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  1. Interesting. If they are going to plan this in the modern day, they should have at stop at 108th Street to provide more transfer opportunities. Isn't also the distance between Junction Blvd and Woodhaven Blvd the same distance between 47th-50th on the 6th Avenue line and both the 7th Avenue and 5th Avenue stations on the Queens Blvd Line? There's also this big gap between 99th Street and Main Street. Why not also add a stop at College Point Blvd and Van Wyck (the same location as the old Worlds Fair station) to connect with the Q58 and provide park access? After all, the train is the only subway line to get to the park and it's on the north end, so it doesn't hurt to consider another stop there to provide another subway line directly to the park and the surrounding area. Or would the area be unhospitable for park users?
  2. I though the line was to be in a flying junction with both local and express tracks. Also, why didn’t the original plan include stops at Junction Blvd and 108th Street? Those two corridors serve bus routes going from one end of Queens to another? Did it have something to do with stop spacing, or was it something else?
  3. Hold up. Isn't Crosstown Line CBTC on the table too? Wouldn't it also make sense for the Coney Island to get R211s as well so that CBTC there can be used with brand new cars? Perhaps we could do: Base order (440 cars) : 290 cars : 150 cars Option order (640 cars) : 260 cars : 380 cars Following moves: R46: 232 cars retired from 122 cars reassigned to until retirement 120 R46 cars retired from following base order 276 R46 cars retired from following option order R160 8843-9102: -> . R179 3150-3237: -> . Hate to make predictions, but it doesn't hurt to try.
  4. But the R179s won't move out of Pitkin because of the R211s? I'm under the impression that the would need around 36-38 trains to make the service, so that's why I was thinking the R211s would solely be at Pitkin Yard with the R179s moved out.
  5. So how many would be enough to retire the R44 SIR and R46 cars? 1175 cars (this is assuming base order of 535 cars plus first option order of 640 cars)? Also, can 440 to 460 60-feet cars alone be enough for the and Rockaway Park Shuttle alone or will they need more cars?
  6. Okay, but wouldn't the Water Street section be 110 feet deep below ground, or would that also prevent a station at that location from being built (while also complying with ADA requirements)?
  7. I looked at the diagram, and I wonder if they can also build a train station at Whitehall and Water to allow for connections to the and while allowing for a new tunnel to Brooklyn, or even provide a transfer point to trains going into Brooklyn via the Montague Street Tunnel before a new tunnel could be completed.
  8. Okay, though my SI rail plans do not call for having the subway go to St. George, since that would still force people to go there, especially if their destination is Lower Manhattan. The subway would go elsewhere on the island to serve areas with no rail service. I would save St. George for another train line. I’ll have the details for both soon.
  9. Even if service were to operate as frequent as 15 trains per hour?
  10. I was thinking of the same thing for the LIRR branches (except for RBB, as the southern portion is already used by subway service). However, there could be some issues with getting bus passengers to use some of the stations, specifically one on the PW line: Auburndale. That station sits at 192nd Street halfway between two major thoroughfares, Utopia Pkwy and Francis Lewis Blvd, the latter of which is served by the Q76. Since it's located hidden away from major areas like Francis Lewis, Utopia, and other areas, many residents and bus riders through the area don't even know that the station exists. This phenomenon also appears at some other LIRR stations, such as Laurelton on the Atlantic Branch, which also is hidden from major streets. In contrast, busier stations are located just off the main streets. For example, Bayside is located at 41st Avenue and 213th Street, which is just off Bell Blvd. Bell Blvd is service by two bus routes from other areas of Northeast Queens, and is easily walkable from the commercial and residential areas of the neighborhood. It is also one of the busier stations on the line. If they really want to get more people on the LIRR, more will be needed than fare restructuring via OMNY and increased service. Another recommendation is to relocate stations to more accessible areas. The Auburndale station could be moved from its current location at 192nd Street to a better location at Francis Lewis Blvd, where bus riders on the Q76 could easily transfer to the LIRR. Other LIRR stations within the city limits could also be evaluated for such a move. Speaking of fares, I also recommend completely restructuring the fare system. Under my plan, the base fare for the subway and bus is $1.50, with free transfers maintained. LIRR and Metro North fares would also be restructured. New zones for the LIRR would be as follows (all fares would be counted as one way): Zone 1: All New York City stations, including Bellerose and Floral Park on the Hempstead Branch. Fare: $1.50 Zone 2: All Nassau County stations except Bellerose and Floral Park. Fare: $3.00 Zone 3: All Suffolk County stations. Fare: $4.50 Metro North zones would be as follows: Zone 1: All New York City stations. Fare: $1.50 Zone 2: All Westchester County stations. Fare: $3.00 Zone 3: All Putnam County and Fairfield County, CT stations. Fare: $4.50 Zone 4: All Duchess County and New Haven County, CT stations. Fare: $6.00 Free transfers would be available between the LIRR/MNRR and the subway/bus system. There could either be fare capping or unlimited passes like today, with One-day passes at $3.00, 7-day passes at $21, 14-day passes at $42, and one month passes at $84, though I think fare capping could be more fairer. As for the SAS to Tottenville, I would rather have this line go along the Fulton IND local to eliminate the merge at Hoyt-Schermerhorn and allow for more frequent service east of Hoyt-Schermerhorn. I may have other plans for SI. Note: the $1.50 value came from finding the value of $0.05, the fare in 1904, in 2020 money. The fare could rise in line with inflation, but not faster than that.
  11. Wait I though the original plan was to put it on one of the two LIRR trackways once used by LIRR Rockaway Beach Line. Would’ve that also triggered FRA compliance or no?
  12. If we are going to do three tracks, why not go the extra mile and do 4 tracks?
  13. I believe that the removal of the is definitely something that should be rammed through. This is needed to increase capacity anyway.
  14. That’s good, but to me, I’m not a big fan of a 50/50 split, since at 20 trains per hour combined, you still have a 10 train per hour frequency, just with longer trip times to Atlantic-Barclays. I do like the 12/8 option as well, provided there’s no local trains short turning at Bay Pkwy, otherwise, some folks may lose service. You’re both right. There’s going to be a lot of trade offs with any plan. Its hard to please everyone. Hell, I’ve seen some folks who are under the misguided impression that removing even ONE small interline would mean it’s the end of the world. Even if someone tells them they can transfer across the platform and there will be more train service on the deinterlined routes, they won’t hear any of it (kind of like me last year). This actually gave me another though: has there been a time where the or its predecessors proposed subway routing changes, ignored public feedback and a majority opposition, and just went ahead with their exact plans?
  15. I read the Vanshnookenraggen post last night, and my concern with it is that he has the and doing a combined 24 trains per hour on West End. Since they're both going via Montague Street Tunnel and the City Hall curve limits trains to 21 tph, wouldn't it be better off just having the singlehandedly going from Astoria to Coney Island at 20 trains per hour?
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