CastleHillAvenue

This is a revised proposal that is based on all the informative feedback that the members of this forum provided in reply to: A proposed subway network for New York City

 

,  and  in this updated proposal would operate as they do now without any alteration.

 

 

Proposal for        (and  ):

 

F and M in this updated proposal would run only slightly different to their current routes. F would simply serve 5 additional stops on the Queens Blvd Line, and M would use the 63 St tunnels instead of the 53 St tunnels.

 

 

C would no longer operate on Fulton Street (proposal for C included further down).

H would operate every 10 minutes at rush hour (while A would no longer run any trips to Rockaway Park).

R would no longer operate on Queens Blvd.

J and Z would operate as they do now.

 

Included below are more details and analysis to explain my reasoning for the proposed switching operations at Jackson Heights. Currently the express tracks on the Queens Blvd Line operate at capacity (30 tph), while local tracks are underutilized (only 17 tph). This proposal runs 24 tph on both local and express tracks. This is accomplished by combining express and local services to redistribute the demand more evenly on both local and express corridors.

 

The following infographic shows how I predict the demand on the Queens Blvd Line would be altered with this proposal. Considered here are all trips that use the Queens Blvd corridor to travel to Queens Plaza (or 21 St) and beyond. I predict E trains would be about 20% less crowded, while F and M trains would be more crowded (11% and 29%). A trains would be the least crowded, having about half its passengers seated.

 

 

While some trip times would be longer, others would be shorter. The net average for all trips would be about the same. However, with 20% less trains per hour on the express line, there would likely be fewer occurrences of delays, which in turn would lead to improved schedule adherence.

 

 

All four lines on the Queens Blvd Line would be operate every 5 minutes. A and E would operate at a headway of 2½ minutes, and so would F and M. Interlocking at Jackson Heights would pass a train every 75 seconds. Since it takes about 60 seconds for a train to clear the interlocking, this operation would be feasible.

 

 

East of Broadway Junction station, E trains would terminate on the center tracks, while A trains would switch to (or from) the outer local tracks. Both lines would operate every 5 minutes at rush hour.  A trains would be given the right-of-way, so that only E trains would experience interlocking delays.

 

 

Proposal for  :

 

This proposal allows for G trains to terminate at Queens Plaza instead of Court Square, so that the G would operate between Queens Plaza and Church Avenue at all times. While interlocking operations would be required at Queens Plaza, A and E trains would be given the right-of-way, so that only G trains would experience interlocking delays. The proposed G service would operate every 5 minutes at rush hour.

 

 

(I'm sorry if my choice of using purple for  upsets anyone )

 

 

Proposal for  and :

 

Both lines would operate on dedicated corridors. No interlocking operations would be required on route for either B or C, which would lead to fewer delays and improved schedule adherence.

 

 

A would no longer terminate at Inwood (see above for proposed A service).

D would no longer operate on the Concourse Line or on the 6th Avenue Line (see below for proposed D service).

E would operate express instead of local on the 8th Avenue Line, and would no longer terminate at the World Trade Center (see above for proposed E service).

Q would no longer operate on the Brighton Line.

 

 

Proposal for  and :

 

The proposed N service would offer 50% more trips at rush hour than offered by R currently between Canal St and Brooklyn 59 St. However south of 59 St, the proposed N service would provide 25% less trips than currently offered by R .

 

D would use the Broadway Line instead of the 6th Avenue Line (thus making it a yellow line). The proposed  D service would offer 50% more trips at rush hour than currently. Yellow D could eventually be extended to serve the Second Avenue Line.

 

Both D and N would operate every 4 minutes at rush hour, and both lines would operate on its own dedicated corridor. No interlocking operations would be required on either route, with the exception of the branch service to Bay Ridge that would merge with the N service to Coney Island at 59th Street (both N  branches would operate every 8 minutes at rush hour).

 

 

N would use the Montague tunnels instead of the Manhattan Bridge at all times.

Q would no longer operate on the Astoria Line or the Broadway Line.

R would continue to operate as a late night shuttle service only between Bay Ridge and 36 St.

 

 

That's it for now. I look forward to feedback.

Great graphics, diagrams, and overall presentation. However, I do not think your proposal will solve the issue with the Queens Blvd line. Your proposal suggests sending the A to Jamaica and having the C run local to Inwood. The A is vital to the Harlem, Washington Hts, and Inwood community as it is the only express service into the lower parts of Manhattan. In addition, sending the E train to Broadway Junction would essentially require more trains, which I am not sure the MTA can accommodate right now. Moreover, the configuration of the and trains in Queens and the and trains in Brooklyn may be very confusing to straphangers.