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darkstar8983

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About darkstar8983

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  1. There are several subway lines that have this issue, where there is no real change between rush hour and midday service/weekend servce the and have their train sets run essentially all day (not including the shuttles) because of the marginal difference between rush hour and non rush hour levels. to reduce the R32 usage, ~40 would have to go back to the and run as the trips (one full round trip max per rush hour)?and most of the remaining trains would have to be placed on the and schedule them so that they only make 1/2 to one round trip at most during AM rush hours and during PM hours, make them run the Rockaway Park trains (1/2 trip):
  2. I Think the current setup should be kept, but just supplement the with a Nassau St variant from Chambers St to Bay Ridge-95 St during rush hours and middays (only if its really used) - 7AM to 6PM going towards Chambers St -7:45AM to 7PM going towards Bay Ridge *Frequency cannot be more than 6tph and maybe 1-2 additional trains in the Reverse-peak will have to terminate at 59 St due to limited terminal capacity at Bay Ridge. With routes as long as the there really does need to be a supplement route, to make up in case of incidents: the on weekday evenings is a god-send especially since the has to trek up the local track from Brooklyn, causing major delays to northbound Astoria service. Route splitting does seem like a good idea at first, but our infrastructure is limited in that there are few ways to run short-turn trips without losing capacity past the short turn point. Especially in the tunnel between Manhattan and Brooklyn; a lot of Broadway trains can be rerouted thru there should there be an issue on the Manhattan Bridge (north or south tracks)
  3. They go to 86 St, every other train starting with the 8:33AM train out of Astoria. The remaining Whitehall St trains end up running the Manhattan-only service
  4. Actually when it was Astoria-bound PRE-2010, the ran normal frequency, and when it was Manhattan-bound, the ran every 15 minutes. Yes there was a bit of train bunching headed up to Ditmars Blvd, but at least the trains ran more or less on schedule. I'm just not a fan of seeing 2 Av getting service every 8 minutes on the + the 20-minute trains, while Astoria gets the "10-minute" frequency of the (where the reality is that 25+ minute gaps are the norm). It just balances everything out. In a time where service is very unreliable, it should be best that we either increase the frequency, or provide the routes scheduled to run on a line rather than divert them.
  5. Do you think the following Midday and Weekend service adjustments would result in more "fair" service for everyone? (Some may even be cost-saving) Middays: reduced to 12 minutes, but all trains (also cut to 12 minutes) will be sent to Astoria regardless of track work - Middays and Evenings - Preserved Astoria service to at least 10 tph during middays - Allows evening service to be evenly spaced between and trains in Astoria trains reduced to every 6 minutes concurrent with reduction of the to a combined 6 minutes out of Astoria - Allows for easier connections at QBP service reduced to every 6 minutes, but all trains sent to Pelham Bay Park regardless of construction in the bronx? - Middays - Does not leave The Bronx with only 8-minute headways north of 3 Av-138 St on the - Evenly spaced train service Weekends: trains run only between 148 St and Chambers St, then via the to South Ferry every 20 minutes on weekends. - This would Preserve 8-minute headways on the train despite any construction in Brooklyn or on 7 Av. - The can be extended to New Lots Av all weekends and give 8-minute headways to the (despite local service From Atlantic Av to Utica Av) *Just wondering
  6. The 6 Av full closure could be feasible if done during light ridership weeks (except there aren’t really any unless you consider December 25th at 5AM until December 31 at 5AM.) then the swap could happen like it does on weekends, and modify frequencies on the two services to accommodate the other subway routes. I specified on this a while back on how the route changes would occur (mainly the partial de-interlining) of the subway. to chambers in Brooklyn to Dekalb Av, then via the to 96 St via Montague / no no in Brooklyn; Lefferts trains local in Brooklyn Some trains local on CPW; trains via 8 Av Exp/Culver via Broadway-4 Av Exp / West End
  7. Looks like the Express track switch at 36 St/Queens Plaza was stuck to operate straight, so either one of the following happened: 1 . cannot cross over to the local track going towards 71 Av 2. cannot cross over to express from Queens Plaza going to Court Sq-23 St 3. cannot cross from the express track Manhattan-bound to 63 St (all trains must go to 53 St) 4. cannot cross from 21 St-Queensbridge to the Express; train would have to go local. Its better to flip the in terms of the tunnels they use to get to/from Manhattan than have them operate on their respective tunnels (53 St/63 St) because then the would then be stuck going local to 71 Av and getting stuck behind the terminating trains, and the would clog up the by terminating at 71 Av. Flipping the at Roosevelt Av to their correct routes (or forced routes if going towards Manhattan) also reduces capacity overall. The was just delayed due to the new switching pattern
  8. The went local because of the incompetence of having to run only 15 TPH thru the Lexington Av Line on weekends due to one track being out of service for repairs, merging the onto one track. Since the had to run every 12 minutes = 5TPH, that left only ~10TPH to distribute between the . Since the has to run every 8 minutes due to high ridership in the Bronx, the (the local) bits the bullet and gets stuck with 12 minute headways. Since the UES cannot deal with only one local train every 12 minutes, the has to run local with the . and no, the could not have been made the weekend local with the even though it made more sense to distribute Express/Local service (10 locals/8 expresses), White Plains would have gone berserk had the Weekend been sent local all the way thru (since internally its really just the via Lexington, with train crews).
  9. This is why it should be considered to construct a crossover east of 1 Av Station so that the single tracking is limited to just between 1 Av and including Bedford Av. travel time from lorimer St to 1 Av is about 5 mins, so we could pull off a 10-12 minute headway on weekends (accounting for high load volumes at Bedford Av and Lorimer St).
  10. I think the trains that originate at 121 St will be always shown to end at Broadway Junction because of an earlier comment that crews are changing at that station (similar to how the from 205 St shows to Bedford Park Blvd due to crew changes). Not sure if that has been updated.
  11. This will probably continue to be the case until all the ENY R160s are back (at least) or until after the shutdown. Still not enough NTT cars at ENY to allow the full to be fully NTT and spare factor is still low.
  12. And then those missing trips end up resulting in missing trains because when there’s a shortage of trains arriving at Ditmars Blvd, only trains tend to get sent out to preserve some service in Brooklyn, since the turns back to Astoria at Whitehall St. Then the shortage happens an hour or so later in the northbound direction. but yes this is not the only route (pretty sure) that suffers from “missing trains”. Part of it is due to the fact that all 4 Av trains use the track after 7PM. I’ve seen on subway time and trains making all stops in Brooklyn after 7PM. in the case of the Broadway Line, remember the old saying ever arely henever
  13. First of all, I don’t care for the way you’re criticizing me. Second, I am not from the east village. Or west village I’m only saying that the degree of invasiveness when it comes to repairs is increasing. And the city is unable to handle the capacity crush both on and off the rails. Not every New Yorker is a hipster who rides a citibike or other equivalent bicycle. Uber/Lyft/via, etc. Is jamming up traffic along with people who drive because we cannot depend on mass transit because of the larger amount of work getting done. And this is a problem that goes beyond the MTA. We need to start coming up with better ideas on how to improve movement around and within NYC.
  14. 1. The shuttle buses were actually very reliable because of the lower ridership overall. People from Greenpoint Av could walk to/from Nassau Av and 21 St is in close proximity to Court Square. And it was during the summer. 2. This will open up a Pandora’s box because now the MTA will think that any tunnel can be closed in a similar manner full time and inconvenience hundreds of thousands a day.
  15. NYC is not ready for the shutdown, nor will they ever be. There are too many construction projects getting done in the city to try to streamline traffic that is making it a nightmare to get around both in a car and on the subway. I think a re-evaluation of the shutdown should be done, to either cancel the shutdown (restricting work to overnights and weekends), or finding another way to do the reconstruction: A diamond crossover should have been proposed east of 1 Av to allow the to operate 7.5-minute headway’s into Manhattan (8 tph would be a lot better than 0). Then one tube would be reconstructed at a time. The would run reduced service, but normal service between 8 Av and Canarsie. the extra subway service proposed would still be provided, and the shuttle buses would not be needed. Customers east of Myrtle Av would still be encouraged to take the trains. And those past Broadway Junction would be encouraged to take the . Even at reduced capacity, the is needed.

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