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MTA Rail Fan

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  1. I see the similarity to the original plan of having the tracks at 148th-Lenox connect with the 9th Av El, before merging onto the Jerome Line at 167th Street. I don't agree with this though, an upper level station on 161st-Yankees would not be ideal. The city doesn't want another elevated line built anywhere in the city, especially the lack of space within the area to allow it. I agree on this, don't have much issues on it other than finding ways to eliminate the Rockaway Blvd merge. I would have to disagree on this motive. 1. There is no need to split the into the to Chambers. There's not a lot of demand for Nassau service below Broad Street along 4th Avenue. Not only that, the merge along Montague would strain capacity. 2. Instead of converting Canal Street on the Nassau Street Line into a terminal, have the old platforms be reused for service. You could definitely double capacity by using all 4 tracks along the line, even making provisions to have the center tracks be used for some other line to terminate at Chambers Street. I don't know which line, but whatever is possible I guess. It would surely open up more transfer options. 3. The issue with the "Yellow " idea is that the 36th St Merge would be 2x more worse. It now functions as a merge for both Express trains and Local trains. That's a huge capacity limiter, especially with 6 TPH running. I don't see Bay Parkway as a suitable terminal at all. 9th Avenue however, can have its lower level reused for terminal usage.
  2. Oops, I intended that as express, not local. I must've typed local by accident. I'll try to fix that if I can, unless it's too late. To address concerns regarding the and lines, instead of demolishing the upper level at 50th Street and making the the only line there, I've absorbed the idea of converting 50th Street into an express stop. This involves shifting the platform over the local tracks, enabling all three lines to have a transfer point. The local track would be cut off, and a new switch added to merge onto the current express track, facilitating CPW Express service during weekend G.O without local service. This configuration allows the and to operate fully express along 8th Avenue, with the running exclusively on the local track. This creates space for another line, the , to be reintroduced for increased trains per hour (TPH). Another option, though cheaper, involves keeping the station as is but swapping the as the 8th Av express after 50th Street, merging onto incoming express traffic. Initially, I considered the into 168th Street and the back to Bedford Park Blvd, but this posed reverse branching challenges, making it more practical to retain the current arrangement and prevent potential merges. Regarding the , I support the decision for Rockaway Beach Branch reactivation by Queenslink. The question arose about its operational hours—whether it should run at all times or, as currently, with another service replacing it during weekends and late nights. Therefore, I've marked it as operational at all times. The objective isn't about personal preferences for the Broadway Express; rather, it's focused on eliminating the bottleneck created by the 34th-Herald merge on Broadway, causing delays. The optimal solution involved keeping the train on the express track to 96th-2nd, enabling more frequent runs for both lines without encountering merge issues. The subsequent decision revolved around whether to retain Broadway on Queens Blvd or extend both locals to Astoria. To align with the current NYC Subway while making a minor adjustment at 50th Street on 8th Avenue, the choice was made to maintain the and in their designated northern terminals.
  3. Here are some changes and deinterlines I've made around the current NYC Subway. It should be noted that not all of these are 100% firm, as I'm still tweaking a few things here and there and figuring out what might work and not work. All of which will be explained below. Van Cortlandt-242nd to South Ferry (All Times) - Broadway-7th Local Wakefield-241st to Flatbush Av (All Times) - WPR Local, Broadway-7th Express, Eastern Pkwy Local Harlem-148th to Flatbush Av (All Times Except Late Nights) - Broadway-7th Express, Eastern Pkwy Local (Late Night Shuttle to Times Sq-42nd) Woodlawn to New Lots Av (All Times) - Jerome Local, Lexington Av Express, Eastern Pkwy Express Eastchester-Dyre to Utica Av (All Times Except Late Nights) - WPR Local (Peak Express in Rush Hours), Lexington Av Local, Eastern Pkwy Express Pelham Bay Park to Brooklyn Bridge (All Times) - Lexington Av Local, Pelham Local (Pelham Peak Express via ) Flushing-Main to 34th-Hudson (All Times) - Flushing Local (Flushing Peak Express via ) Inwood-207th to Far Rockaway and Lefferts Blvd (All Times) - Washington Hts Express, CPW Local, 8th Av Express, Fulton St Express 168th to Euclid Av (All Times Except Late Nights) - Washington Hts Local, CPW Local, 8th Av Express, Fulton St Local, via Liberty Av El to Lefferts Blvd World Trade Center to Jamaica Center (All Times) - 8th Av Local, via 53rd, Queens Blvd Express Bedford Park Blvd or 145th to Bay Ridge-95th (All Times Except Late Nights) - Concourse Local, CPW Express, 6th Av Express, 4th Av Express, Local after 36th St to Bay Ridge (Late Night Shuttle to 59th St-4th Av) Norwood-205th to Coney Island (All Times) - Concourse Local (Peak Express in Rush Hours), CPW Express, 6th Av Express, 4th Av Express, Sea Beach Local Jamaica-179th to Coney Island (All Times) - Hillside Av Local, Queens Blvd Express, via 53rd, 6th Av Local, Culver Express to Church Av Rockaway Park-116th to Metropolitan Av (All Times) - Rockaway Local, via RBB, Queens Blvd Local, via 63rd, 6th Av Local, via Jamaica Local Court Square to Church Av (All Times) - Crosstown Local, Culver Local Jamaica Center to Broad St (All Times) - Jamaica Local (Peak Express Skip-Stop in Rush Hours), Nassau St Local Jamaica Center to Broad St (Rush Hours) - Jamaica Local (Peak Express Skip-Stop in Rush Hours), Nassau St Local 96th St-2nd Av to Coney Island (All Times) - 2nd Av, Broadway Express, Brighton Local 96th St-2nd Av to Brighton Beach (Weekdays or All Times Except Late Nights) - 2nd Av, Broadway Express, Brighton Express Forest Hills-71st to 9th Av (Weekdays or All Times Except Late Nights) - Queens Blvd Local, Broadway Local, 4th Av Local Astoria-Ditmars to Coney Island (All Times) - Astoria Local, Broadway Local, 4th Av Local, West End Local As stated above, I will now explain the few changes and tweaks I've considered that aren't mentioned in this plan: - Initially, I considered routing the to E 180th St alongside the and , but later contemplated redirecting it to Dyre Av, Nereid Av, or Wakefield. These considerations arose in the context of deinterlining the system and addressing bottlenecks at the 135th Junction and 149th-GC Junction. However, potential challenges with capacity limits and terminal procedures became apparent, especially if all three lines operated together via WPR. This would necessitate a decision between eliminating the via WPR or maintaining the current service configuration. - If the were to be removed from WPR to alleviate the bottleneck at 149th, passengers would lose their one seat ride to Manhattan via Lexington Av. Reflecting on historical proposals, the 1968 Program for Action mentioned a new line along Park Avenue as a replacement for the 3rd Avenue El in the Bronx, possibly corresponding to the . It's uncertain if it would've continued along Park Avenue to Wakefield or make a connection with the via Gun Hill Rd to Nereid Avenue. Considering these aspects, one proposal involves resurrecting the Park Avenue Line concept, incorporating a lower-level station for seamless transfers between each line. Another thought could be rebuilding the tunnel to bypass 149th-GC, stopping at 149th-3rd and proceeding north via 3rd Avenue. The feasibility of merging either lines with the Dyre Avenue Line or WPR Line remains uncertain. - In the initial introduction of the IND Second System Proposal, the Flushing Line featured two extensions beyond Main St — one leading to the College Point Line and the other to the Bayside Line. Today, large parts of Northeast Queens lack subway service, primarily relying on buses, rendering them transit deserts. In contemplating the revitalization of these proposals, I've considered extending the line exclusively via one of the branches. The challenge lies in deciding between College Point and Bayside, both being viable options. The objective is to select a single branch to avoid complexities related to merging points within the line and to enhance the overall capacity. / - I've proposed some slight changes for the line, considering options like extending it entirely to Far Rockaway or dividing service evenly between Far Rockaway and Rockaway Park, thereby eliminating the Rockaway Shuttle. To benefit both JFK and Rockaway riders and reduce travel time into Brooklyn, I suggest reinstating the Pitkin Avenue Extension from Euclid Avenue to Cross Bay Blvd, with tracks connecting to North Conduit Avenue, as shown in the IND Second System Proposal. Although it may seem minor, this modification eliminates the Rockaway Blvd merge, allowing trains to operate seamlessly into Lefferts Blvd. To provide riders on the Liberty Avenue Line access to the Rockaways, I'm proposing a transfer from Rockaway Blvd to the Rockaway Beach Branch, facilitated through the Liberty Avenue Station for the to Rockaway Park-116th. - A notable challenge along the Archer Avenue Line is Jamaica Center, originally not intended as a terminal. In reference to the 1968 Program for Action, the initial plan envisioned extending the upper level of the Archer Avenue Line onto the LIRR Atlantic Branch ROW, which is converted for subway use, stretching as far as Laurelton to provide subway service to Southeast Queens. This proposal should be implemented in order to provide the most capacity and service, forcing Far Rockaway and Long Beach LIRR trains to be redirected onto the Montauk/Babylon Branch. An additional suggestion involves constructing two more tracks along the ROW of that branch. This modification allows trains to bypass St. Albans while still providing service to the Rosedale station. The only adjustment I've made to this proposal is designating the terminal as Laurelton-225th instead of Springfield Blvd. It wouldn't be surprising that one of the challenges this proposal will encounter is opposition from NIMBYs (Not In My Backyard advocates). // - I've reintroduced two major proposals, from the IND Second System and 1968 Program for Action, for these lines: the Hillside Avenue Extension and the Queens Super Express. The Hillside Avenue Extension envisions the extending its route to Queens Village-Springfield Blvd, effectively serving a substantial portion of Northeastern Queens along Hillside. Regarding the Queens Super Express, I've brought it back with some refinements. It will originate from 63rd Street, running parallel or via tunnels under the LIRR, making stops at Northern Blvd and Woodside-61st before merging into Queens Blvd through a new lower-level platform at Forest Hills. From there, it will operate under the current main center tracks, with additional tracks integrated into Jamaica Yard, bypassing Kew Gardens and emerging through a ramp into the Hillside Avenue Express tracks at 169th St. Even without the Hillside Avenue Extension, this design increases capacity within Queens Blvd, even allowing one of the local lines to operate fully to Jamaica-179th. This is where the and lines come in, as I've reinstated the line from World Trade Center, operating alongside the via 53rd and Queens Blvd Express, where it will switch local after Forest Hills towards Jamaica-179th. Alternatively, the could assume the same role, operating to Jamaica-179th via Queens Blvd Local. However, I've occasionally reconsidered this due to the demand for Crosstown service into Queens Blvd. This proposal is still a work in progress, as I have yet to finalize what to do with the (or ) and lines. // - Today, the BMT Jamaica Line currently faces operational challenges between Marcy Avenue and Myrtle Avenue, impacting service and capacity. These issues involve merging delays during rush hours at Marcy Avenue between the / and lines, added by the slow curves and speed timers along the Williamsburg Bridge, including the Myrtle Avenue Junction. To address these concerns, I propose the reintroduction of the South 4th Street Line, as proposed from the IND Second System. In this plan, the (or ) is rerouted back to 2nd Avenue, with the center tracks extending into Brooklyn via South 4th Street, as originally intended. New stops will be established at Clinton-Pitt Streets, Havemeyer Street, S 4th Street-Broadway, offering a transfer point with the , before turning via Beaver Street and making additional stops at Flushing Avenue and Myrtle Avenue-Bushwick Avenue. The line then turns via Myrtle Avenue, following the existing Myrtle El, placing identical stops until Fresh Pond, where it re-emerges onto the original tracks leading to the Metropolitan Avenue station. All stations along the line will accommodate 10 cars, with Metropolitan Avenue being rebuilt to accommodate this as well. The use of the or bullet will not matter in this proposal, with further provisions made for additional lines via South 4th Street, such as the 2nd Avenue Line or 8th Avenue Line, operating express to prevent any sort of reverse branching or merging issues along the line. / - This is a small proposal, as it mainly entitles having either of these lines swap northern terminals or both to Astoria-Ditmars Blvd. // - In my final proposal, I propose the reintroduction of the IND Second System's 2nd Avenue extension into the Bronx, via Lafayette Av, towards Throgs Neck. To ensure these three lines maintain their designated tracks without merging in on each other or reverse branching, I've reimagined the current 2nd Avenue Line. In this redesign, the and run express to 125th Street-2nd Avenue, with a transfer only at 72nd Street for the , operating as the 2nd Avenue Local. Recognizing the potential benefits of utilizing the Crosstown 125th Street Line and the extension into the Bronx, various options were considered. One involves the operating via 125th, with the express tracks splitting from 2 tracks into 4 tracks, allowing the to operate on the local tracks of the Lafayette Avenue Line and the as the express. Another option includes having one Broadway Line via 125th, with the other Broadway Line operating via Lafayette Avenue as the express and the operating as the Lafayette Avenue Local. The final, albeit far fetched, option is converting the Dyre Avenue Line into B Division and any one of these lines run up to Eastchester-Dyre, transforming E 180th St into the next Queensboro Plaza. I recognize that these ideas and proposals may seem ambitious, perhaps even far fetched. They incorporate elements from historical plans like the 1939 IND Second System, the 1968 Program for Action, and other proposals made from various individuals, including Vanshnookenraggen. I am aware of the potential high costs associated with these plans, as based on current standards, and I understand that their realization may be unlikely. Nevertheless, it's enjoyable to explore and discuss these concepts, and I welcome opinions and thoughts from others on the matter. Please feel free to respond and share your perspectives. Thank you!
  4. In response to this, I will say that the new terminal will benefit riders with the extra TPH they're receiving. A Concourse Extension is needed, given the need for more TPH within that corridor and how 205th functions. It could also be noted that the Concourse Line can possibly turn via Webster Avenue and operate further north. It might be operating parallel to the and train on WPR, but at least it might do something in relieving crowding and putting riders into more alternatives.
  5. That's true. However, even if the destination signs says one thing and the other half also says another thing, it's the conductors job to place it. Even if they're half different from one another, they will still end up having the same terminal and same thing. It's the conductor who technically controls those destinations signs. It's true that the MTA is notorious for bringing updates to some trains and abandoning the rest, but you have to remember that the MTA has neglected some of it's trains up till now. That's why most of the trains were rebuilt in the GOH program back in the 1980s and some were left in graffiti even before the GOH program. Although we have Andy Byford now, he should be able to have the MTA stop neglecting it's trains. Just remember that the yard controls the fleets, not the MTA directly. That's why there's half enhanced sets and sets that weren't enhanced.
  6. That's not the case with ALL R46's. Some have been given the enhancements in 2017 which improved speakers for announcements, but it can also be due to how close or how far the conductor is to the speaker. It's not mainly the R46's to be known as a problem or blamed upon. Some conductors either forget or don't place it up thinking people will know. There's not much to blame except that the G.O wasn't explained properly.
  7. Hi. Can I get an R188 LED that has the old R188 Sign and covers around the LED like the new version? I'll send pictures if needed. I'd like it to sign the Local Green Circle.
  8. For Some Reason, I feel like that if the MTA Returned the to Forest Hills, then the Brown has a chance of returning 1. The Today basically goes in a almost full clockwise circle which makes no sense 2. People could literally WALK or take the bus to Forest Hills from Metropolitan Avenue 3. If people wanted to get to Midtown, then they could take the Brown To Essex and take the to Midtown or if they felt like it (Idk why people have to be so lazy and complain about transferring since it's like school and home. GET YO LAZY ASS UP AND JUST DO IT FOR f**kS SAKE!) 4. If people couldn't take the Bus, then they could take the to Myrtle Wyckoff Avenue and transfer for the and then take it to Lorimer Street for the where they can take a one seat ride to Queens Blvd
  9. I also need a R62A 5 train Rollsign that says for North Dyre Avenue and South Flatbush Avenue, which looks like this:
  10. Hi Spectre. I need a sign for the Please? I need it to look like this.
  11. Hi guys. I need a R142/A 4 end like this picture. Would be nice to have one. Then I need a R142/A 5 end sign. And Last but not least a R142A 6 end sign. Sorry for the same requests of each line. I think it won't fit so I had too.
  12. Hi guys, can I get a front rollsign that says "Special". Here's a photo of it: Thanks. Forgot to mention, can you try to make it the same size as shown in the picture? Thanks.
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