LGA Link N Train

Well #4 answers a question that I've been asking for a long time on these forums (I've been asking how deinterlining would affect operating costs since 2018 IIRC). However, with all of this taken into account. I'm assuming the best way to make ANY Deinterlining proposal work is to tackle issue #1 before any rerouting begins which is terminal operations and Capacity wether that'd be through changing up fumigating practices or adding switches/layups where ever possible? I can get behind that. After Terminal Operations practices are changed and capacity is increased, the next course of action after that should be to increase station capacity at major transfer points (issue #3) through any means necessary? Stations such as 149th Street-Grand Concourse , Delancey-Essex , Canal Street (never been a fan of the Bridge Platforms, hate being there cause I feel unsafe walking/waiting there and I know for a fact that I'm not the only one that feels that way), Atlantic-Barclays , 7th Avenue , and whatever other stations that I missed? (Mind you, I'm not counting locations where new transers could be added or where station conversions could takeplace). Then once all of this is taken into account/solved, THEN would Deinterlining be more feasible?

I don't mind the idea of re-zoning the fares for the LIRR. A city Zone fare of $2.75 would do wonders for LIRR Ridership IMO. However, I'm going to disagree with you on your latter statement as the QBL-RBB Alignment is still possible when the Bellmouths are present. Not to mention, with that, Roosevelt being congested as is and the Queens Bus Redesign being a thing, it'd be a good justification to convert Woodhaven Blvd into an Express Station. Personally, I'd have the serve RBB and have its service to be increased to 24/7 service throughout its whole route. (If you want to be extra, you could throw the / tunnel swap along with a few other system route changes into the mix) The complicated part though would be the G.O.'s, but given the system's flexibility, I think that can be worked around. Although our G.O. procedures need to be rethought so that work can be done more effectively, that's a different discussion for a different day.

http://thequeenslink.org/the-report/

How long is the average IRT Subway Platform?

I plan to add a Bowery/Grand Complex in my proposal. However, I haven't finalized a vision for how that would look yet, hence why I didn't add it to the list of proposals. This definitely a crazy idea and one with nice benefits, but looking at it from a Sattelite View (and on OpenRailwayMap) I can't see how swinging the Broadway Line down to Nassau via Worth Street would work.

Something that I have left in the other Threads but will also leave here: My proposals to Upgrade the Jamaica Line in addition to Expanding East New York Yard: https://www.google.com/maps/d/u/0/edit?mid=1len8Pe9UFEkHuFGIbxvp6YA9qGILXHx_&ll=40.6852845575412%2C-73.87820389992514&z=17 https://www.google.com/maps/d/u/0/edit?mid=1x1IKEVRzPmekdO40Xo65fGO22r3L5T-E&ll=40.67771623832114%2C-73.90033038125411&z=17 Basic Rundown of the proposal: Canal Street and Bowery Platforms get combined so that there isn't any redundant Space and to make Installing ADA-Accessibility Easier in both Stations Essex Street Station Gets an Expansion so that Installing ADA is easier Marcy and the Williamsburg Bus Terminal are consolidated into 1 Facility Hewes-Loimer Combined into Union Avenue for a transfer with the Myrtle gets its platforms extended and the Upper Level is rebuilt/resotred for Queens bound Service. Atlantic Station gets Expanded along with ENY Yard (the latter represented in a different map in addition to including alternatives from the Broadway Junction Transportation Study) Alabama Curve gets widened; Alabama and Van Siclen are Consolidated Crescent Street Curves widened; Crescent and Norwood get consolidated into Chestnut Street and 75th and Cypress Hills get consolidated into Eldert Lane 3rd Track East of Broadway Junction and Woodhaven gets an upper Level similar to the old 125th Street Station from the former 3rd Avenue EL.

Correct. Same goes for the . The doesn’t need 9 or 10 car trains as much as the and do but upgrading the infrastructure to allow for such would help a lot for both passengers and service both within and beyond the BMT Eastern Division. Albeit because there are still many 4 car sets, many trains will either have to run as 9 cars so basically a 4 and 5 car set coupled together while left over 4 car sets (8 car trains) can run on the . But that in of itself requires some capital investment

For the part in Bold, you do this and now you have a new merge at Lexingont-63rd which will mess up both 6th Avenue and Broadway service. And Speaking of Modernizing the Jamaica Line, I have 2 projects currently in the works, albeit its slightly beyond the scope of this thread: Jamaica Line Upgrades - https://www.google.com/maps/d/edit?mid=1len8Pe9UFEkHuFGIbxvp6YA9qGILXHx_&usp=sharing East New York Yard Expansion Alternatives - https://www.google.com/maps/d/edit?mid=1x1IKEVRzPmekdO40Xo65fGO22r3L5T-E&usp=sharing

Coming to think of it, I've noticed that many factors come into play when it comes to coming up with the most optimal De-Interlinging solutions, making the idea of simplifying the system MUCH harder than it sounds. Before I list the ares of concern, I'll list the benefits of De-Interlining: Less Bottlenecks. The main goal of Deinterlining is to reduce the number of bottlenecks with the premise of improving passenger service. Increased Capacity. With reduced bottlenecks, deinterlining is set to increase capacity on certain lines/corridors as they're no longer mergine with one anohter. Reduced Dwell Times. In addition to having increased capacity (more TPH) that means that Dwell times can be decreased. This also means that run times will improve on certain routes as they will not have to be waiting for a line up to share tracks with another route. Which leads me to my next point: More Consistent Scheduling. With the first 3 points in mind, this means that train schedules are now more consistent, meaning that timed connections would now be easier to factor in and would increase Train Operator Confidence as they would not have to wait for a lineup in certain locations unless a G.O. or Delay were to happen. Greater Flexibility. Since Most Junctions where bottlenecking takes place, with deinterlined services, some of those junctions would end up being reserved for Emergency or G.O. purposes. Thus if a delay were to happen, trains could still easily be rerouted if necessary. Now to address the general concerns when it comes to any deinterlining proposal that I've noticed: Passenger Preferences - Probably the biggest thing that I've noticed here. While the routes are designed for the benefit of the passengers, I'm still under the notion that routing services based on passenger preferences become moot if they have a direct negative impact in the route's reliability. For Example, those living along Dyre/White Plains Road and Nostand Avenue to an extent prefer Lexington Avenue Service. The provides Said service, but because of it being a supplemental line and because the and have priority over it at Rogers and 149th Street Junction, its not as reliable as it could be, now thats not to say that supplemental Lines are bad. However, I think the infrastructure should either be up to date, or effective enough to supplemental routes to run without issues. Rogers Junction and 142/149th, are not up to date or designed to handle the level of service that is required for the Lexington and 7th Avenue Lines. Transfers - Another concern that I've noticed with Deinterlining is the added transfers that would be put in place as a result. Now in areas where cross-platform transfers are possible, this wouldn't be too much of an issue unless its Jackson Heights-Roosevelt Avenue. Some have made the argument that Deinterlining would do more harm than good if it requires passengers meanuvering through passageways and would negate the benefits of having reduced wait times. Seems to me that this issue is more of a matter about infrastructure, which in that case. The infrastructure should be Politics - An obstacle thats unavoidable when it comes to any transit plan is Politics. As seen with proposals such as swapping the and between East 180th Street and 3rd Avenue and the "LaGuardia Link Train" (no pun intended on my name), proposals that have too much opposition to them (no matter how beneficial it might be) are shot down and the doesn't put too much or any efort at all in fighting back. While I firmly believe that Deinterlining will improve Service overall, it'll be one hell of a battle to fight for, and one that would require some careful rhetoric in order so successfully convince passengers that they will benefit from such changes. Of course, there are always people who will never be pleased with anything so not much can be done about them. There are more factors that come into play such as Terminal Capacity, potential Negative Impacts on Schdeuling Services (which I think the latter is more of an issue with the IRT as opposed to the IND or BMT) and what would happen to Certain Platforms Such as the 50th Street Upper Level on the (Late Nights and) , however, this analysis is long enough as is.

Given the history lesson and reasoning behind why the Skip-Stop is still existing today, wouldn't that mean that said Service Pattern can not be eliminated unless some Serious capital investments are made to the Jamaica Line? Ones that the (sadly) have no interest investing in?

I get they're the is trying to switch to OMNY and all, but lets say hypoteically an OMNY Card makes its debut. Something happens to the card and it gets Damaged. It'll basically circle back to this. I understand that they're trying to cut costs and all, but this isn't the way to do it.

I would also agree with Eliminating the . Best way to do it without adjusting any infrastructure would be to have the corver the frequency of both the and between Jamaica Center and Broadway Junction, which means that 2 trains out of 12 could Short Turn at Broadway Junction as to not mess with the frequences West of it. That way, you'f maintain a 6 minute headway between Broadway Junction and Myrtle, and between Essex and Broad Street. If you wanted MORE than 10-12 TPH From eliminating the , then that means that you would have to address the elephant in the room, that being Myrtle Junction. Could also mention the Willliamsburg Bridge and the tight curves located on both ends of the bridge, but that's beyond the spoce of what you're asking

So I did some digging around and decided to modify the Deinterlining Plan in RPA's Save Our Subways Report. I wrote everything in a document and have a Map to go along with it, but in case one can't access the Doc for whatever reason I'll copy and Paste it here: Map - https://www.google.com/maps/d/u/0/edit?mid=1il5aXsgUY8TPg77zFPZ1LNjlh-crzOLO&ll=40.76266186932933%2C-73.91666141558674&z=13 Document - https://docs.google.com/document/d/1irsKsGbKlJFlZAAdks29lNkNgXAQWJoNN9ef4VsmfSs/edit

Basically what Theli11 said, That's how it should be, but with equipment constantly failing and ridiculous amounts of reverse branching taking place, it sure as hell doesn't act like it!

Sounds like a political battle worth taking, and just like RR503 said, one that would require for more advocates to structure their rhetoric in a way that’ll convince passengers and the pols that deinterlining would be a net benefit. Can’t complain that the subway sucks and then oppose the very ideas that’ll help improve it, even if those improvements are minor changes.

@Alex Burchard Welcome to the forums! As a reminder since you're new here, its looked down upon to necropost in the forums. (Replaying to quotes that have occured years ago)

Hmmm. Trains seem to be getting more and more crowded by the day, at least that some sense of normality returned to the City. I wonder whether or not this’ll keep up.

NGL, the was vauge with the wording of that G.O., unless they're planning to also do work between 59th and DeKalb, then it wouldn't make sense to send the to 205th regardless, although I'll admit that'll be pretty cool to see.

I'm still under the notion that Alternative 8B is the best way to go but it seems as though the Port Authroirty preferrs to build the current AirTrain

https://nypost.com/2021/03/07/these-new-yorkers-wont-forgive-cuomo-for-forcing-out-andy-byford/ Everybody knows this by now (hopefully) but still a huge disappointment.

Good news: http://blog.tstc.org/2021/02/24/subway-to-laguardia-made-possible-by-faa-rule-change/

I just realized that the idea of deinterlining the system changes the way I look at potential subway expansion (that'll all probably never happen anyways unless I or someone else someday grabs a postition of power... within the cuty, state or the MTA some day...)

Put “brownM” in between parentheses and done: (brownM) Do you think it’d be feasible to reconstruct the Lower Level of City hall to then connect it with the Tracks at Cortlandt in an effort to widen the cure and speed up service in that area?

I still don’t understand what the rationale was behind cutting the Q66 to Northern and 51st. I don’t really buy the excuse of having people transfer to the subway (especially when the entrances at Northern Blvd aren’t even ADA-Accessible

1. 2 X-Overs for Local-Express merges and 1 for relays on the express tracks. As for how long they’ve been there, IDK. Now as for wether or not the have looked at Vanshnook and A320Lga’s plan, we’ll just have to wait until they release the full report, which I’m sure will get the attention of 2 Broadway at some point. 2. I guess. or as the Astoria-West End Route, I wouldn’t mind. Although, you could throw in the brown as a special service (its not necessary though) 3. I guess the issue of no Local Service at Queens Plaza would be an issue, but it would also justify the conversion of Woodhaven Blvd from a Local to an Express Station and a potential Transfer between the Queens Plaza Stations. I’m not sure how feasible the latter would be. I don’t really see a point in doing this but I wouldn’t mind converting Rockaway Blvd into a station with 2 Island Platforms. However the big obstacle would be how to reconfigure the junction east of the station in case of any emergency reroutes.