LGA Link N Train

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.

- 96th Street/2nd Avenue to Coney Island, shares tracks with the up until DeKalb Junction. - Asotria to Bay Ridge. With a 15 TPH cap at Ditmars, a 21 TPH cap near City Hall, and a 10-12 Cap at Bay Ridge, it'll make sense to run the line at 14TPH. Service takes up the remaining space so it could have 7 TPH. Assuming that we Upgrade Bay Ridge's terminal capacity, we should be able to boost it to 24-30 TPH. I don't know how feasible adding relay tracks would be but they could be a nice addition. From there, about 6-8 Trains could run to Chambers Street. That's how I'd do it. Slightly off topic, but it seems like nearly every proposal to maximize the efficiency of the current system requires some sort of infrastructure upgrade

When it comes to traveling between Williamsburg and Brighton, its better to take a bus since there's no Connection between the Franklin Shuttle and the . Also, that's one thing that really bothers me about the as we know it. I get that its a supplement for the and along 6th Avenue, Queens Blvd and Broadway-Brooklyn to a lesser extent (and I argue that it does a good job at it), but its main problem is that it merges/diverges with 4 different routes, which lowers its performance. What could be done is to swap the and , but then that's a service decrease for those living along 63d Street. Extending it to 10 cars isn't an option either due to the limitations of Fresh Pond and East New York Yards which leads me to my 2nd Point: Fresh Pond Yard sounds like a difficult case to handle. If it were to be expanded to handle longer train cars, then not only would that require eminent domain but it would also get in the way of the bus Depot that's in that area. 1. The latter Idea is the most cost effective, but my main concern is how people would feel about new EL Infrastructure along Fulton Street and 75th Street. Even if you were to tell them that it would be a quieter concrete structure, would they support or oppose the idea? 2. First off, THANK YOU. I'm surprised that most people (specifically Railfans) don't realize this. Second off, If Train riders along West End were to receive better service, then modernizing the Signal Infrastructure along DeKalb and Streamlining the IND at 59th Street-Columbus Circle would have be crucial factors in doing that. At this point, the best option would be to do the following: - Astoria to Bay Ridge - Bay Ridge to Chambers (later Essex Street) - Forest Hills to Whitehall

Is there anyway I can find this document cause now I’m curious?

What's surprising is that most railfans think that the was reliable. I was talking to a friend of mine today (who lives along West End and is more into the historical side of transit) and I told him that I didn't understand why most railfans love the so much, only to get the response of "It was reliable, useful, convenient, was a good supplement to the train, etc." I wasn't buying into it mainly because it carried air in the 2000's and whatnot. Funny thing is, this friend of mine isn't the first person to tell me all of this when I asked this. I spoken to other people (some of whom also happened to live near West End) and they also all think that the was good and started complaining about 14 minute headway's on the and what not. I sat there speechless because given the nature of trunk lines, people bail for the expresses in addition to the fact that most are headed towards Midtown as opposed to Nassau. I thought so too but as someone who took the to/from Norwood Avenue for school, I say that's debatable. Granted, Fulton Street has some business activity whereas there's little to none at Jamaica Avenue west of 85th Street-Forest Parkway. In addition to that, Atlantic Avenue isn't really the safest street to cross (I'm saying from my own experience, it's a pain in the ass to get across the street at Atlantic Avenue and Franklin) Interesting note, I got off the today at Jackson Heights and I looked at the countdown clock and compared it to the Manhattan bound countdown clock, I see what you mean. Interesting. I wonder if this'll fly with people along that segment of Fulton Street and 75th Street given that it's an EL and a total of possibly 11 homes taken. (at least that's better than 75 homes almost taken away like in the 1958 proposal)

ooo, this peaked my interest. Is there a study or source where I can look into or no? Alright, Personally, I'd at least preserve the 3rd track between Broadway Junction and Marcy Avenue in case anything falls to s**t Oh yea, the Q24 and Q56 are nearby. I'm not so keen on the idea of not having any subway stops between Broadway Junction and Crescent Street but I know what you mean. I also noticed in your map that you rerouted the Jamaica line to..... 75th Street? That's pretty interesting, the hasn't proposed that since 1988

Interesting, though I have a handful of questions. I assume all of these stations would be 600-610 feet long, but why reduce the Jamaica Line to 2 tracks? How would this affect the Myrtle Line? Between Myrtle Avenue and 121st (or in your map Lefferts/Myrtle) isn't the spacing between the stops a bit too unreasonable. For example, between Broadway Junction and Crescent Street, wouldn't it be better to Consolidate everything in between that (Norwood with Cleveland and Van Siclen with Alabama)?

I thought of something similar not too long ago. Is this map on par with what you're proposing? (There are a few things I have to change in it that don't make sense) I understand what you mean, but I positioned Hewes to be 100' to the West in my map so that it wouldn't be too close to Union Avenue, but since I've noticed a consensus that Williamsburg Bridge Plaza and Union Avenue would be at a reasonable distance from each other, I'll remove it. Connecting the Jamaica EL to the LIRR Atlantic Avenue Branch is something that I have mixed feelings on. Its better to connect the Atlantic Branch to East Side Access so that people don't crowd the any further than they were pre-COVID. As for everything on the list that I highlighted in Bold, that's the consensus that I think everyone on the forums has come to although with #3 on your list, I think it'd be better to send half of all trains peak express given that building a flying junction at Myrtle would resolve the bottleneck that takes place around there. What you could do for eastern Jamaica is rebuild the EL from scratch so that the el itself can emit less noise (or you can do what the did with the Astoria line) I'd also add making every station ADA accessible in some fashion even though the entirety of the System needs to be ADA Accessible at some point. That's true, but I personally don't see whats difficult about building new Interlockings south of 36th Street/4th Avenue so that the and could be swapped given that the already has access to Concourse yard.

The reason I kept Hewes was to keep a reasonable stop spacing between Union and WBP since in my map, I have Union Avenue facing towards Loimer Street. Maybe having the 57th Street line turning on 10th/Amsterdam Avenue to connect with the and is a smart idea, But I personally wouldn't connect it to SAS via a junction. Phase 3 is better off being redesigned (especially around 63rd and 42nd) or not built at all. I don't know what'd I call this new Line, but I know that I'd have it run local from Jamaica-179th up until Queens Plaza. Then redirect the 11th Street cut via a new tube to go under 57th and the stops would be the following: 3rd Avenue - Transfer to the with a passageway provisioned to connect with SAS. 5th Avenue - PAssageway transfer to the 7th Avenue - Transfer to the 9th Avenue - Transfer to the 65th Street - Lincoln Center 72nd Street - I'm unsure as to how the spacing would work between the stops.

Not that I know of, but maybe someone else has that answer on here. Anyways, since we're on the topic of the LIne, might was well present a map that I've kept to myself for 2 years, but never went anywhere with it. I scaled the projects from High Priority to Low Priority: https://www.google.com/maps/d/edit?mid=1len8Pe9UFEkHuFGIbxvp6YA9qGILXHx_&usp=sharing

That not a dawback IMO since 57th could serve as a viable alternative if 59th goes down.

In this case, I think 57th is the best candidate for a potential Crosstown Route along Midtown. For simplicity sake, I think it would make sense to have it take over the 11th Street cut and it share QB Local with the or have it take QB Local for itself up until Jamaica. This is something that I think everyone on the forums agrees on. I could be wrong though.

I was thinking about something similar to this but the former track map you made works too.

I think doing this swap at around Neck Road is easier because there’s already a ramp going Southbound in that Area that used to take trains off to some Race Track Spur.

I need more elaboration on this part right here because I’m having a hard time trying to understand what it means. I also remember hearing a friend of mine who happens to work in the make a statement similar to this but instead of “pricey” they mentioned “outside consultants” in addition to mentioning that isn’t using their own consultants effectively.

If we’re talking about operational fixes, then the only rings that I can think of are stuff that’s already been discussed, I’m going to go on a ramble here so I’m going to list a bunch of improvements that come off the top of my head. For example, converting every line to OPTO practices. Im not sure how big of an impact OPTO would make systemwide, but it would make a big impact nonetheless. In terms of interlocking fixes, the only thing that comes into mind is Rogers Junction, Improving the Interlocking’s north of 34th Street on the Broadway line (even though that should be deinterlined). The junction at 59th Street could easily be adjusted to make the and Express and the and local. Since the is currently using R-46’s, I don’t see why the should put and 8 car 60 foot sets back on that line given that Full Length Trains encourage Social Distancing and that the R-211’s are coming soon despite being delayed. (Also want to mention that I was riding the train to 145th Street one time so I could transfer to the to get to 190th. I got to 135th and the train stopped and I noticed that a train got lineup to terminate at 145th. I don’t know how often this happens but what I learned from being held there is that having Trains that short turn at 145th Street creates a bottleneck in addition to trains merging/diverging at the Junction between 135th and 145th Streets.)’ As for adjusting stations, more ADA accessible stations and Station Rehabs would be a necessity. Some stations (or platforms I should say) are in need of an expansion such as Canal Street on the and . I don’t know if it was you that posted this a few years ago but I remember seeing a post of a 3D Model of the station’s layout with certain modifications to it that would help improve passenger flow. I might look for it today but I think there are limitations to doing that. In terms of other fixes, we do have the CBTC Thread and ADA Accessibility thread. Threads in my opinion, that could use a bit more discussion given their potential and the amount of things that members could learn about. One last thing. Having the funds to build certain projects doesn’t mean anything if our leadership is not in the right place. We’ve already seen that unfold and still see it happen on the daily with management. Also, quite irrelevant but I’ve been noticing the homeless coming back into the subway.

Rebuild the upper Level so that it can handle heavy weight trains. Then build a new structure on Lewis Avenue so that Northbound Trains can access said upper level. Basically a budget version of this.

Short Term: Upgrade Capacity on the BMT Eastern Division. This'll involve resignalling the Williamsburg Bridge so that it can handle more than 24 TPH. Rebuilding Myrtle Junction so that Northbound Trains don't interfere with trains from both directions. Extending Peak Express service along the to Broadway Junction so that we can do away with Skip Stop. Eventually, you'll need to extend the BMT Eastern Division station Platforms to 600' in order to accommodate 10 Car Trains in addition to having to expand East New York Yard. Long Term: Redesign Phase 3 so that 14th Street (2nd Avenue) is an "Express" Station. The planned layup tracks between 9th and 20th Streets should turn under East 3rd Street so that it can reach South 4th Street. This will include an additional Stop at Saint Marks Place. A new subway on South 4th Street/Broadway would be built to replace the current Elevated on the , and . or this.

Okay. Personally, I'd make this X Line terminate at Prospect Park and Call it a day.

I don't remember the exact numbers but what I do know is that Brighton Beach can turn about somewhere to 10-12 TPH whereas every platform on Coney Island can turn no more than 10 TPH. This is a factor of Tight curves, outdated signalling, and (maybe?) poor dispatching practices. ---------------------------------------------------------------------------------------------------------------------------------------------------------------- Anyways, this idea is a bit out there, but what if we connected the 11th Street cut to Phase 3 of the 2nd Avenue Subway? I wonder if it'd take pressure off Lexington-59th. Here's how it would go: Trains are rerouted to Astoria. Trains either remain in Astoria or are rerouted to 125th Street with the depending if there's a 72nd Street Lower Level. Trains are either eliminated or rerouted to both Queens Blvd and 2nd Avenue. This new service would run Local between Jamaica-179th Street and Houston Street (or Hanover Square) at 12 TPH, running alongside the and LInes.

That's an interesting layout to have an elevator and a staircase next to each other. I wonder how many more stations can accommodate this type of layout?

That's something everyone on here can agree on. Don't know why, but for some reason, I see the possibility of OPTO practices coming to fruition in NYCT. I know the Union doesn't want that, but if its the only way to save the then so be it. As far as overall service cuts going, I can see everything being reduced to 8-10 minutes (with a few exceptions), the , , and (Skip Stop) all getting the axe. The being cut back to Bowling Green, the and getting their hours cut, the and becoming local in Manhattan (sans 6th Avenue between 34th Street and Grand). All short turn and reroutes being eliminated, dozens of bus routes eliminated. If these cuts happen, they're going to have to compensate in one way or another. At the very least, nothing is getting abandoned. Also, correct me if I'm wrong on this but the needs to stop spending money on things they don't need. ESI is a perfect example.