LGA Link N Train

What are you going to do with the surplus of R160A-1's under this proposal and aren't the R32's banned from the B,D,N,Q, and R lines?

Logical, leave em on the

 

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They are not upgrading a car (R32's) just to scrap them shortly thereafter. As it is they are receiving bare bones maintenance because transit knows they are on the way out. That's just how things are done with all old equipment. "A simple solution" would cause billions of dollars. What happens to the transit museum? Where do we get the money from? You propose to run A and C via the express and just the W local. Not enough service on the W as it can only run at a 10 minute headway (because it shares with the N in Astoria and the R after Queensboro), yet you would have all that express service on the A and C. Those at local stops lose a 1 seat ride. Finally the C to Rock Park is too long because it's local, whereas the A is express.

Ok, forget what I said about the R32's. The Transit museum would be relocated in my proposal. (I also made a separate thread called A New Transit Museum). The would replace the local train. As for headway's on the , just reorganize the train schedules and the amount of trains that run on the . Also the commuters won't lose a one seat ride if they're going to Times Square, Fulton Center/Oculos, or Hoyt-Schermerhorn. Also, if the runs express, it would allow it to extend to Lefferts Blvd and replace the Lefferts Bound trains.

 

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BTW, I think the R42s would be retired by the R179s since theres only 50 of the former. Also, don't forget that the 211s will retire the SIR-operated R44s.

And R46's, heck if there are any remaining just put them on the

 

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Yup, anything before the 68's is being retired by the R211s.

Ok,

 

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The 211s are replacing the r46's

Not all of them though

 

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Can someone explain to me what the actual benefits of the RBB are? I feel like it would disrupt service on QBL without having much of a benefit... Who/what would it help?

First off the RBB runs through under served area's in Queens. Woodhaven Boulevard is really congested most of the time. And to Get from JFK to midtown takes 1.5 hours or longer (depending on your commute). Now if the RBB was converted into subway service, it would benefit those who live near it. Take off congestion on Woodhaven Boulevard (which is needed) and will likely give commuters a faster ride from JFK to Midtown, cutting time off to 45 minutes. As for QBL (since it's getting CBTC) would not be much of a problem, in fact there are 2 options to this proposal. One is to connect it to the QBL and the Other is to connect it to the Queens Bypass. Take your pick

 

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Okay, but you still haven't convinced me that SAS dyre is better than what they have now. trains during rush hours make Dyre Ave stops, then go to E180, and express from there all the way to Brooklyn Bridge (save for a short stretch in the lower BX). Additionally, riders get more centrally located stations in manhattan, access to brooklyn, and (relatively, compared to the long passages that will be required for SAS xfers) transfers to the (180, 149), , (125th) , , , (59th) , , (42nd) , , (14th), , (BBCH), , , , (Fulton). SAS will most certainly provide some of these connections, but for the most part, they will not be acheived with the same facility that they are off of the . And SAS will not give riders express service or Brooklyn access.

 

Finally, sending the up White Plains Road would be difficult. The termini at Wakefield and Nereid Ave. are close to capacity, and the addition of more trains there would only serve to delay.

Make the run peak service to Wakefield during rush and midday. At the weekend the and can do a skip stop pattern from Wakefield to 3 Av-149 St . Lastly, during late night hours the doesn't need to run at all. The could use the Dyre Avenue route overnight. Besides if the ran to Dyre Avenue, then it would have a lot more transfers than any SAS train that will run south of 63 St can accomplish. Times Square, Canal St, and Atlantic - Barclay's are just to name a few

 

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Anyways, once all R211's come in, they will Replace the remaining R32's and R44's and some R46's. Therefore, any R160's or R179's lying around on the can go to the and and use some R46's instead. The R211's should go to the and trains. The can be all R160's thanks to the . And the could gain some R68's or R179's

If you were given the opportunity to convert some of the Sea Beach line stations to an express station layout (as seen at Newkirk Plaza / Church Avenue / Prospect Park), which stations would be the most optimal ones to convert so that an express service could be run on the Sea Beach line?

The likely Canidates for Express stations on Sea Beach are 8 Av, New Urchet Avenue, and Bay Parkway

 

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Well, the 149/Grand Concourse junction does need to be reorganized (even though [1 phase of] the project would take a year or 2 .. or more than that) to build

 

 

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Exactly! Also, since the would be rerouted to Wakefield, it could now run peak exp between 241 St and E 180 St. But on a side note, shouldn't the be extended to Bedford Park Blvd? This would involve eliminating the sharp S-curve at 149 St-Grand Concourse.

 

The Dyre Av bypass that I mentioned is technically your express service. After E 180 St, there would only be stops at Hunts Point Av , St. Anns Av-Bruckner Blvd, 116 St, and then normal stops south of there.

 

It would run along the Amtrak ROW to Whitlock where a new el structure would connect the line to the abandoned platform at E 180 St.

Well, the 149/Grand Concourse junction does need to be reorganized (even though [1 phase of] the project would take a year or 2 .. or more than that)

 

 

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Also, the does not need to get sent up 2 Av. They would already get more frequent service since there would be no merging or interaction with the local .

 

The should be used for 3 Av to replace the original elevated. Dyre does not need two services.

Also you completely missed what I said about a Dyre local/express service. I said if it becomes successful and if ridership soars because of it's success, then there would be a likely chance to make a local/express service

 

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Why would you replace the on Dyre with a SAS line? You're cutting a ton of transfer options for them (no more 149th st, no more lex transfers). The reason ppl suggest the QB Bypass is because there is a ton of demand for it. Not so much for an expensive rebuild of a functioning service that has a good amount of capacity to spare... (also IDK who's suggesting a line under park ave. -- it wouldn't work -- MNR is under it).

HOLD UP!!!! Who said that I was eliminating transfers??? There's still going to be a transfer at East 180 St because there's already an abandoned station in place. The only difference is that weekend service will be diverted to Neird Av or Wakefield. The only major difference is that there will be no Late Night trains.

In other words the might see reduced service.

Also, the  does not need to get sent up 2 Av. They would already get more frequent service since there would be no merging or interaction with the local    . 

The  should be used for 3 Av to replace the original elevated. Dyre does not need two services.

yea I agree but First, that would be a seperate project on it's own and second, once you think about it aren't the current alternatives for the demolished 3 Av EL the Bx15 and the Metro North???

Also, the  does not need to get sent up 2 Av. They would already get more frequent service since there would be no merging or interaction with the local    . 

The  should be used for 3 Av to replace the original elevated. Dyre does not need two services.

I said if the becomes successful on the Dyre Avenue line up to the point where there's a demand for a local express service on Dyre Avenue

What you are talking about is the 2 Av-Dyre Exp, right? I agree with this. While some people think it's useless due to not providing service via a new corridor, it's no different from a line under Park Av or a QB Bypass via 63 St.

True, and depending on how successful it becomes (I f it ever gets built) then the and could run a local/express service on Dyre Avenue

 

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well, funding for construction has to be reorganized. It's sad that investment gets out of control so something needs to be done

... Which airport?

 

And 125th needs the service, building a tunnel is expensive, and the Bronx is already well-served.

Whoops, my bad I meant to say Times Square

 

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What I don't get is why barely anyone came up with a finalized expansion plan for the entire subway. (ESPECIALLY THE MTA, or at least not since 1968) but still, one of the only people who I found out was capable of doing this was Vanshnookenraggen. (And well of course, other people across the world)

Push for an extension for the to the Bronx, it's going to be a lot cheaper and I'm suprised that the MTA is denying this. This Bronx expansion is going to serve a lot more riders and give people at Dyre Avenue a one seat ride to the Airport

I see your point. That area could develop just like Hunts Point.

Funny, I've been to Hunts Point (mainly to visit my cousin who used to be into transit when he was 3) and I have noticed that within the time period of 2009 - Now, that area has developed a lot

 

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It wouldn't run via Ditmars and the GCP to LGA because the curve on Ditmars has to be super sharp. It will run up to the ConEd plant and turn right on 19 Av into the airport. There would also be no intermediate stops since its mainly industrial and wouldn't really serve a lot of people.

Well, who know's, that area could develop within time so leaving provisions would be a good choice

 

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What I meant to say by no merging was that THERE WOULD BE NO MERGING WITH THE EXPRESS AND LOCALS ON BROADWAY. In other words, the express/locals won't interact with each other and will only interact with theirselves. Also, that ConEd land is vital for improved service that was mentioned earlier. And thats because the 60 St Tube won't be congested, and no merging at 34 St anymore.

Thank you, at least you get my point. However I do want to point one thing out. If stations were added at 20 Av, Steinway Street and Hazen Street then would it be a good idea to promote any business, bus routes, etc. In the Area????

 

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Exactly! Also, I didn't say I would leave the at Astoria. They would both be extended to Fort Totten-Cross Is Blvd, and serve Bayside, Flushing, and LGA. I even said there would be no merging at all WITH THE EXPRESS AND LOCALS.

I know, and I said that only the Express would have to merge at 63, there is little demand for the at second Avenue, leave at Queens Blvd and reschedule trains or just wait for CBTC to arrive

 

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Que?

 

No, the benefit of this proposal is more terminal capacity in Astoria... Then you can send the (or as has been suggested elsewhere becomes and becomes ) up Second Avenue and make the a primary service for Astoria. That eliminates all merging on Broadway.

 

Not only does swapping the not accomplish this, but then you're leaving the without a yard. This has been hashed and rehashed ad infinitum. Move on?

Yeah, but if you were to extend the and to LGA, a new yard at con Ed would be built, which would allow the to go back to Astoria

 

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As for the , don't send it up Second Avenue, just keep it at Queens Blvd and at 63/Lexington, just reschedule the trains

 

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But it necessitates a merge with the after 36th and then a merge with the after Lexington...

True, but if that happens then would trains have to be rescheduled????

 

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Most Astoria residents don't go south of 34 St, because they mainly work in Midtown. But if they were going south of 34th, the would be better as they serve Chinatown and Lower Manhattan. Plus, there would be no merging at all with the express or locals if the swapped, leading to faster and improved service. The would return to Queens Blvd, but it runs via 63 St and skips 49 St.

Isn't that the point of this whole proposal

 

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