LongLiveRock

6 hours ago, Ntrainfave said:

Not sure if already proposed, but what if the  line had a second number line to share the the tracks as Astoria currently. For example both trains would originate (or terminate) at Main St.,  proceeds to 34th while the second line would either turn uptown or downtown in Manhattan via either Lex or 7th Ave.

Also one train would switch to the other at Main St if two of the same kind arrive. 

There's already a bad bottleneck between the  and  at Queensboro Plaza, and the Steinway is pretty much at capacity. Adding a third service would really not help. (Not sure exactly what you're suggesting, either, but it seems like it would go through the Steinway and that's not feasible)

21 hours ago, P3F said:

They still haven't released any renderings of the rehabilitated elevated stations?

Fairly sure one of the documents linked in this thread at some point did have some, but i can't find it any more...

What are the following candidate stations for this treatment?

Next up are the four stations in Astoria.

lol

Can't tell if that's a lol of agreement or disagreement, but the other 4th Avenue station platforms are definitely much worse than 53rd Street. Doesn't excuse doing a bad job here, but worth noting...

I think the big difference between this and other rehabs is the focus on station entrances rather than platforms - the entrances look really good, especially compared to other 4th Ave local stations (45th and 77th are the ones I've been to recently). I mean, the platforms are also better (most of the 4th Ave stations are in bad condition) but the entrances are the highlight and I'm surprised the MTA didn't choose to advertise that/focus on that...

29 minutes for the next in broad daylight? What’s going on?

I mean, two trains had just come and perhaps they only show the southbound departures on the west side of the street and vice-versa...

They could've at least did a power wash before opening the station.  The floor is filthy and clearly from never being washed. 

Compared to 9th Street and 45th Street, the floors look positively splendid

Here are the crappy phone pictures I got going down there today:

3 -This is an SAS question and I do not pretend to know the answers. There are posters who are claiming the trains are overcrowded up there. Again I ask if this is a rush hour or an ongoing problem ? I've spoken to two people who have been with Transit for a combined 70 years. One of them uses the daily during the early part of the am rush from 96th St. He asked me if I started reading the NY Post because that's the type of "tripe" (his word) they write.about every city agency except the NYPD. In other words it sells papers. When I asked him about the increased ridership on the SAS he pointed out that of course ridership is increasing when you start from zero. When he asked me what I would do I said that if it's a rush hour thing I'd add one or two trains and call it a day.

 

 

 

3. It's definitely a rush hour problem. I mean, sometimes trains will be SRO after 86th Street outside of rush hour, but it's much less common

Why Bergen St instead of 2 Av-Houston? Did they want the to serve the general Williamsburg area that much?

And here is another idea of reconfiguring the junction at 149 St-Grand Concourse.

The  runs through a new tunnel parallel to the existing one, which allows for a new full-sized 145 St station. 

The  would no longer serve 148 St-Lenox Term and instead be rerouted through the new tunnel, and a new connection to the Jerome Line, to 161 St-Yankee Stadium, with rush hour local service to Bedford Park Blvd*.  

The  runs peak exp between 149 St-Grand Concourse and Bedford Park Blvd*.  

The  would no longer stop at 149 St-GC and it will merge between the latter and 3 Av-149 St. A major downside is that it won't stop at 149 St-GC, one of the Bronx's high ridership stops.  

And, uh, what happens to 145th and Harlem-148th?

Cool! Do you have any pictures?

Nah, sorry, my phone was low on battery at the time. Wall was down at 53rd too, I think.

The station entrances were under construction (and seemed fairly completed) as of last weekend, FWIW

Let us say that the Queensbridge apartment complex next to 21st Street - Queensbridge erupts in flames due to a serious gas leak, sending smoke and ash through the Queensbridge stop. Jamaica and Manhattan bound R46 trains are delayed in both directions within the 63rd Street tube due to the massive fire at the height of the morning weekday rush hour around 8:20. How would the , , and trains be rerouted in this scenario?

57th - Coney Island

Jamaica-179th - Church

some run express on QBL, terminate at 179th

those already in service in Queens can run via 53rd or crosstown

Stillwell Avenue - 57 Street

Jamaica-179th - Church Ave (Express on QBL)

Stillwell Avenue - 57 Street

Buses:

Roosevelt Island - Court Square, stopping at 21st St - Queensbridge

Increased service (if possible), with some trains running express on 8th Avenue if needed, and some terminating at Jamaica - 179th

Can someone explain to me what the actual benefits of the RBB are? I feel like it would disrupt service on QBL without having much of a benefit... Who/what would it help?

How are you going to run three services up 2nd Av?

What I don't get is why barely anyone came up with a finalized expansion plan for the entire subway. (ESPECIALLY THE MTA, or at least not since 1968) but still, one of the only people who I found out was capable of doing this was Vanshnookenraggen. (And well of course, other people across the world)

 

Because ridership patterns change a lot over time and each expansion takes considerable time and money to get done, and it's no use planning 100 years in advance because the city will look very different then?

Push for an extension for the to the Bronx, it's going to be a lot cheaper and I'm suprised that the MTA is denying this. This Bronx expansion is going to serve a lot more riders and give people at Dyre Avenue a one seat ride to the Airport

... Which airport?

And 125th needs the service, building a tunnel is expensive, and the Bronx is already well-served.

But the MTA can only run so many trains at once, and Coney Island can only turn so many trains, and so that creates more problems.

 the  does fine handling 2 Av on its own. 

No, it doesn't. The MTA already need to increase TPH with trips, and are looking to increase it even more. It gets insanely crowded here, and I don't know how you're denying this. It'll only get worse when Phase 2 is completed, which is why the needs to be able to serve 2nd Av.

Most Astoria residents don't go south of 34 St, because they mainly work in Midtown. But if they were going south of 34th, the    would be better as they serve Chinatown and Lower Manhattan. Plus, there would be no merging at all with the express or locals if the    swapped, leading to faster and improved service. The  would return to Queens Blvd, but it runs via 63 St and skips 49 St. 

But it necessitates a merge with the after 36th and then a merge with the after Lexington...

An additional two trains at DeKalb would make the worst junction in the system even worse. And I still don't understand why any of that is necessary given current ridership plans - why are you so hell-bent on reducing the and replacing it with the or ? I highly doubt there's any significant demand for Williamsburg/Bushwick - CPW/Concourse service, whereas Williamsburg/Bushwick - 53rd service probably has some demand. 

And Fulton Street's current situation isn't ideal, but it's not worth having a very expensive project to connect it to a low-ridership supplementary local...

Random thought, what if the and/or train replaced the and trains and the and maybe a new or train ran to the manhattan bridge and replace the south of Chambers Street (Note- that means expanding the Fulton Center and Broad Street Platforms) since R32's and R42's are banned from Montague,then in Brooklyn the can replace the the can replace the and a third second avenue train, maybe an or (U) train, could run via Fulton Street via Montague Street or under 4 Avenue. The  could go back to Nassau, IDK

But why

Isn't it supposed to be done in a month? Doesn't look like it...

It's for the Clark St Tunnel Project. will end at South Ferry and an out of system transfer provided to Bowling Green. So there are transfers at Recotr St, Wall St, South Ferry and Bowling Green now

But at 5 PM on a Friday? For a station that already has an in-station connection with the ? Seems odd...

I got a free transfer at Whitehall St today - having entered previously at Columbus Circle. Assuming this could be because of a former free transfer between and before the transfer passageway was built that they forgot to eliminate? Can't think of any other explanation, wondering if anyone knows....