LGA Link N Train

6 hours ago, Union Tpke said:

In addition, a lot of hardworking operators, conductors, maintenance workers, and other people in the MTA will likely lose their jobs. 

Which sucks because those are the very people who keep transit moving within the . 

2 hours ago, Via Garibaldi 8 said:

All this speculation on something that has NOT happened. Did anyone bother to read the proposals?

Too much for me to read it right now. So no.

Correct me if I'm wrong, but did the  put a 46 on the  a Christmas or 2 ago?

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)

On 8/24/2020 at 10:14 AM, Armandito said:

Made a map of my proposed Broadway Line service changes: 

Key:  = brown;  = gray;  = yellow

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. 

1 hour ago, loveofelevators said:

Bor-ING! No Sense!

Do you understand the rational behind that proposal?

2 hours ago, bobtehpanda said:

POP on the railways. London is an example of a system that mixes turnstiles and POP.

I notice that for some reason you discount the possibility of railroad expansion. Fundamentally speaking, the requirements for a subway and railroad tunnel are the same, other than the lack of space; the insane space requirements of a project like ARC or ESA is the terminal. Main Line and PW trains run via a new tunnel on Third going to GCT, USQ, Fulton, and Atlantic to the South Shore branches. Long distance trains from Babylon, Huntington/PJ, Oyster Bay, and Ronkonkoma and beyond continue using Penn Station. LIRR trains continue running on LIRR territory, just terminating outside the city rather than wasting space on an inner city terminal.

Tokyo has done it, Paris has done it, London is doing it. New York needs to be economizing and doing this. This would likely be cheaper than a new subway line and provide more bang for the buck since the outer borough extensions already exist and don't need to change much, other than upgrading platform lengths here and there.

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?

24 minutes ago, Bay Ridge Express said:

How so? By building a new lower level with B Division standards? Such a proposal, while it may be useful, would not be easy to build and is not worth constructing right now.

A lower level already exists at Bergen Street. 

12 hours ago, SampleOnly said:

Here are my proposals:

• Give the  the own express service, called the , running express in the Bronx and in Brooklyn, to reduce crowding during rush hours.

That's redundant since the  Train already serves that purpose. In addition, the already runs express south of 59th Street.

• During weekend rush hours, run the  via  line service to 96th Street with the yellow  designation, and give the express variant, the yellow .

Maybe I could get behind this but wouldn't this change force the  to run via Montague?

• Restore the  local service running from Bedford Park Boulevard to Euclid Avenue or Rockaway Park and operate as an additional rush-hour service in peak direction to supplement the  and reduce overcrowding.

Not sure how to feel about this one, If you were to swap the  and above 145th, then deinterline 59th Street (making the  express and the  local) and schedule all trains to run to Bedford park, then this might work.

• Make the  stop at Bergen Street.

...Which'll require renovating the Lower Level

• Extend the  and  services beyond Pelham Bay Park and terminate at Fleetwood Ave, with new stops at Kingsbridge Road, Sandford Blvd and East Third Street in the Bronx.

No comment or opinion.

• Rename an express service on the Sea Beach Line that runs from 96th Street as the .

Redundant

• Introduce a green  to run as a skip-stop with the  during rush hours.

I might be saying this because I'm not a fan of skip stop (given that I've ridden the  to/from school), but introducing a  (8) Skip Stop pattern is only going to make things worse along Jerome and Lexington.

Replies In Bold

20 minutes ago, Maxwell179 said:

Why does the  slow down halfway entering the Junction ?

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. 

10 hours ago, TeeLow said:

Your map is very impressive! How did you manage the individual colors for each line?

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. 

26 minutes ago, loveofelevators said:

Line:  Extension

Stations:

Queens Plaza:

36 St:

Steinway St:

46 St:

Northern Blvd:

65 St:

Jackson Heights-Roosevelt Av:

82 St-Jackson Heights:

90 St-Elmhurst Av:

Junction Blvd:

103 St-Corona Plaza:

111 St:

Mets-Willets Point:

Van Wyck Expy:

Flushing-Main St:

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. 

15 minutes ago, loveofelevators said:

How Bout This:

Late Night  trains terminate at Chambers St, running on a shuttle between South Ferry and Chambers St.

 and  trains switch roles.  trains run to Dyre Av,  trains run to Wakefield-241. Late night  trains run on the Dyre Av Shuttle while  trains run between 241 St-Wakfield and E 180 at Late nights.

 trains run via  to Flatbush Av on Rush Hours. Late night  runs from New Lots to Crown Heights. Original services on the  is still running.

 trains terminate on the / level of 149 St-Concourse on Late nights. Rush hour  service runs between 149 St-Concourse and Woodlawn, Stopping at Burnside Av.

 trains originate at Burnside Av on rush hours,  service between 3 Av-149 St and E 180 is withdrawn. New  service is between E 180 and Wakefield-241.

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: 

1 hour ago, EvilMonologue said:

I wouldn't reroute the  in a way that necessarily removes the possibility of a transfer to the Astoria line.

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.

1 hour ago, EvilMonologue said:

 Unless I'm misunderstanding, I don't see much of a need to have peak express stations on the Myrtle Av Line, especially when the space for the third track is only for three stops. I do think that converting the platforms on Central Av, Knickerbocker Av, and Myrtle-Wyckoff Avs into island platforms, filling in the space where the third track would be, and adding ADA accessibility would be good, though. Adding the upper level to the Myrtle Av station to make merges easier with the  is also something I'd do there.

The part in bold is exactly what I'm trying to say, so yea. I guess you misunderstood.

1 hour ago, EvilMonologue said:

I wouldn't do #1 or #2, I think a  would work better in a similar way to the , where trains don't move onto the third track until after stopping at several stations. In this case, the  could make all stops until a converted Fordham Rd stop, and then continue until Yankee Stadium, which would also be converted.

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. 

1 hour ago, EvilMonologue said:

I know it isn't in a particular order, but I'd say #1 and #3 are the most pressing. Also, regarding Queens Plaza, someone posted the idea of using the 11th St Cut for the , making it able to stop at Queens Plaza. I think that would be a good idea, making Queens Blvd de-interlining more palatable.

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?

1 hour ago, Lawrence St said:

So what about swapping the and branches on weekends? 

And in regards to #2, thats during the weekday. On weekends there is more room to schedule some extra trips to Rockaway Park.

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:

1. Lexington 59th - Lexington 63rd
2. Broadway Lafayette - Prince Street
3. Queens Plaza - Queensboro Plaza
4. Grand Street - Bowery

Local-Peak Express Station Conversions (some of these could work but I find Questionable):

1. Westchester Square  
2. Bedford Park Blvd
3. Fordham Road
4. 161st-Yankee Stadium Train Platforms
5. 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?

43 minutes ago, Lawrence St said:

Since NYCTA purchased the Rockaway Beach Branch and converted it to the IND Rockaway line, why did they choose the to serve Far Rockaway full time and the to serve Rockaway Park? It seems like within the past few years ridership along the Rockaway Park branch have gone up especially during the summer and I wonder why they never added more trips to Rockaway Park during summer weekdays and weekends.

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?

6 minutes ago, eggballo said:

This is a discussion where we talk about future projects or projects that could've happened. For example, talking about projects like the BQX, the East Side Access project, or even the Second Avenue Subway. This is also a place where you could come up with your own plans and discuss them with everyone else. I hope to see you again soon.

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

1 minute ago, eggballo said:

file:///C:/Users/Owner/Pictures/New%20York%20Future%20Subway%20Network.png

This is a link to a future transit map that I edited. The streetcar lines are shown in Black and the rest is all subways and light rails. I hope to hear and reply to all of your comments soon, Eggballo out.

 

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. 

15 hours ago, Armandito said:

My revised track maps for the X train:

 

Court Square:

 

Bedford-Nostrand Avenues:

 

Brighton Beach:

Did you delete the images?

2 hours ago, B35 via Church said:

Used to be a daily thing for me.... I would then xfer at Jamaica for a Ronkonkoma or a Huntington train to Mineola.... Although I don't miss the commute, I'd like to see how that third track project out there is coming along....

Anyway, did you board an express, or did your train stop at ENY & Nostrand?

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.