Union Tpke

It would be better to connect Atlantic Terminal with the Erie lines (Pascack Valley, Main/Bergen) with a stop at Fulton Street with cross platform transfers to my aforementioned Harlem-SI line to connect the job markets of Brooklyn and LI with NJ. Having the line loop is a major waste when you can take a dent at car traffic going across the CBD.

If you extend it to 26th Street you will need to extend the tail tracks futher. This is what I call the 179th Street dilemma, which thankfully I have not had to explain in many a year.

Don't build phase 3. Extend the Harlem Line downtown with stops at Union Square and Fulton Street, and in a later phase extend it to SI.

@RR503 Do you know if NYCT's advertising campaign to encourage people to use the (I have brochures for this) in about 2002 had any tangible effect?

There is the transfer at 7th Avenue to the which would become even more attractive with increased frequencies. there goes your backtracking problem. Having the 6th Avenue run local would increase demand on 53rd Street even more as it would eliminate all incentives for riders to stay on the Queens Boulevard local (the ). The only time the locals were extended past Forest Hills were the original EE from December 31, 1936 to December 15, 1940 during off-peak hours, the from December 11, 1988 to September 30, 1990 at all times and then during rush hours to October 26, 1992, and the late night from September 30, 1990 to August 30, 1997. There were only complaints with the . Remember that 77% of passengers benefitted from express/ local to 179th. The change that cut back service increased travel time along the by 3.5 minutes. With deinterlining, like on @RR503's second deinterlining map, you can have some Queens Boulevard express trains go to Jamaica Center (12 TPH), and have the rest go to 179th Street, with local stops covered by the .

An OOS through Queens Plaza would not be heavily used, other than for tourists who get confused, as it is not a safe area to walk through, though it was much worse a decade ago.

Very feasible. They are close to each other and this has been studied a few times. They really need to get on it considering that land in the area is being developed like hot cakes.

CBTC won't really increase capacity beyond actually getting the line to run 30 TPH. To get above that you need to deal with dwell times at Roosevelt, eliminate merges through deinterlining, have better terminal dispatching and more precise timetables with five second resolution vs. 30 seconds (If they try to run 31 or 32 TPH, there will be weird 90 second gaps in the schedule, etc.). Running the express eliminates merges at 50th and Canal, reducing opportunities for delays, and allows you to run anywhere from 20 to 30 TPH on Queens Boulevard local.

No need to spend capital $ on that. 42nd and 59th are close by. As is 7/53.

I appreciate your long reply, which is why I asked you. Which line did you like the most?

Why were you on the that one time?

More riders benefitted from the change than were hurt by it, but the squeaky wheel gets the oil. Also, if it gets rid of the Forest Hills conga line, it would help even more people.

Correct. The folks at subchat, like Randyo, would know better, and there have been many discussions on train lengths over the years. Look at the car lengths in this old employee timetable from 1970: Division "B" - File No. RR-1001 Daily/Sunday Time Table In Effect "RR" Fourth Avenue Line by Union Turnpike, on Flickr

The Off-Hours Waiting Area signs were part of a safety program in the mid-1980s. In many stations, these are in the mezzanines, but in others they are near the conductor's position. I can share more on that later. The During off-hours train stop here signs got put in c. 1990-1991 as train lengths were reduced during off-hours due to budget cuts.

In 1991, to cut costs the MTA started bringing back short trains. I have a few brochures on this that I can post that a lot of you will find interesting. They took down the yellow signs at most stations, but some, like 75th Avenue, still have them. All platforms except 145th Street, which could only fit 6.5 cars, were 10-cars long. There used to be 9-car signs in stations. Some still have them. At that sign, I believe that is where the T/O stopped.

Just swap the and the , with the running local via CPW, and the running express via CPW and 8th Avenue and you get rid of the merges at (2x) Canal Street, 50th Street, and (2x) 59th Street. Problem solved. The should be able to handle 8th Avenue local by itself, as frequency would increase on the express with the combined . This is one of the easiest deinterlining options, along with a swap in Brooklyn, and an swap for 53rd Street/63rd Street. While I would absolutely hate it considering I would lose my 50 MPH express run, converting Woodhaven Boulevard to an express station is the only real solution to reduce dwells at Roosevelt Avenue, which functions as the westernmost transfer point between express and local trains, as an important transfer to the , and as an important bus connection. I agree with 10th Avenue. You do realize that there is an exit to 3rd Avenue at the Grand Central stop on the ? Also, the tunnel goes into a steep downgrade past Third Avenue, so you cannot build a station there.

Again, having so many trains merge at 36th Street is a recipe for disaster. By having all expresses to 63rd and all locals to 53rd you will significantly increase capacity by balancing ridership loads. Riders who want the express get the less attractive 63rd Street corridor, while those who want the local get the more attractive 53rd Street corridor.

http://www.mta.info/status/subway/123/26424554

https://thecity.nyc/2020/03/motormans-death-in-subway-fire-adds-to-transit-worker-fears.html

It seems like it has been confirmed to be a T/O.

Even so. If they didn't know that the T/O was dead, there was still work to be done, namely finding the man, who still could have been saved. That was disgusting.

This is atrocious.