R68OnBroadway

The new rerouting for the M31 would be as follows (this requires 60th to be made two-way or to be made eastbound-only). M31 EB towards York (normal route until 3rd Av) Left on third, right on 60th, left on York and then resume normal route. M31 WB towards Hell's Kitchen/Clinton: (normal route until York/61st) right on 61st, left on Lexington, right on 57th and then resume normal route If you connected the Queens-bound lower level onramp of the Queensboro to the upper-level onramp, you could probably close the onramp from 57th to 58th, but you would still have problems from lower-level drivers trying to get to 1st Avenue (having a camera giving tickets for box blockers might help). This could speed up the M57, and you could also add bus lanes on 57th to speed it up a bit too. Congestion pricing might help as well if it takes cars off the road (given that the designated CBD is everything south of 72nd, not 60th since the QB upper level exits at 62nd/63rd).

We all know Rodgers Junction must be rebuilt, but what plan would be best to rebuild it? It is a no-brainer to connect the Nostrand Av line with the local tracks to avoid that awful merge with the , but you can save a great deal of time and money if you just deinterline the branches and have the Lex lines run down New Lots ( to Utica via express, via local to New Lots) and have the Bway-7th Av lines run to Flatbush, since you only need to connect Eastern Pkwy SB local to the SB Nostrand track. I don't know much about the demographics for ridership and destinations about the area, but would it make more sense to deinterline to build only one small connection or would it just be better to build the flyovers?

Can something be done to speed up the M42 and M31/57? Last time I took the M31 it was a nightmare. Bunched buses, stops every block or two, and it crawled thanks to a-holes blocking the box by the Queensboro. For the M42 I suppose SBS could be added, but for the M31/57 the only thing I can think of is rerouting those buses to run on 66th (westbound) and 65th (eastbound) between 3rd/Lexington. You could also install SBS on the M31 and have the M57 use its lanes. If you reversed 60th street or made it two-way, you could run buses on 60th and 61st instead.

Would it make sense to split the M3 or M4?

Since longer routes mean more unreliability, are there any routes that should be split to increase reliability?

Saw something like this on the A once, except that they didn't even put an on it, they probably figured people would know it was an as R46s are the signature on that line.

Imo all lower-use branches within the city (Atlantic, PW, etc.) should be converted for subway use to allow for in the case of PW, better subway service to Eastern Queens and for Atlantic more capacity for trains to Penn and LI.

They still will... CBTC and new wayside block signaling are both being put in place. If they didn't have a backup in the need of CBTC being shut for a bit or as a failsafe, how would they get work trains, fan trips, and multi-division moves on the line?

Sounds like a good plan, the only obstacle would be riders complaining of a loss of a one-seat ride, as Brighton wanted a one-seat Broadway ride and the asian communities in SW Brooklyn wanted a one-seat ride to Grand Street and Chinatown. Regardless of complaints, it would be better to have this option than go through the mess of accommodating weekend service that can't get more than 8 tph. One question about this plan: I'm assuming the stop at DeKalb while the skip it, right?

How much does DeKalb take away in terms of capacity? I was thinking about drawing up a deinterling plan for Broadway and South Brooklyn.

I see the RBB as more of not irrigating a "transit desert" but more as a way to improve crosstown service. Would making it part of RX to JFK be reasonable? You could have the line branch off from the Bay Ridge Branch around Roosevelt Av, and have it run parallel to the LIRR (maybe you could have a transfer to the LIRR at Forest Hills) to the RBB to JFK. You could even build a branch to LGA as well to provide a link between the two. This is really just a random thought, so don't go crazy if it sounds idiotic. Overall though, I think that unless there is some transit merit to the RBB, it should be left as-is. Building a park now might be bad in the long run if the area grows, and building a subway seems impractical considering a bypass line will take at least 25 years from conception to completion.

No trains running this weekend

Can someone post the diagrams to the following buses: -GMC RTS -Grumman Flxible -Gillig Phantom Thank you!

CPW does have ridiculous headways on weekends.

Ideas for Fordham Road extension: train option: To do this, I would do the following: -fold 148th back into Lenox Yard -lengthen the platforms at 145th to accommodate 10-car trains, also install elevators - around the 148th st curve, the will head deeper under the Harlem River Drive and connect with the and at 155th Street. The line will then run under the Harlem River to the MNR ROW, where it will resurface at the two junkyards by Highbridge. After the bridge, it will run over the Major Deegan to Fordham with stops at the MNR stations. Line will then run either underground (cut and cover must be used) or as an elevated. Stops at Grand Concourse, Southern Blvd, White Plains Road, Williamsbridge Rd, Eastchester Rd, and Pelham Bay Pk. train option: is extended east under Fordham to Pelham Bay Pk with same stops mentioned (minus ones west of Concourse) train option: is extended over to Fordham Rd. Stop at University Heights replaced with a stop at University Av, then continues on with earlier stops mentioned.

Does this mean all 62As are off the ?

Why do they say it runs via the and lines as if it is heading towards Forest Hills? Are they trying to confuse people?

What a surprise... not.

Extending the to Queens Plaza will do nearly nothing to help. Without a transfer to the , riders will opt for crowded and trains that will be only a little less full than at Court Sq. I doubt riders would transfer to the , a slow and unreliable three-borough local.

People are going to transfer ASAP, and they certainly won't to the , so all that will do is have people get on the / a stop earlier. If the should be extended, it should be to 18th Av or Kings Highway as it fumigating at Church backs up the .

Was he flipping you off?

If you added 20 mph switches at Kings Highway and 18th, could you terminate trains there?

Regardless of that, I would still want to get it renovated ASAP. I would connect the SB and NB express tracks to the current tracks north of Fulton to allow for one-platform operation at Chambers, thus closing down the outer island platforms and the eastern side platforms for other use. The tracks would be left in place in case of storage, but under this plan only the center platform would remain open.

I can name 6 things so far the MTA can do during the shutdown but is refusing to do: Elevators for all stations PSDs ESI or some other renovation for 6th A possible third track at 8th to increase train turned per hour More/wider passageways at Union Sq I think that of all the stations, Union Sq can benefit most from PSDs. It gets dangerously overcrowded every day. I agree with you on the PSD thing. The MTA is literally designing it to fail, probably because PSDs allow for more reliable OPTO, little need for vacuum trains, and a decrease of delays which will force some employees not to stand around, all things the union opposes. I really hope Byford can at least get elevators for at least 1st, 3rd and 6th.

The Archer Av station design should have been used- large enough to accommodate large crowds and also tall to allow for more air circulation. The use of brick would make the station much more pleasant- the SAS stations are so drab due the lack of art on the platforms and color contrast. Imo we should try a pilot program at 3 Av to test the effect of full size PSDs on climate, trash and suicides. If I'm correct MTA already planned one but half-assed it by making it 4 ft 5".