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  1. Which is where deinterlining Queens Blvd comes into play. You would then run 24 trains per hour along route if you deinterline QBL in some way (all of which involves removing the on Queens Blvd).
  2. The current system involves merging at Canal Street, 50th Street, 59th Street, and 145th Street. The deinterline plans knocks out Canal, 50th, and 59th Street, while maintaining the merging at 145th Street to retain express service on each northern end. It would also allow for more efficient scheduling, since currently the merging at 59th Street forces nearly the entire B division to schedule itself around it. With deinterlining, that will be no more. At that point, if you want a South 4th Street Subway, I think it’s time to start looking into having that replace the Broadway and Myrtle Avenue Els to accommodate future growth in Northern Brooklyn and Queens and allow for all day 7-day bidirectional express service, speeding up commutes between Manhattan and the outer boroughs of Brooklyn and Queens (the current Broadway el has only three tracks, for express service in one direction).
  3. The original plan for Archer Avenue Lower Level called for extending it east to Hollis at 190th Street, providing a complete replacement for the Jamaica El from 127th Street to 168th Street. As the tracks point in that direction, I have elected to include that extension in my own expansions plans. My original plans included stops at 168th Street, 177th Street, 183rd Street, and the terminal at Farmers Blvd to connect to the Hollis LIRR station, though I am unsure if the original program for action version listed specific version. If you’re going one stop to 168/Merrick, you might as well go all the way to Hollis like in the original plan. Just my suggestion.
  4. While an 18th Avenue train sounds like a good idea, shouldn’t a policy change regarding fumigations and terminal operations be considered before extending the to 18th Avenue? I feel like a little goes a long way here.
  5. I would suggest expanding the Second Avenue Subway below 63rd Street to 4 tracks, then have the outer two tracks feed into a new 2-track tunnel to Queens, with a stop at 72nd Street/2nd Avenue in Manhattan. In Queens, this new subway would operate under 36th Avenue, Sunnyside Yard, and finally Northern Blvd to Bell Blvd (with a deviation in Willets Point to 34th Avenue). From 57th Street to 162nd Street, the line would be 4 tracks with an express stop at 57th Street, local stops at 74th Street, 82rd Street, 89th Street, an express stop at Junction Blvd, additional local stops at 102bd Street and 108th Street, additional express stops at 126th Street and Main Street, local stops at Parsons Blvd and 149th Street, and an express station at 162nd Street, which will serve as the terminus for local trains. At this point( the line is two tracks again. Express trains would continue East stopping at Utopia Pkwy, Francis Lewis Blvd, 206th Street, and Bell Blvd. This would allow for better service to Northern Queens. I would also recommend extending the train East vía Roosevelt Avenue to 162rd Street, then along Crocheron Avenue and 35th Avenue to Bell Blvd. Three tracks to 162nd and two tracks to bell. Alternatives east of 162nd could include switching the alignments to having the service Northern and the new Northern Blvd-SAS Line serve Crocheron. Either option would allow for improved transfers, better terminal ops for service, and the new Northern Line would relieve crowding on the .
  6. Nice maps For the second map, what I would've done was to have the move to 96th Street with the , with the getting a service boost to 12 trains per hour (your map depicts broadway mostly remaining the same). The would remain mostly unaffected, though it would have one less merge to deal with. This would allow for more frequent service on the SAS, and more reliable local service. For map number 3, 59th Street is depicted as serving the , but the is already on West End. Shouldn't it be since the is going to 95th Street? In addition, I would also keep the mixing of trains at 145th Street that you feature on Map 2. Since the are the 8th Avenue express and the are 8th Avenue local, it would make some sense to have one of each on both northern end, that way no one loses their express service, and the passengers in Washington Heights and the Bronx have access to both 8th Avenue and 6th Avenue again, all while deinterlining 59th Street. That's just my take. I also would've recommended a rebuild of 149th Street-Concourse junction since the current service over there is still popular. That's just my take on it. Also, what software did you use to make the maps? I would like to make something similar in terms of track capacity for other proposals, such as 4-track SAS, new Northern Blvd subway, etc.
  7. 6th Avenue and Broadway run one block apart in most cases, so it’s all a matter of an extra walk to a nearby station. More specially: Queens Plaza: 21st Street-Queensbridge Lexington Avenue-59th Street: Lexington Avenue-63rd Street 5th Avenue-59th Street: 57th Street-6th Avenue 57th Street-7th Avenue: 57th Street-6th Avenue 49th Street: 47th-50th Street - Rockefeller Center Times Square-42nd Street: 42nd Street-Bryant Park 34th Street-Herald Square: 34th Street-Herald Sq on 6th Avenue platforms 28th Street: 34th Street-Herlad Square 23rd Street: 23rd Street/6th Avenue 14th Street-Union Square: 14th Street/6th Avenue 8th Street-NYU: West 4th Street Prince Street: Broadway Lafayette Street Canal Street: Transfer to the at Broadway-Lafayette Street for service to nearby Grand Street. City Hall: Transfer at Essex Street for service to Chambers Street Cortlandt Street: Transfer at Essex Street for service to Fulton Street Rector Street: Transfer at Essex Street for service to Broadway Street Whitehall Street: Transfer at Essex Street for service to Broad Street For Lexington Avenue express service, an alternative is to transfer at Lexington Avenue-63rd Street for express service.
  8. This one can be resolved not be extending them, but rather doing some policy change when it comes to fumigation at the Forest Hills terminal. Once we exhaust that, then we can extend the lines to 179th Street. I do have an extension of the local lines to 179 planned as part of an extension of the Queens Blvd express tracks to Springfield Blvd, but that may not come to fruition.
  9. If that’s the case, then they better pray that they will have enough cars to fill in the gaps. And are they going to preserve at least 10 cars for some movie shoots?
  10. That’s a great shot. Looks like that picture is really worth a thousand words.
  11. A revenue extension could be possible too, but I wanted the extension to increase turnaround capacity in Bay Ridge and possible storage tracks.
  12. First off, not to be nit picky, but that yard is called the 36th-38th Street Yard. That’s also an option, but I’m not sure when they will begin the planned conversion to passenger space. However, that option will remain open. In addition, I would also recommend extending the line over 31st Street to the Con-Ed plant, where a brand new train yard would be made to house extra trains. Also at the other end, there would be a small storage yard (akin to 137th Street Yard) along with one new station at 101st Street to allow for more train storage, though this location would leave trains vulnerable to vandalism. A connection between the Broadway Line and the Fulton Street Line (using the existing provisions) would allow for Broadway Line access to the existing Pitkin Yards and allow for better service in Central Brooklyn and Southwest Queens (ozone park and the Rockaways). A second connection between the Fulton Line and the Jamaica El (also using existing provisions) would allow for the second Broadway Local service to use the East NY Yards, plus open up new travel options for Jamaica riders, plus improved service for Bay Ridge and Sunset Park riders. However, this is all long term.
  13. I’m planning to have Astoria Line service at 12 trains per hour to accommodate the constraints at both Whitehall and at Ditmars. Essentially, what I plan for the meanwhile is that using the existing track infrastructure in Queens, the goes to 96th Street, service in Astoria expanded, and continue to service the Queens Blvd Line to maintain the yard access. All three services would be increased from 8 trains to 12 trains per hour, and service would be increased from 10 trains to 12 trains, pending improvements at DeKalb Avenue. The end goal is to reroute all Broadway local service to Astoria, which is a move I support, but that may have to wait until new yard facilities are found, but even then, the will now have one less merge to deal with, improving efficiency.
  14. Wow. This is such a childish argument. What normal commuter takes a Lyft if they miss their preferred train car? trains folks don’t take Lyft if they don’t get an R179. It makes no sense. You must be smokin some good stuff if you think that’s a great idea.
  15. Absolutely not. What Astoria and Broadway need is a deinterlining scheme to unclog arteries and make infrequent train lines more frequent. This can be done with it without new train cars.
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