LGA Link N Train

As long as the is still able to complete the following, we should be good: - QBL CBTC - East Side Access - R211 Base order (460 for NYCTA and the rest for SIR which should be just enough to replace the R32 and R44 Fleets)

I (along with everyone else here) like this idea. Here's a suggestion that I think should be looked at that no one has talked about: An interlocking north of Whitehall street could be added to reduce terminal congestion. Especially if this line were to be the dominant 4th Avenue Local Service.

Do you understand the rational behind that proposal?

The idea of having Inner LIRR services operate similarly to the subway system (and at $2.75) is an idea that I can get behind with, but I've been wondering to ask: Is such a system for Inner LIRR services one that can be easily implemented without (or during the construction of) a crossrail type connection between GCT and Atlantic?

A lower level already exists at Bergen Street.

Replies In Bold

If we're talking about Broadway Junction, there's an uphill slope east of the Station going Northbound, because of that, there's a time control signal showing that trains can only go 10 MPH If I'm not mistaken.

Thanks. I build each individual line first then when I finish, there should be a Paint can icon. Click that and you should be able change the colors of each line.

Why not send the to Northern Blvd instead? That part of Jackson Heights could use some subway service. Queens Plaza: 36th Street (via new outer tracks): 48th Street-Sunnyside Broadway: 70th Street 80th Street Junction Blvd 108th Street Flushing-Main Street: If I'm being real honest, I prefer this proposal for the over rerouting it via 21st Street.

Yikes. I hope Mrs. Feinberg is aware of the fact that not all New Yorkers have the luxury of walking to another station. Even if there is a station nearby, it makes no sense to get on the wrong subway line and whatnot.

You new here? If so, welcome to the forums. If I were you, I wouldn't respond to any old posts or threads, if you have any ideas, post them here:

I added this proposal based on the general consensus. IMO, I don't think that Crosstown will ever connect with Astoria in any way unless you add a Northern Blvd line via Queens Plaza and 36th Street. That in itself would force Queens Blvd to deinterline anyway. The part in bold is exactly what I'm trying to say, so yea. I guess you misunderstood. With #1 and #2, it allows trains (local trains in particular) to terminate, then deadhead to the yard while Peak Express Stations would take over the local stations north. This allows for a greater flexibility in Transit operations. Thing about #1 is that the is only skipping 2 more stops. Connecting the to the 11th Street cut would give it access to Queens Plaza in place of the , but would also make it considerably slower in that area. So is that really a good trade off?

I guess that wouldn't be too bad.

Since optimizing the current infrastructure is more important than building new lines, I tried to make a map that combines all of the ideas discussed within the last 3-5 pages of this thread, please note that I used a large-scale deinterlined subway map as a template to present this "master plan" for the lack of a better term. I also did not prioritize any infrastructure upgrade in any specific order, so if anyone here is able to shed some light as to which upgrades should be prioritized over others, I would appreciate the help. https://www.google.com/maps/d/edit?mid=1Ph4tk1R3GC3cTK6q5zkAj2mYcKUvsdOl&usp=sharing To further explain, here are the "new" projects that are being proposed: - The Aqueduct Stations should be Consolidated into 1 singular Station. I think this should happen regardless of whether or not RBB gets reactivated as part of the LIRR. - 2 Stop reroute up 21st Street. The stops are Court Square and Queens Bridge. Connections to the and surrounding bus lines along 21st Street would be enhanced. However, those from Brooklyn trying to access the would see a downgrade as they would have to pass through the Train platforms just to reach the . This could be compensated by running a huttle between Queens Plaza and the current trains Court Square Platform. Part of 21st Street-Van Alst is demolished as Discussed, but a track connection from Crosstown to Court Square should be Preserved. If anything, the current Mezzinane of 21st Street could be an employee facility while the abandoned part of the mezzanine could be some sort of NYTM Exhibit. - Space should be added Southwest of Bedford-Nostrand in provision of a junction that'll bring Franklin Avenue trains to Crosstown. - The BMT Eastern Division should have most of its platforms extended to 10 cars. Some stations (such as Crescent Street) will gain new ADA-accessible entrances/exits. A handful of Stations will be consolidated while the rest would gain ADA-accessibility. To accommodate this "expansion", East New York and Fresh Pond Yards would have to be expanded and that'll require eminent domain which thankfully, isn't a whole lot of it. As for station consolidations, the following would occur: Marcy Avenue ---> Williamsburg Plaza Hewes and Loimer Streets ---> Union Avenue Alabama and Van Siclen Avenues ----> Pennsylvania Avenue Cleveland Street and Norwood Avenue ---> Highland Place. The reasons for consolidating these stations should be quite obvious to everyone at this point. If not, then its to provide wider stop spacing and better transfer opportunities. These stations will obviously be ADA accessible. As a bonus, 8th Avenue-14th Street should gain tail tracks to at least 9th Avenue. - 75th Street-Elderts Lane and Cypress Hills will be abandoned along with the demolition of the current Crescent Street Curve, in its place, the Jamaica EL should continue down Fulton Street, then turn up 75th Street and stop at Rockaway Blvd. This station will be ADA-accessible. Getting the EL back to Jamaica Avenue via its current route will unfortunately, require eminent domain. On the bright side, this new alignment will generate higher ridership for the Jamaica Line. - Central Avenue and Knickerbocker Avenue stations should be rebuilt as Island Platforms with ADA Accessibility. The way I envision it is similar to the way other posters on here envision converting local stations into peak express stations on lines that have 3 tracks. This however, would require a closure of the Myrtle Line between Broadway and Wycoff Avenue. As a bonus, a new track could be added between Knickerbocker and Myrtle-Wycoff in case a train needs to be laid up or short turn. - Braodway Junction and Atlantic Avenue stations should be rebuilt along with the infrastructure being rebuilt in between them. Atlantic Avenue station should be 4 tracks with 2 island platforms. The inner 2 tracks will be for short turns or put-ins for Nassau Trains while the outer tracks should continue to serve the Canarsie line. In between the inner and outer tracks should be 2 additional tracks that lead to an expanded East New York Yard (which I mentioned earlier). Broadway Junction will have its platform's extended to 610' in expense to the current middle track. A transfer will be added between 57th Street-7th Avenue and 7th Avenue-53rd Street . IMO, I see this as a more feasible option as opposed to building a transfer from 57-7 to Columbus Circle. Low-Priority, but swapping the Express-Local Alignment along Brighton at either Neck Road or Sheepshead Bay would be nice for and riders. Transfers: Lexington 59th - Lexington 63rd Broadway Lafayette - Prince Street Queens Plaza - Queensboro Plaza Grand Street - Bowery Local-Peak Express Station Conversions (some of these could work but I find Questionable): Westchester Square Bedford Park Blvd Fordham Road 161st-Yankee Stadium Train Platforms 161st-Yankee Stadium Train Platforms Everything Else: Expanding 149th-GC on the and to allow for deinterlining Expanding 135th-Lenox in order to add a Harlem Shuttle and to send the and to the Bronx. Adding new Switches at Burnside, 18th Avenue (Culver) and South of 36th Street-4th Avenue to allow for flexible operations. Fixing the terminal issues at Astoria, Jamaica Center, and Coney Island by modifying the interlocking's or signals just before the stations themselves Re-Signalling Broadway Local and the Williamsburg Bridge to increase Capacity. Expanding Essex Street to allow for better operations. Converting Part of Chambers into a new NYTM. Fixing Rogers (Nostrand) Junction So, any thoughts on anything that I could add or remove?

I think there are 2 factors as to why the didn't increase Rockaway Park service or add more Roackaway Park trips. (Aside from them not wanting to do much when it coes to overall subway service in general) 1. Lack of Equipment. With the 179's out of service, this is the only reason I can think of aside from the second reason. 2. The is already constrained in terms of Capacity since it has to merge/diverge with the at 145th and 59th, the at Canal and Hoyt-Schemerhorn in addition that service Splits at Rockaway Blvd for Lefferts and Rockaway Service. Also, because 59th is a bottleneck, every service along the IND is scheduled around each other.

Question for those who proposed the to be rerouted up 21st Street, how exactly would that make deinterlining Queens easier and would it be better for QB Express to go via 53rd or 63rd?

@eggballo that's EXACTLY what I did and It didn't work? Think you can upload it through Flickr by any chance?

Hey welcome to the forums, but as you saw, we already have a thread for all of this.

I can't access it

Since we're on the topic of the , I've thought about the fact that some people thought about the fact that a logical extension of the would be up 21st Street. (which requires the abandonment and demolition of 21st Street-Van Alst) But what if it were to continue up Vernon Blvd to make an early transfer with the and THEN connect with the and on 21st Street via 46th Avenue. That leaves room for Court Square to be used by a potential New service. And instead of Demolishing the current 21st Street, THAT could be retrofitted to become a 2nd (or relocated) Transit Museum.

Did you delete the images?

It seems like they reached Mineola, I passed by there, there were a few Vehicles getting ready to set up the 3rd Track. It stopped at ENY and Nostrand. Last time (back when there was that 10 Day G.O. where the was cut back to 121st) I was on the Atlantic Avenue Line, my train ran express.

The Atlantic Ticket is pretty nice. Took the LIRR from Atlantic Terminal to Jamaica and boy was it a fun ride. I also got a glimpse of the bellmouths that lead to RBB and the Abandoned Woodhaven Station on the way to Jamaica. (NGL, that Woodhaven Station would’ve been pretty useful for me right now)

That's actually quite ironic. I think that the / combo could've been avoided if Grand Street on the and were located a bit to the north to provide a direct transfer with the . However, If a transfer between Grand Street and Bowery were in place, I still think that an / combo would've happened regardless.

The reason swapping the and is a good idea is because the subway line (Specifically within the IND) in its current state, is scheduled backwards around each other because of the junction at 59th. Swapping the and at 59th, Permanently extending the to 10 cars (600' trains) and swapping the and north of 145th to compensate for deinterlining 59th (in addition ending the pattern of short turning trains at 145th) would not only remove a bottleneck, but it would allow for a more flexible scheduling of trains on a larger scale as now you now have space to increase the number of TPH on the and maybe the Lines along with the added bonus of CBTC. Of course, the downside is that 50th upper doesn't get served, but 7th Avenue-53rd Street and 42nd Street/PABT are within a reasonable walking distance from one another so that shouldn't be too big of an issue.