estate development community seeking maximum return for the prime site. The request generated intense competition, with nine entities submitting bids to lease and redevelop the site. Boston Properties was conditionally designated as the developer of this site. The project proposal will be evaluated through New York City’s Uniform Land Use Review Procedure and propose a set of transit improvements to be constructed to earn a zoning bonus.

Why not just have dedicated BRT/LRT down Northern and the Queensboro Bridge?

@RR503 The center platform at 59th Street was closed in 1983 to reduce dwell times (the need to open and close doors on both sides). You would need to renovate it and add an elevator, which is a questionable investment.

@RR503 On your second deinterlining map you mention short-turns to Myrtle. You forgot to add your Atlantic Avenue terminal improvements, which would allow them to be extended. You forgot to note the eliminated merge at East 180th Street.

That would be a mess. You would have merges at Briarwood AND 75th. Not a good idea.

Yes it is feasible. Deep bore tunnel with large TBMs so the stations are inside the tunnel.

That is still 2 tracks worth of capacity. Branching like that is a huge waste of capacity. @RR503 Do you know if this issue is being looked at? Asking other systems how their CBTC systems work with interlockings should be done, if it isn't already. Again, do you know if this issue is being looked at?

There are only 2 ESA tracks. Also, it is a waste to have it go to SI or Brooklyn. If you need to connect them to something, connect it to the Morris & Essex Lines in New Jersey.

That is way too close to the station at 34th, the tail tracks are there, meaning that you would have to lengthen them, and there will be almost no benefit for your billion dollar investment.

The Empire Corridor would do well for through-running between the LIRR and the Hudson Line. I would have stops from South to North at Dyckman Street, 155th Street, 125th Street and 62nd Street. You just need to electrify it, double track, and connect it to the north tracks at Penn Station.

Someone notes how the tail tracks end at 184th Place, and then proposes opening a station at 188th, which requires more tail tracks, and on and on.

Adding switches over the hump might not be possible but redoing Ditmars like what was proposed in the PCAC's 100 days, 100 nights proposal should be doable. It just needs capital $.