LGA Link N Train

The one thing I'll never be able to understand is why. What is the motive for these teens who are harassing others? What the hell do they gain out of it?

All of my replies are in bold.

Thanks, though in all Honesty, I was trying to list as many upgrades that we can do to the current system as a whole. I didn't intend to make it look like a comprehensive plan, but since you and @Theli11 like my post a lot, I'll take whatever time I can to rewrite all of that into a comprehensive plan.

Phases 3 and 4 in they're current forms is not going to do much to help riders. So on that front its better to build a regional rail tunnel from GCT to Atlantic Terminal, even then, I question the feasibility of building such a tunnel. To make a Transit System that'll work for ALL New Yorkers NOW would require a lot of Capital Investment. Since I have time to kill, I'm going to try to knock as many possible upgrades out of the way, so buckle up: We already Started Small with the SPEED Unit. I don't know if the continued with it (before COVID-19 hit) Fixing our current operation practices which other members of the forum have talked about. Re-Signal Williamsburg and Broadway (Between Canal and DeKalb) so that more TPH could be run. Do some minor De-Interlining. / swap, / swap, / swap. Make every station ADA-Accessible. It ridiculous how the didn't upgrade their stations for ADA-Needs. And if they continue to procrastinate about it, then the community districts need to step in and fund for ADA-Upgrades themselves. Continue with CBTC-Upgrades so that the number of TPH can be increased where ever possible. For Rogers and 142nd/149th Street Junction, a Capital "Package Deal" should've been implemented: Add Tail Tracks at Flatbush Terminal. This'll require building a New Mezzanine and whatnot Rebuild Rogers Avenue Junction itself so that Service goes down Nostrand and Service goes down Utica/New Lots. Doing this makes building Utica Avenue a Hell of a lot easier. CBTC on Lexington, 7th Avenue and Eastern Parkway (past Nevis or Atlantic-Barclays depending on where Lex/7th CBTC is supposed to end) Expand 135th Street Station into 3 Track, 2 Island Platform to allow for the implementation of a Harlem Shuttle Rebuild the Manhattan Bound tunnel between 149th Street and 135th-Lenox. Expand 149th Street-Grand Concourse to support a passenger transfer load Twice or 3x its current size. This'll allow for Service to replace the along Dyre Avenue. Trains would be routed to Burnside and Trains shall become the Peak-Express WPR Service. Build New Interlockings at Burnside Avenue to allow Trains to Terminate. This document should provide more context: https://new.mta.info/sites/default/files/2019-12/MTA NYCT Subway Speed and Capacity Review_Final Report.pdf As for the BMT Eastern Division, there's a handful of Upgrades that can be done to allow for a full B Division Integration: Platform Extensions on Select BMT Eastern Division Platforms. This would include [Hewes Street, Loimer Street] Flushing Avenue, All Train Stations between Myrtle Avenue and Fresh Pond Road. All Train Platforms (except for 6th Avenue, because its 610 feet long) should be extended to handle AT LEAST 9 Car Trains. Essex Street Should be Expanded to allow for a Greater capacity in both Passenger and Train Movement flow. This'll mean building a New Platform on the current site of the trolley Terminal and re-locating the signal tower. The Platforms should be lengthened to 610 Feet. The curves between the Williamsburg Bridge and Marcy Avenue should be widened. In addition to that, Marcy Avenue Station should be relocated to be directly on top of the Williamsburg Plaza Bus Terminal. Which would then provide direct Subway-Bus Transfers. The interlockings between Marcy Avenue and Hewes Street can then be re-worked to allow trains to easily access the express track while also terminate at this New Williamsburg Station. This new Station should have 2 side platforms at the length of 610 feet. Hewes Street and Loimer Street should be consolidated into one stop at Union Avenue to provide a direct Transfer to the . The Union Avenue Platforms should be 610 feet long. The upper Level of Myrtle Avenue Station should be rebuilt to allow Metropolitan Bound Trains to stop there. This would remove a serious bottleneck and allow for and Service to be increased. Expanding East New York Yard would be a crucial upgrade for all of this to work, though this'll require eminent domain just east of the Yard and maybe the potential of adding Lay-Up's along Bushwick Avenue between Eastern Parkway and Jamaica Avenue. Atlantic Avenue Station should be rebuilt to a 4 Track, 2 Island Platform given the amount of currently-excess infrastructure there. This space can be used to Short-Turn Trains in case of a delay. Possible 3rd Track extension to Cypress Hills or Woodhaven Blvd with Crescent Street gaining a new Upper Level Express platform. Doing all of this will allow for a 9 or 10 Car Train Length Extension and a 10 Car Train Length Extension. Other Infrastructure Upgrades: Train Length Extension to 480' 8 Car Trains Train Length Extension to 600' 10 Car Trains Lex 59-63rd Transfer Bowery-Grand Street Transfer Re-Work the Interlockings at Astoria-Ditmars Blvd (Reference to PCAC's Plan) Re-Signal Broadway between Canal Street and DeKalb Avenue Re-Work the interlockings at Jamaica Center-Parsons/Archer on Both Levels. 137th Street or 145th Street Express conversion on the Westchester Square Express conversion Adding New interlockings north of 18th Avenue on the Prince Street-Broadway Lafayette Transfer Expanding Jamaica Yard by Implementing Tracks on what seems to be vacant Space within the yard itself. Queens Plaza-Queensboro Plaza Transfer via an elevated Passageway from the Manhattan Bound Platform to the Mezzanine. Extra Transfer at Court Square for passengers Transferring between the and . These are all of the upgrades that we can do to the current system, there might've been more that I missed so please let me know of that.

This is basically late night service though...

That’s all up to you. Though frankly, I think the wise option is to see what we can do to optimize our current Transportation System that we have now. And the answers to that is right under your nose.

Sorry for the double post, but Manhattan (Especially Downtown) is more pedestrian and Transit oriented than any other borough. The M15/M15+ isn't far away from the FDR and the waterfront of Manhattan's East side. So that's why I see the Lower Manhattan portion of your LRT idea to be unnecessary.

Pretty sure that's not the case between Smith-9th and 18th Avenue, but every other portion of you're proposed line(s) I'll agree with you. If you want to be cheap about it. I prefer consolidation over this though. Just a few Switches would have to be moved here and there, that's it. If I wanted to widen the curve between Marcy and the Bridge, then maybe. CBTC alone won't cut it. I'm saying that the signals should be re-aligned completely to allow for faster speed and more trains. I understand safety is an important factor to deal with when it comes to everything, but 30 consecutive timers in a row is going overboard. Use the Trolley space and build a new platform and track there to connect with the Bridge. Move the signal tower to be directly on whatever vacant space is left of the Trolley terminal Close the side Platform at Essex and extended it to the current middle track. Good. If street congestion is a concern, then I'd restrict Automobile access where ever possible. TBH, I'd preserve the Red Hook-Williamsburg Portion of the BQX. With a Terminal set at Williamsburg Plaza.

The way you explained your rationale for this proposal is fairly decent. Though I do have to point out that the line going down to south Brooklyn from Williamsburg is duplicative of the and . Also, since this "system" is running along the BQE for the Most Part, will it be directly beneath the BQE for the parts that are not in the tunnel or no? For the Williamsburg Section of it, the more cost-effective alternatives in my opinion are the following: Extending the to 480' 8 car trains. Consolidating Hewes and Loimer Street Stations at Union Avenue in order to build a Transfer between the and Rebuilding Myrtle Avenue Junction to prevent Metro-bound Trains from merging with ALL Trains Moving Marcy Avenue to the West so that its directly on top of the Williamsbug Plaza Bus Terminal Re-Signalling the Williamsburg Bridge Expanding Essex Street Station for Future Capacity needs All of this right here could be a package deal. As for the South Brooklyn Lightrail, I think it should be truncated to run between Red Hook and WIlliamsburg Plaza. Then your Greenpoint line could meet up with that WIlliamsburg Line. I don't think there needs to be a rail line near the FDR since Lower Manhattan has pretty good coverage when it comes to Transit.

I think you got the track alignment between Brighton and 4th Avenue Express mixed up. You see, 4 outer tracks that stop at the DeKalb Avenue platforms all lead to the Brighton Line. In between those 4 tracks is a junction for trains to Branch off to the 4th Avenue Local. The inner 2 Tracks at DeKalb lead straight to the 4th Avenue express. Here, take a look: https://www.nycsubway.org/perl/caption.pl?/img/trackmap/detail-jaydklb.png

Say I thought of a game. If Transit has to suffer the repercussions of implementing a bad proposal (such as SAS Phase 3 or the Canal Flip) what would be the best way to plan around those repercussions with as little to no interlining as possible?

I never proposed connecting RBB with Union Turnpike. Ever. I’m not going to share my thoughts on your map mainly cause I don’t have any. Your proposals are cool but I suggest that you start reading some information on the History and Environment of the areas of where you’re proposing these Trams/Light Rail/Streetcar Services before (y’know....) proposing them. Now can we move onto another topic that has to do with subway. I like streetcars but I want to get back to discussing about the Subway.

That's not how the and tracks are aligned though...... Also, space is scare. Especially in Manhattan, so that middle track wouldn't be feasible either. If you wanted a Transit Line on Northern Blvd that merges with the , you're better off routing the or some SAS Line to do that. Even then, I don't think that Northen should merge with any existing lines, at the very LEAST, it could start off as a extension, forcing you to deinterline QBL. If you want LRT Lines. By no means is it necessary AT ALL for it to merge with a subway. Then again, the most realistic shot at a Streetcar level service in NYC so far is the BQX. Which has its many flaws.

No. I don't think running a Tram with the subway would be a good idea, let alone building a Lower Level at 57th Street.

I think I did some time ago with an SAS extension or something. It was a while ago. Here's the picture I took of it before I deleted the map I made: https://twitter.com/LGALinkNeems5/status/1166409018262327296/photo/1 My opinions on the Implementation of a Northern Blvd Line and a Whitestone Line in general have changed since then.

That’s no big deal. Roosevelt Island on the Northern End isn’t even THAT dense to begin with. Again, if you want to improve service on Roosevelt Island, just enhance the bus service and do some Reroutes with Queens Bus service so that it can better serve the island and call it a day. This alignment is okay (except for the and alignments you got going here). If we’re talking about having a Northern Blvd Line, I would do it a little differently: - Stays the same. - QB Local - rerouted via 63rd Street via Northern Blvd; DeKalbilize 36th Street. - Bypass. No Jewel Avenue Line for now. Alternative: goes up Northern Blvd, while still securing a Right of Way to itself. And LIRR is enhanced to allow City-Zone Fares ($2.75), and later on handle “C Division” Standards. Which @bobtehpanda has mentioned. In both of these alignments: - SAS - Astoria SAS Phase 3 onwards is omitted completely.

I don’t even know to be honest.

My apologies for the double post but not EVERY area in the city needs rail service. ... wait, I misunderstood, but still.

I mean.... If you wanted to improve Transit on Roosevelt Island, they have their own bus service. In addition, if you don’t think that the current bus routes are sufficient enough, why not work on a bus redesign as opposed to coming up with so many Light Rail and Streetcar lines?

If that's the case, couldn't we do a Queens Bypass without adding SAS into the mix? The following arrangement with our current system would be the following: All Service can be booted to the Queens Bypass and continue Local to 179th at 18 or 20 TPH. Service can be bumped to 63rd Street and serve QB Local from there at 8 TPH, this would enforce a merge between the and , but this should have Minimal Impact. Service can remain the same with 10 TPH, until a 57th Street Line or some new Queens-Manhattan Link is built. Service (assuming you de-interline CPW with the EXP-LCL Arrangement) can be doubled to run 30 TPH, becoming a pure Express Service with branches at Jamaica-179th (18 TPH) and Jamaica Center (12 TPH). I think this arrangement for the would better warrant a Hillside Extension to Queens Village. As for Bypass Stops, I'd do it a little bit different from your arrangement, I'd personally choose Sunnyside to be my first stop as part of the plan that the City and Amtrak have planned, then Woodside for the connection with the . (I'm unsure on how there would even be space, or if space can even be made to accommodate a stop at Woodside). Rego Park (near Woodhaven Blvd). Last but not least, Forest Hills with a new lower level. I think that's 3 new stops total with 1 Station Expansion.

I was looking through the RPA's website and happened to stumble along an old proposal of theirs to build Jamaica Center. I currently looking into it at a Critical Level, but what I can say is that the content I found in here so far is actually pretty amazing. http://library.rpa.org/pdf/RPA-Plan2-Jamaica-Center.pdf

So I was looking through RPA's website, and I found this old plan for Jamaica Center regarding the 2nd Regional Plan. I'll have to look into it in greater detail later, but what I gotta say is that this is pretty cool: http://library.rpa.org/pdf/RPA-Plan2-Jamaica-Center.pdf

It was I who proposed sending the up 10th Avenue and 57th Street to Queens Plaza, and then I had it go Local to Forest Hills with a Jewel Avenue Branch, booting the and to the bypass while the would have 8th-53rd-QB Express to itself.

That is a fact. And also very annoying. Whenever I’m headed to Manhattan or Downtown Brooklyn, I sometimes have to backtrack to Forest Hills just to avoid the crowd at Roosevelt (and hopefully get a seat).

Light Rail, Streetcars, Trams and Trolleys all technically count as the same thing. Now while there are notable differences between the modes, they’re all some type of surface transit.