R68OnBroadway

QBL is affected by a lot of G.Os which force the to run every 12 minutes, which is ridiculous. Adding the in would make it so that each train runs every 16 minutes, a great way to tank ridership. If the knew how to properly manage lines when they have G.Os, they would send the to Queensboro Plaza and have the run local in one direction and express in the other to have 8 min headways. I’d still be against sending the up QBL when there aren’t G.Os since riders would be confused at having the during regular service but not having it during weekends with work.

The argument that you would need to kill a ton of other G.Os to run regular service is tiring... cut the past 149th, end CPW/6th exp G.Os and then run the on the weekends (or have short turns to 2nd). It shouldn’t be difficult to choose fixing infrastructure which affects many on a daily basis over servicing a bunch of people who show up for a few hours for recreational entertainment... Another thing: Why don’t they install a crossover at Broadway-Lafayette between the southbound local and express to end that annoying and confusing swap G.O?

I guarantee that the M8 and M22 will be axed in the redesign (maybe even the M21 but hey it might just be an hourly bus).

What would be great is having the (and with deinterlining) run to LGA and later Flushing to get a second line out there. From there you can either run both them via the local or maybe have one run via Astoria peak express to see if you can siphon away more riders.

How about 10 , 10 and 12 (you would have also a service and a Lex 63-59 passageway to try to incentivize people to either take the or the local.)

With QBL CBTC, could you run 17 trains for an 8.5/8.5 split? (Locals would terminate at Church and the would terminate at 18th middle).

I can only see that happening if a was added to replace the . As for the merge, I’d put it just south of 50th before where the Queens sour tracks rise to deinterline the local and express. Doing so gives you a lot of space for a switch (20-25mph maybe) which would have a low impact (certainly less than that of Canal).

Would adding an infill station at 104th/CPW for the with a transfer to 103rd be beneficial? You’d give another connection to 7th and relive the transfers at 168th, 149th-GC, and 59th.

In terms of other old signage/infrastructure, I remember 57th used to have the old “next train” indicators up until IIRC the ESI renovation.

It'd also be great to see the run past 9 pm at least one once this year...

Didn’t a power washer or something fall on the tracks a year ago or so?

Don’t forget me ;( BWHAHAHHAHAHA I think we just leave this kid alone to his own delusion; let’s just get on with other subjects.

If so many people use the , why can you often find seats ? The only people who might use it are people transferring to the . The isn’t very busy on 53rd (neither was the ) and if it is such an issue then take the to 53rd for the . Are you obsessed with the 11th st cut or something? As for merges, you would kill the Canal, 34th, 11th St, and 5/53 merge while moving the merge to 36th and keeping the merge at Queens Plaza with the . The only merge added is between the south of 50th.

To be clear since people keep on thinking otherwise, I am NOT deinterlining CPW. All I am doing is sending the express south of 50th so it skips 23rd and Spring while still making all stops between 168th and 42nd.

The would only be express between 50th and Canal, so you could build a faster switch at 50th and kill the Canal merge. In the end you’ve lost direct CPW access to a grand total of two stops which have cross platform transfers one stop away anyways. A train would be able to give relief to the as it’s been proven that the hasn’t helped since it doesn’t cover all of 53rd and doesn’t reach 8th. Moving the to Astoria would be great in terms of reliability for the line and you’d actually see a decrease in merges since the would now only merge with the and while today it merges with the , , and . The would also only merge with the . The via 63rd wouldn’t have much of an effect and the mergers at 36th would be much easier to handle with CBTC. While the connection to Lex express is lost, you have the at 51st and the express wouldn’t make a difference at that point unless you wanted to go past 14th (in that case you should be taking the to 63rd for the to Union Sq anyways).

Can you get a brain implant or something?

When they killed skip-stop on the , did they ever consider having express service between 137th and 96th?

You gotta love those oatmilk ads...

The would run express south of 50th so it's not going to crowd out the . As for the rest of your response, its been addressed numerous times and you clearly won't listen so you can look thorough past posts.

My god you are way too obsessed with keeping the on QBL... you have the at 51st for the replacing it and the point about Broadway access is moot considering that most people on QBL take the for Lex express to downtown, and under that case you would just take the to 63rd for the to Union Sq... As for the whole fumigation issue, I would station both platform staff and NYPD at major terminals like Forest Hills and Bowling Green to turn trains around ASAP. BTW, why do trains fumigate at Broad if they usually turn around and head back into service immediately?

I share this view; Essex should get all 3 tracks for through service (adding a 4th in the old terminal and removing the NB track to kill the curve would also be great) to maximize throughput on the Williamsburg. However, I would simply reopen the old platforms at Bowery and Canal and have the use the outer tracks while the 4th Av service uses the inner tracks and terminates at Bowery so you can get the transfers at Canal and also have the potential for a connection to 6th Av at Grand St in the future.

If you want to know why there aren’t bathrooms on express buses, look to the ones on the LIRR...

Cutting the to 7.5 tph sounds like a great way to further overburden the and . Until we can get either a third track across the bridge (which we can then use to de-interline in the peak direction) or can run 30 tph, the better idea is to kill the and increase the to 12 tph.

How many trains can the WillyB handle per hour? I’ve been looking at a lot of these proposals to have split express/local service between Marcy and Broadway Junction, but upon further examination, I realize that you can’t really do that unless you want to give Jamaica Av riders only slightly better service. Now to talk about skip stop service. I seriously doubt that a good portion of people are taking the from Jamaica to lower Manhattan; those people are either a) taking the and transferring in Manhattan or b) taking the to Broadway Junction for the to Jay for the . Skip stop to me is more or less an excuse by the MTA to run fewer trains since the runs for such short periods. The ’s poor ridership is a result of its poor frequencies which combined with the frequency of other lines leave everyone ditching it for the . Killing skip stop would actually decrease travel times for riders as you could run double the trains which would be great for enticing more riders to use the to the vs Q52/53 to .

Wouldn’t it be better though to have trains skip? Most people there are looking for the to head uptown so wouldn’t it be better to have trains skip for riders heading downtown?