LGA Link N Train

Alright, I see where you're going with this. Here's a map I made in correlation to my proposal: https://drive.google.com/open?id=19Jnq2x1JojRdkSn2efIeKIqvyXmscYn6&usp=sharing

The Main HQ

These underserved areas that you speak of are mostly industrial areas with few people living in said areas (with the exception of North/Southeast Queens, Flatbush and whatever is happening in the Bronx). Therefore, bus service better serves the needs of the people living in those underserved areas. Also, no disrespect but I will also bandwagon onto the fact that the way you post some of your proposals at random derail the conversation at hand, and its kinda getting annoying. Personally the only areas that I think would benefit from a LRT/Streetcar would be Main Street, Fordham/Pelham Bay, and Red Hook. Before I forget. I saw you map with the relief streetcar on it. Why not have it run on Northern Blvd between Sunnyside and Main Street instead of the lineup that you proposed? And wouldn't it make sense for that line to follow the current Q32 route in Manhattan as opposed to sending it uptown? --------------------------------------------------------------------------------------------------------------------------- Now back to the discussion at hand, with De-interlining Queens and whatnot, I noticed how many people on the Forums seems to have conflicting views as to how it should go with our existing infrastructure. While I'm personally on the side of doing 8th-53-QB Local/6th-63-QB Express. I did think of an extension that would help resolve this debate, which I will quote here: While I didn't mention it, the alternative to a Queens bypass service would be to send either of them (or both) up Northern Blvd. (Though that would create a bottleneck which is what my plan focused on reducing as much as possible) Personally, I wouldn't go out and about building express tracks along the Canarsie Line as there is no space to do so. My Canarsie-"Manhattan Cup"-QBL-Jewel Avenue line is dubbed as the "", mainly because a rollsign existed (for the R110B) featuring a Grey- bullet. If a short-turn Terminal needed to be created along this Extension that I'm proposing, I'd choose 42nd Street-10th Avenue to be the main candidate because a transfer could potentially be built with the there.

130 Livingston is the NYCT HQ I believe. But never the main HQ as far as I know

Bombardier got bought by Alstom. 6347 was BURNT to the point of damages beyond repair. SO its mostly likely getting scrapped. I'd expect the other cars from that set to be salvaged for parts

I just thought of an idea since we're on the topic of Queens Blvd. **The CBTC Technology on the Should be upgraded to allow compatibility with Mainline B Division lines such as 8th Avenue and Queens Blvd** Trains make a Cup-Holder extension around Manhattan Up 10th Avenue and 57th Street. After 3rd Avenue-57th Street, it will go under a new tunnel into Queens and replace both the and Trains on Queens Blvd to Forest Hills. Service will be extended to 10 cars and will run 26 TPH. If possible, a service split could be done within the line to allow for a new service up Jewel Avenue. Atlantic Avenue would be upgraded to allow for potential Short turn runs. Trains will have the Express Tracks along QB to itself. WTC Terminal will be upgraded so that it can turn up to 30 TPH. Trains will run from Queens Village on Hillside Avenue and run Express into Manhattan. Alternative here is to have those trains replace the and on the Express Tracks; creating a super long route. and Trains will now use the Queens Bypass. The will run 18 TPH to Jamaica-179th and Trains will run 12 TPH to Jamaica Center. Service would be extended to 10 cars.

Since this discussion was mostly about De-Interlining, I just came up with an Expansion Plan that focuses on a De-Interlined System. Its important to note that I will only include the subway system in this map to reduce confusion: https://drive.google.com/open?id=19Jnq2x1JojRdkSn2efIeKIqvyXmscYn6&usp=sharing https://docs.google.com/spreadsheets/d/19ZzqrVDJgX6K9iOrYUsRmE9ZrtUFm5jzA3L9B_2434w/edit?usp=sharing

The frequencies that you're planning your tram service to run in. Having no overnight service won't sit well with potential riders of this line.

Other than the service levels, not bad. I'm going to ask a handful of questions regarding this proposal: Are you planning to widen the Lower Montauk Branch for this to work or not? How are other modes of Transport going to get between Queens and Brooklyn if the Pulaski Bridge is going to become a Tram-Only right of way? What Maintenance Facility will be in place in order to support this new tram service? Since you're turning the Queensboro Upper level into a dedicated Tram Zone (I'm not a fan of this idea) cant you turn the small Highway section East of the Queensboro Bridge into a park as part of the sunnyside redevelopment project?

Under what Street though? Am I assuming an Atlantic Avenue > Water Street > Fulton Street lineup?

But isn't the plan to split the 2 tracks into 4, which would then split into 8 for 4 different platforms at Grand Central?

@Union Tpke to add on to my quote. How about the following suggestion: One Pair of ESA Tracks link up with Atlantic Avenue while the other pair goes to Staten Island. Then your CBD connector could also be integrated. On second thought, I'm not sure if a downtown CBD Link is feasible, given the amount of Narrow Streets and old infrastructure in Downtown Manhattan

Alright, that makes sense

But how feasible is a Queens Plaza/Queensboro Plaza Transfer?

We could, but I personally don’t like that option and question the feasibility of it. 2 years ago, there was discussion here of making a lower level at 72nd Street. Some people proposed it for Broadway Service. Others on here proposed it for SAS service.

Theres 3 solutions that I see around this. 1) ReThink SAS Phase 3. It’s current design would force a bottleneck at 63rd Street. An idea could be as wild as making a bypass tunnel under 3rd Avenue that goes to the Bronx with provisions near 57th for a new Manhattan-Queens Tunnel. 2) 57th or Canal Flip. 57th Street would make all SAS service local and all Astoria service express. Canal Flip will send all locals via the Manhattan Bridge and all Expresses via Montague. Nether area preferable in my opinion. 3) Don’t build Phase 3 and connect ESA with Atlantic Terminal instead.

That’s what I’m thinking. I just threw the 50th Street idea out as an alternative.

@Collin if you’re concerned about 50th Street losing upper level Local service, then what do you think of the idea of extending its platforms, giving it a layout similar to Nostrand Avenue?

Between Parkchester and Main Street, there’s literally nothing so to speak.

Thanks. I didn’t think about the rolling stock that would use this though.

That brings me to ask the question: Aside from costs, why did the never consider the idea of connecting ESA with Atlantic Terminal?

I'm still under the notion that Phase 3 of the Second Avenue subway should not be built, Or else we're stuck with this: https://drive.google.com/open?id=1YOMBdOm6Y_U4S047evR--fEtzjeiWte6

The city is already trying that with the BQX, even thought that's a streetcar. I wasn't going to share this so early, but 2 Streetcar/LRT Lines could work in NY in my opinion. One would run along Main Street and follow the Q44, and the other would be the BQX Truncated from Astoria to Williamsburg. https://drive.google.com/open?id=1ofAQaSBt3v6LocvLBLVSP5xzui0_OYP3&usp=sharing

So what you’re saying is that a De-Interlined QB (even with Lengthened trains and platforms along Williamsburg/Myrtle Line) is a Non-Starter?

Basically when subway lines split apart from one trunk line to join up with other trunk lines. Take the for example. It starts off with the and on QB as a local service. Queens Blvd has 4 tracks, thus it’s considered a trunk line. The branches off at Queens Plaza and Merges with the and along 60th Street. The 60th Street/Astoria Line is a branch of the Broadway Line.