pringle5095

I shall concede entirely the first two points as well as the consideration of the 42nd Street shuttle. Best to leave those unchanged. The Archer Avenue lines in this case are being served by the <J> . I likely should have accounted for the fact of Bergen's track layout when proposing the terminating there. Assuming these switches are not addressed at all, we'd need to either have the run to Coney Island as the local and the as the express (which would virtually eliminate deadhead distances for trains but cause significant loss of one seat rides to Manhattan) or have the run express north of Church and local south of Church at all times, the local to Church at all times, and the running express south of Church during rush hours in the peak direction only (which is very similar to the current situation, just slightly deinterlined). Is there really a viable way to solve the bottleneck created near the Williamsburg Bridge by the merge other than to bring back the and ? If so, I'd love to hear it. The is a great alternative to the as it stands now though it didn't really do much in terms of decongestion because gentrification clusters near the and not the . I am in complete agreement regarding Sea Beach, and I am eyeing one specific station for this, that being New Utrecht/62nd because of the transfer between the deinterlined . I admit that if the terminated at Bergen then the could become the local for Culver to Coney Island, with the becoming the permanent express. No need for the in that case. Though if the continues to terminate at Church, then a express would be better the whole way down to Coney. Of course a terminating at Coney would allow for the to short turn at Church. As for "radical proposals" I was referring specifically to the deinterlining of Dekalb Junction, as it is arguably the least radical of any of my proposals. I could also go on about SAS, as extending it to 125th holds great value even with the deinterlined system. Though if the were to become a thing if Phases 3 and 4 are ever built, that would result in the short turning at 57th under my proposals.

I have slightly altered what my suggestions for de-interlining would be from the intial. MAIN ROUTINGS Unchanged <1> follows same route as except running express between 242nd and 96th during rush hours in the peak direction only. Unchanged <2> follows same route as except running express between 241st and East 180th during rush hours in the peak direction only. Dyre Av-Flatbush Av via Dyre Avenue Line, White Plains Road Express, Lenox Avenue Line, 7th Avenue Express, Eastern Parkway Local, and Nostrand Avenue Line <3> follows same route as except running express along the Dyre Avenue Line during rush hours in the peak direction only. Unchanged Woodlawn-New Lots Av via Jerome Avenue Express, Lexington Avenue Express, Eastern Parkway Express, and New Lots Line. Unchanged Unchanged Unchanged Unchanged Lefferts Blvd branch eliminated, otherwise unchanged. 205th St-Brighton Beach via Concourse Express, CPW Local, 6th Avenue Express, and Brighton Express 207th St-Rockaway Park via 8th Avenue Express (local between 168th and 145th), Fulton Street Express, and Rockaway Line. 205th Street-Coney Island via Concourse Local, CPW Local, 6th Avenue Express, and Brighton Local 179th St-Lefferts Blvd via Queens Boulevard Local, 8th Avenue Local, and Fulton Street Local. 179th St-Coney Island via Queens Boulevard Express, 63rd Street Line, 6th Avenue Local, and Culver Line follows same route as except running express in Brooklyn during rush hours in the peak direction only. Court Sq-Bergen St via Crosstown Line. Unchanged <J> follows same route as except running express in Brooklyn during rush hours in the peak direction only. Unchanged Metropolitan Av-Broad St via Myrtle Avenue Line, Jamaica Local, and Nassau Street Line. Ditmars Blvd-Coney Island via Astoria Express, Broadway Local, 4th Avenue Express, and Sea Beach Line. follows same route as except running express along the Sea Beach Line during rush hours in the peak direction only. 96 St-Coney Island via 2nd Avenue Line, 63rd Street Line, Broadway Express, 4th Avenue Express, and West End Line. follows same route as except running express along the West End Line during rush hours in the peak direction only. Ditmars Blvd-95 St via Astoria Local, Broadway Local, and 4th Avenue Local. Jamaica Center-2 Av via Archer Avenue Line, Queens Boulevard Express, 63rd Street Line, and 6th Avenue Local. eliminated, replaced by eliminated, replaced by <J> TRAINS 42nd Street: Unchanged or possibly eliminated and replaced by increased service. Franklin Avenue: Unchanged Rockaway Park: Eliminated, replaced by Lenox Avenue: 148th Street-135th Street, all times. OTHER NOTES Rogers Avenue Junction would be completely rebuilt in a way that pairs the local tracks to the Nostrand Avenue Line and the express tracks to the New Lots Line. This unfortunately reduces one seat rides though the transfer between the and the at Botanic Garden is cross platform and thus reasonable. Jerome Avenue Line would be widened to 4 tracks, and Woodlawn Station would receive proper layup tracks as opposed to bumpers, which would result in increased frequencies on the . The were chosen as the CPW Express over the because while ridership is higher, those wanting a faster commute from the Bronx can use the while Washington Heights riders would need an express alternative. It can be argued that the <1> provides this, though those riding outside of peak times and in reverse peak need to be considered as well. Thus, Washington Heights commuters would benefit fairly significantly from the becoming the CPW Express. The section between High Street and Jay Street would be widened to 4 tracks to support service continuing to Brooklyn. In addition, Rockaway Blvd would be converted to an express station and Grant Avenue station would be widened to 4 tracks. Queensboro Plaza and Queens Plaza would need to be amalgamated into a single station, or at the very least a free OOS transfer provided between the two to facilitate better transfers between the . 36th Street would be converted into an express station as well to facilitate better transfers between the . Dekalb Junction switch could simply be changed to keep the together on Brighton and the together on 4th Avenue, no need for any radical infrastructural proposals here. Bergen's lower level would be opened as the permanent platforms, and the would terminate on the upper level. The Jamaica El and possibly the Myrtle Avenue El would need to be entirely rebuilt to bolster structural strength as well as to eliminate overly sharp curves, with the possibility of supporting R68s if they are still in service when this would happen. A number of stations would be converted to express stations to facilitate better transfers between certain lines.

Yeah, I did mention that the entire section between Chambers and Hoyt, as well as between Euclid and Lefferts would likely need to be quadruple tracked to resolve those respective bottlenecks in earlier queries. I also discussed moving the to the express on 8th to alleviate those delays. For the problem, perhaps running it up Jerome Avenue as the permanent express instead of Pelham and keeping the would solve that issue. They would still possibly merge, but at least without delays to the . I have in the end decided to eliminate any prospects of an express on Astoria as the local would be overloaded if an express was introduced. Astoria will be served local at all times by the . Keeping the local on Broadway could possibly resolve this, though that possibly creates a new bottleneck at Canal Street if the is not rerouted via Montague. Someone did mention that coming back may force Williamsburg riders onto the , so the logic for keeping the current does make sense, though how do we fix the Williamsburg Bridge choke point if we keep , unless it's a benign enough issue to not warrant fixing? I knew there would be some objections to my arrangement on CPW, and I have earlier discussed the reasons I chose the layout I did. As for the on Brighton, that could work if the became the 4th Avenue expresses, with the running to Sea Beach and the keeping its current routing. I'm not entirely sure if this arrangement would resolve the DeKalb bottleneck in all honesty, but it is certainly an idea.

I'm thinking the would run to Broad Street, no South Brooklyn extensions, as that would create possible choke points. Your points about the and rider imbalance are certainly plausible and should be taken into account. I see now why running the to 96th Street would work, keeping the as the sole line to Astoria. I do not see a need to eliminate the though the relationship would essentially be that of today's , so I see where you are coming from. As for new construction, I suppose we can dream about it, at least. That's what these threads are for.

I do honestly believe the is necessary because it makes a far more intensive service over the Williamsburg bridge possible, thus alleviating some congestion from the . I firmly believe the reason that the hasn't really decongested since the introduction of the is because of gentrification clustering near the and not near the . Due to the whole being local and being express, the could run to Archer at a similar service level to the current with the easily able to provide the supplemental service you describe. I have already stated twice now that my proposal would eliminate the entirely in favor of the so Astoria overload need not be an issue even if the continues to run local. This would enable higher frequencies and thus increased service to 4th Avenue, combined with the fact the would be swapped off it in favor of the . As for the Bergen Lower situation, the could be allowed to stop at Bergen Lower while Bergen Upper could become exclusively for trains, setting up the permanent express thing along Culver if quadruple tracking measures are taken along the rest of the line, thus allowing the to become the permanent local and the the express without forcing riders along Culver to backtrack to 7th. If not that, you are correct in that more service could be run with that arrangement.

I did mention I was already going to completely replace the on Astoria with the . For QBL, I essentially agree with your plan, except the would be reverted to and be replaced by the as what you outline as your . I'd also swap the and so the is running to Archer and the to 179th as the express. I see no reason to run the to 96th instead of becoming the permanent Astoria express, though it is not something I am downright opposed to. I had a feeling people would object to the becoming the permanent Culver Local, hence why opening the lower level to allow the to short turn there would be beneficial, offering the as the Culver Express at rush hours in the peak direction only as it is currently.

I was certain that a few issues may be brought up, and I may be able to rectify at least a few of the points you brought up. By all means, do feel free to bring up more issues you have. Perhaps moving the to the 8th Avenue and Fulton Street express tracks would be prudent, keeping the as the sole local on 8th Avenue. I am considering adding in an extension of the to 207th Street and the service running express between 168th and 145th. For a Bronx extension I would likely have the short turn at 145th, with the continuing to 205th Street as the Concourse Local and the running express service between Bedford Park and 145th. I would still retain express service between 168th and 145th as the <A> in this scenario. Quadruple tracking of the Fulton Street line east of Euclid as well as the section between WTC and MetroTech would likely be required to solve those respective choke points. For QBL, I may offer extending the to 179th and running it as the permanent local, the becoming the permanent express for all of QBL. Train frequencies would also be somewhat higher, so that would mitigate any issues created by the becoming the sole QBL local. As for the and , I picked the 6th Avenue trains as the locals on CPW because from the Bronx, riders wanting an express journey have the as an alternative, whereas from Washington Heights, unless a <1> is introduced that runs express north of 96th Street, riders would only have the local , hence why having the and as the CPW expresses is an improvement for them. An alternative for the Culver situation would involve extending the to Coney Island as the permanent Culver local, retaining the as the permanent express. I did not propose this alternative initially due to the underused capacity along the Culver line.

It has been quite some time since this thread has seen really any use, but allow me to share my own proposals, if somewhat impractical. : Unchanged : 241st-Flatbush via White Plains Road Local, Lenox Avenue Line, 7th Avenue Express, Eastern Parkway Local, Nostrand Avenue Line : Dyre-Flatbush via Dyre Avenue Local, White Plains Road Express, Lenox Avenue Line, 7th Avenue Express, Eastern Parkway Local, Nostrand Avenue Line <3>: Dyre-Flatbush via Dyre Avenue Express, White Plains Road Express, Lenox Avenue Line, 7th Avenue Express, Eastern Parkway Local, Nostrand Avenue Line : Woodlawn-New Lots via Jerome Avenue Line, Lexington Avenue Express, Eastern Parkway Express, New Lots Line : Pelham-Utica via Pelham Express, Lexington Avenue Express, Eastern Parkway Express, New Lots Line : Unchanged : Eliminated, replaced by : Unchanged : Unchanged : 207th-Far Rockaway via CPW Express, 8th Avenue Express, Fulton Street Express, Rockaway Line : Bedford-Brighton via Concourse Local, CPW Local, 6th Avenue Express, Brighton Express : 168th-Lefferts via CPW Express, 8th Avenue Local, Fulton Street Local : 168th-Lefferts via CPW Express, 8th Avenue Local, Fulton Street Local (Express east of Rockaway Boulevard) : 205th-Coney via Concourse Express, CPW Local, 6th Avenue Express, Brighton Local : 71st-Rockaway Park via QBL Local, 8th Avenue Local, Fulton Street Local, Rockaway Line : Unchanged : Court-Bergen via Crosstown Line : Unchanged <J>: Jamaica Center-Broad via Jamaica Express, Nassau Street Line : Unchanged : Metropolitan-Broad via Myrtle Avenue Line, Jamaica Local, Nassau Street Line : Astoria-Coney via Astoria Express, Broadway Express, 4th Avenue Express, Sea Beach Local : Astoria-Coney via Astoria Express, Broadway Express, 4th Avenue Express, Sea Beach Express : 96th-Coney via SAS/Broadway Express, 4th Avenue Express, West End Local : 96th-Coney via SAS/Broadway Express, 4th Avenue Express, West End Express : Astoria-95th via Astoria Local, Broadway Local, 4th Avenue Local : Rockaway Park Shuttle eliminated, with the possibility of one being introduced between 135th and 148th on the Lenox Avenue Line if we really cannot afford to eliminate those two stations entirely. : Jamaica Center-2nd via Archer Avenue Line, QBL Express, 63rd Street Line, 6th Avenue Local : Eliminated, replaced by : Eliminated, replaced by <J> This would go along with a few station adjustments, namely converting a few stations to express stations. 59th Street-Columbus Circle 50th Street Franklin Avenue Rockaway Boulevard

It did, once upon a time. However, the we are speaking of was the mid-late 1980s version which ran from 168 St-Chambers St Sent from my iPhone using Tapatalk

How can you do more than 5 stops at a time? Sent from my iPhone using Tapatalk

Here's how I would do it: extension to Chelsea Piers as rush hours West End Line express to CI with on the local to Manhattan Beach via Nostrand Av to Kings Plaza and Breezy Point via Flatbush Av to 263 St in the Bronx runs to 71 Av all times. to Kings Plaza via Bushwick-Utica Av Line Sent from my iPhone using Tapatalk

Maybe the NTT will but the 62 is very similar to other SMEEs Sent from my iPhone using Tapatalk

Okay. Can't wait! Sent from my iPhone using Tapatalk

Do you know or have a plan of when this will be available?

-R179 (Y)-R32 (PI)-R46 or R68 Sent from my iPhone using Tapatalk