LGA Link N Train

Well a study on IRT Subway Capacity (from July 2020) dropped today. here’s a link to the tweet containing the link. Lot of good content here:

I went to read the service changes myself and it was the first time I was genuinely confused. Who in the service planning department (or whatever the proper name for that department is) approved these service patterns!?!

Every time I see a comment along these lines, I always think that G.O.’s could be better handled somehow so that they don’t hurt people as much on the weekends… FASTRACK was a thing and something that would certainly consolidate a lot of projects. but the real question is HOW would we go about changing the GO structure to make the system better?

Whats the reason that buses use Livingston when Fulton Mall (a busway) is only 1 block away?

Or a mix of both like PATH?

Right Now, 36-38th Street yard is planned to get an upgrade to handle more trains in anticipation of the 2nd Avenue Subway. This was funded in the 2015-2019 Capital Program and Construction is supposedly set to start this November: http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=t7100441&PLTYPE=1&DISPLAYALL=Y Thats all I can find on this topic. As for a new Yard, its high time that the considers looking for a spot to place one. Although there aren't that many places within the city to place a new Rail Yard by.

There won't, but there will be enough to give at most half of the R-68/68A fleet shop time by the time both Option Orders Complete Delivery. Although due to the issues that have delayed the contract, I don't expect all R-211 cars to be on the property until at least 2029.

While we're on the topic of interlining and how routes go, I want to being up the Line as an example for a minute. Astoria Riders have a preference for Express Service on Broadway, yet 49th Street ranks 70 in ridership (as of 2021 with 2,653,104 Riders; 7,410,041 pre-pandemic), all due in part of Astoria riders having the preference of wanting a Stop at 49th Street. The result we get (as you all know) is that flat junction merge outside of 34th Street-Herald Square, which not only delays riders, but also Riders (going southbound), and and Riders (going Northbound). As a result, we have a line on a trunk that isn't very good (with a 44% satisfactory rate as shown here: https://youtu.be/loY_i5ie7z8 1:38:25). Yet, the subway routes are designed for the benefit of the passangers. Likewise, Sea Beach/4th Avenue Riders want a direct Express Ride to Broadway so making the Local is an Automatic No-Go. While 96th Street/2nd Avenue may be able to handle a higher capacity of trains terminating than it currently does, Coney Island most certainly can't. So how do we streamline service while making sure the routes benefit the passengers?

Ima throw out an Open Ended question for you all. What Rolling Stock Speculations between 2018 and now have we gotten correct and which ones have we missed?

ima move this topic over from the R-211 thread @RandomRider0101 In order to do a Full Peak Express on the , Myrtle Junction needs to be addressed in addition to the curves on both ends on the Bridge including speeding the Bridge up (while maintaining a safe distance)

I’m noticing Multiple factors in play. The and DOT wants to push Congestion Pricing as a way to charge drivers to come into Manhattan. But they’re not incentivizing anyone to take Public Transit, and by cutting service over the years, incentivizing people to drive. Meanwhile, Multiple DOT projects have been pushed into fruition with Bike Lanes and Open Streets, which makes driving unbearable in some areas so that they can advocate for better transit, yet Bus Lanes are not enforced…. Meanwhile, Gateway isn’t even finished yet which would deal with NY-NJ Congestion (even if only by a small margin) What kind of Backwards Logic is that?!?

Been seeing that image floating around for some time now. Baffling that NY Post would use it

I can see this happening for the installation of Fulton CBTC. But as a permanent thing, you’d need a new East River Tube to feed onto the Fulton Local. Wether through Whitehall or SAS-4, doesn’t really matter to me

Used to commute on the back in High School and while I’m not a fan of Skip Stop service, the main issue with it is that the duration in which it runs is not long enough. This applies for both the AM and PM Rush Hours. As for the , while ridership has been increasing on that line for the past Several Years now, I don’t think we should screw over one rider base in favor of another.

Best Choice for Lefferts Blvd Service is to leave the Fulton Line alone. Having the skipping 50th Street would mean that you need to De-Interline CPW which as annoying as that Bottleneck can be, its better off being left alone for the time being. Having the go to Fulton with the instead of the will be a good way to remove that annoying merge by Canal Street, but that means increasing Service and the and ‘s reliability might be hindered as now the ‘s length is being increased. Although IDK if things would be different if 8th Avenue and Fulton CBTC were active. For what reason? And how many TPH would the be running. The current setup with 8th and 6th Local Below West 4th is fine as is IMO.

Yes and No. Most areas of the Subway System were built with interlining in mind whereas others weren’t. The IND as a whole is a good testament as to where it was intended to interline. However, Rogers Junction under its current layout, is not. Yes although it isn’t the only thing affects the TPH of a subway Line. (Pretty sure you know this mentioning the fact that you said you’ve worked on the and Lines). Merges and the Design of the Infrastructure that routes run through also play into effect of how many TPH they get. Although the former is where most people tend to reason their support for Deinterlining in. I know I used to although I’ll come back to that in a bit. Ridership Preference’s are important to take into account yes, but when they hamper the reliability of service, then there’s an issue that needs to be solved. (Although to comment on the proposal of sending trains to Lefferts Blvd, that would be an example of MORE interlining, just wanted to clear that up for that specific example). The Express rarely running is most likely due to the limitations of other parts of its route (Merge at Broadway-Lafayette, Rockefeller, 36th Street and 75th Avenue. Only one of which is really problematic) so the capacity to increase Express Service while maintaining the same frequency for Local Service just isn’t there rn unless you decide to alter the current or another route. For Brighton I have no objections to it but I think the reason people propose a Swap (in spite of that being against the consensus of what Brighton and West End Riders want) is to keep the Weekend and Late Night Schedule Consistent with 6th Avenue and Broadway while also attempting to cut Operating costs. I tried not to repeat the same things that @T to Dyre Avenue said as they said their point much better than I could’ve said it but I think the point that’s trying to be made here is that De-Interlining is not a Black and White issue as many people (both Supporters and Opponents) have made it out to be. At the end of the day, Transit is meant to Serve the passengers and giving them what they want, but serving the riding public shouldn’t come at the cost of providing reliable and frequent service. And another thing to consider is that Ridership Patterns are not static. I used to be Pro De-interlining but have stepped back and taken a more neutral stance on the topic given that I’ve learned more about NYCT over the past 5 years, but This is all just food for thought at the end of the day.

Not Surprising there. Although having joined the Signals Department (as a helper) not too long ago, I've only heard my maintainers and supervisors still refer to RTO as such whenever they're mentioned. ...although coming to think of it, I think I've heard some of 'em say "Service Delivery" once or twice... Unfortanately thats a problem that we'll just have to leave be for the time being. As far as I'm concerned, 8th Avenue will have mostly NTT's by that point so there would be no reason to delay 8th Avenue and Fulton CBTC any further than what already has been done. I'm interested as to how you did the math for the getting 10 car trains, but working off of that, you'd need at least 335-350 R-211's from the first Option Order to displace the R-68's currently assigned to Concourse. That'd leave you with about 175-190 cars left from the first Option order (580-595 cars from the 2nd Option Order not counting the 4 car sets meant for ENY) to place where ever the deems where they're needed most.

Lemme help with that. 460 R-211’s (46 Trains) from the base order is enough to replace all 356 of Pitkin’s R-46’s. (356/8 = 44 1/2 Trains). The other 75 obviously going to Staten Island. Once the Base order is complete, 8th Avenue CBTC can continue onwards in addition to making things easier to getting work started on Fulton CBTC.

service delivery…. thats the first time I hear/see someone call it that

I won't be able to answser every question in this post as of this moment as I lack the answers to do so, but on the topic of freight, it seems that has no interest in working with CSX. On top of that, CSX has been known to be hostile to the idea of sharing their tracks/corridors with Rapid Transit Services in spite of running infrequent freight trains, which I think sheds light on a much larger issue.

But there is a clear bias....

I call BS to that statement, especially after looking at the Rendering's for the first Phase of the Queenway Project. If you look here, you can see that it hinders any possibility for any rail reactivation: https://dlandstudio.com/The-QueensWay-Met-Hub-NY @BreeddekalbL IDK why I can't quote you for some reason, but the Queenslink team put up a petition on their website to keep the Rail Proposal alive: https://thequeenslink.org/

So could things come to a point where would need to consider building a New Yard by any chance in order to handle Rolling Stock Expansion?

Reminds me of the one time I saw an NIS 160 with its lights off while I was doing some training in my flagging class, and that wasn't even that long ago.

Not a fan of adding PSD's in NYCT but I do wish to see how they'd look. Also it was 3rd Avenue on the that was included in the Pilot, not Union Square