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About W4ST

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  1. This was brought up by other people here before but I would like to put it back into discussion: cutting service to 5 tph due to adding CBTC is probably having a negative impact on service right now. I have heard multiple complaints about long waits this weekend. They should consider what other people in this group have proposed when these service changes occur that involve cutting QBL service to 15 tph total: ending the at Queens Plaza, raising the to 7.5 tph each and raising the to 6 or 7.5 tph, and running the or local when they are not running on the same track.
  2. The MTA probably wouldn't do this because they haven't been investing in the in general, but I think that a 57th Street Flip would improve the situation greatly. In the 57th Street Flip, the Second Avenue Subway tracks would be connected with the Broadway Local tracks, partially through tunnels that already exist. This would deinterline Broadway (reducing the amount of merges for the ) and increase service and flexibility on the . The new service pattern would be: Broadway Express: Forest Hills to Coney Island via Sea Beach: 10 tph (could be increased to 15 tph if necessary) Broadway Express: Astoria to Coney Island via Brighton: 15 tph Broadway Local: 96th Street to Bay Ridge: 15 tph Broadway Local: Could go from 96 Street to Whitehall or from Whitehall to Bay Ridge or not exist, depending on what commuters want most. This would give Bay Ridge riders a shorter line with no merges and a lot of flexibility due to Whitehall, and would allow more trains to run on all of these lines (except Sea Beach, but they could probably increase service to 15 tph if necessary)
  3. They really need to start incorporating elevator additions into their other repairs, like ESI. It's the perfect time to do it. The station is already closed. It would also help them with the cost because they would be doing a few at a time. I've mentioned this before, but they really need to add ADA accessibility at 168th Street . The station is closed, it is at a transfer point which is accessible, and they are repairing the elevators, so this fits in with the project! The whole station is closed, how hard would it be to build a ramp from the area with the elevators to the platforms. It's frustrating how these things are often looked at by the MTA. The MTA sees an expense and goes, "Let's put this off until later" when it would save money (in the long run) and time to just do it.
  4. The would serve West End, and the would split from the south of 59th Street to go west under a new tunnel to Fort George, in my plan.
  5. It would be hard to get an express train to Staten Island while the and run as normal, and Staten Island commuters would not take the local. However, what if the Sea Beach Line was rerouted? To start, a new line would have to replace the to Myrtle Ave, maybe the or or another second avenue line depending on which plan is used. Then the could go on Culver and replace the to Coney Island, allowing the to run express. The would go on Culver. Then, the would go under a new tunnel that splits off from the express tracks and continues under Fort Hamilton Parkway, then goes where the Culver line used to go westward with a new stop at 10th Ave (9th ave would have to be closed in this plan). Then the would take over Sea Beach and the could go express to Staten island. What do you think?
  6. While they're fixing the elevators, they should add ADA accessibility to these stations. It's a good opportunity because they are closed (or the area where the elevators are is closed, in some of them) and there is a really large gap in ADA accessibility along the 1 line that needs to be filled. They should also renovate the stations that haven't been renovated recently, if they are being closed (168th was renovated recently, so it does not have to be renovated.)
  7. That's a good idea. Perhaps, once SAS is extended into the Bronx, the station at 125 / Lex can be used for this new PATH-like line, which could start there, at 125/2nd Ave, or at 116/2nd Ave.
  8. I've been thinking about Phase 2 of SAS. I would prefer for it to go straight into the Bronx, and end at 3rd Avenue / 149th Street. However, it looks like they will build the segment to 125th and Lexington. Building it to 125th and Lexington alone is relatively useless, as just about nobody already on the will make the transfer, and probably only a few people on the , so I think they must extend it. Going across 125th Street is a good start, but I think that they should make the line go across the river into New Jersey. The line would cross the river, with a stop at Edgewater. Then it would go through Palisades Park, Ridgefield Park, and Bogota, before ending at Hackensack. Edgewater and Palisades Park do not have good transit, with only infrequent buses, so this would help them out. It would also encourage more buildings to be built in this part of New Jersey, which is geographically fairly close to Midtown, but is in a location where it takes a long time (around 45 minutes) to get to Midtown on infrequent buses. These would be the stops, starting from 125th Street and Lexington Avenue. 125th Street and Lexington Avenue (connection to ) 125th Street and Malcolm X Blvd (connection to ) 125th Street and St. Nicholas Ave (connection to ) This station would have 3 tracks so that trains could terminate here if necessary. 125th Street and Broadway (connection to ) This station would have a diamond crossover just east of the station, so that this station could be used as a terminal before the New Jersey portion is built. Edgewater - Hudson Ave Central Blvd and Anderson Ave Central Blvd and Bergen Blvd Central Blvd and Broad Ave Central Blvd and Depot Pl (Connection to HBLR, when it gets extended there) Just before or just after this station, the line would go aboveground. Overpeck Corporate Office Park (west of this station, the line would be built over I-95, and then I-80) Park Ave and I-80 Palisade Ave and I-80 (West of this station, the line would be built next to or over the New York Susquehanna and Western Railroad track) Bogota - River Rd and W Fort Lee Rd Hackensack - Main Street (Connection to the Passaic - Bergen Rail Line, if it gets built) This is not a priority (I think some extensions in Queens and the Bronx should be built first) but if the MTA builds a cross-125th Street line, I think this should be considered. Forgot to add: The Bronx extension can be built as well, this is just another extension that could be built.
  9. The thing is, there is a big difference between those examples. From Jackson Heights / Roosevelt Avenue to 34th Street / Herald Square, according to a test I made the takes 17 minutes, the takes 21 minutes, and the takes 24 minutes. That is a 4 to 7 minute difference, which is not always significant enough to warrant a transfer. Having the local go to Manhattan would ease some crowding on the express. On the other hand, from 36th Street in Brooklyn to 34th Street / Herald Square, the takes 24 minutes each, and the takes a whopping 37 minutes. That is a much larger 13 minute difference, which people are much less likely to wait for. Surely enough, most people from Bay Ridge transfer to a or train anyways, so they don't need the to take them all the way there. The in Manhattan has lots of transfers which will allow everyone to get where they are going with minimal transfers if they are not taking the or the .
  10. I don't like the Canal Flip, but I am a proponent of the 57th Street flip, and I can describe why. In general, I believe that a 57th Street Flip would be useful only if SAS is extended southward along 2nd Avenue in Phase 3 without a lower level. (I would also suggest a branch to Queens on that line, but I am specifically discussing the interlining that would occur at 72nd Street) These would be the advantages of a 57th Street Flip in that scenario. - Balancing of capacity. The Broadway tracks leading to SAS would only be able to handle 15 tph in this case, so we would want to connect those to the tracks that don't need as high TPH. That would be Broadway Local, as Broadway Local is long and winding. On the other hand, Astoria needs a lot of service, as does the Manhattan Bridge, so those two should be connected. If this flip was not done, the Manhattan Bridge would only be able to run 15 tph on the Broadway tracks without interlining in Midtown, which would be in my opinion unacceptable. - Flexibility. If Broadway Tracks interline with 2nd Avenue Tracks at 72nd Street, they would want some flexibility on the line, as there could be problems associated with the interlining. Broadway Express is not very flexible, as it has no terminals for a long time, while Broadway Local has a terminal at Whitehall Street. Therefore, trains can be distributed better, with Broadway Local south of Whitehall able to take on 7.5 tph, 15 tph, or 22.5 tph when needed. - Destinations. If this flip was made, SAS riders would have a direct route to Downtown, and Astoria riders would have a direct route to Brooklyn. This is not too important, as most people are going to Midtown, but it would help some people.
  11. When we are talking on the scale of billions of dollars, we have to choose what issues to take on first. I agree that there are lots of issues that need to be fixed, but we can't do this randomly. There has to be a specific plan.
  12. One station that really needs an underpass is 137th Street - City College because of the frequent service changes which involve trains skipping from 137th Street to 96th Street. (Maybe 145 Street as well) Whenever the MTA does this service change, they tell people to go up to 168th Street and then transfer to a downtown train (or vice versa) which is very slow and which nobody does, and they don’t add shuttle buses either.
  13. IMO they should dig out stairs to the escalator-only stations. The escalators are really slow, and stations like 168th Street aren't even that deep. The only problem with this would be that it could justify them closing all elevators at times, but that could be prevented. It would cost money to excavate these stairs but it would cause some people who avoid the stations due to the elevators to use them. It also seems like a safety hazard to only have elevators.
  14. This is a good point. However, the reason I added my 57th Street Flip is also for capacity balance. The Broadway Line connection to SAS is limited to 15 tph unless we terminate trains at 72nd street (which wouldn’t be very far) which would mean that the Broadway line tracks on the Manhattan Bridge would be limited to 15 tph as well (without including some interlining) This is not ideal because that is the fastest way to get from Brooklyn to Manhattan. Also, the Montague Tubes have more flexibility due to Whitehall Street, which helps counteract the imbalance caused by interlining.
  15. I understand, but I think that it is important that the Nostrand Avenue and Utica Avenue Lines share more than 30 tph. (at least 40) To do this, Rogers Junction would have to be either rebuilt or what I recommended would occur. I wouldn't be completely against a full rebuild, but I don't think people along those lines would be too happy about that. - For this, I was actually thinking about a 57th Street Flip instead of a Canal Flip. That way, the still go express on Broadway, and go to Astoria as well. This would allow deinterlining to be more efficient, since the two branches that need more capacity would be linked, and the two branches that only need 15 tph of service would be linked. I apologize that it was a little unclear on the map. - As for the , I have been seeing the discussion on this, and I really like that idea. I agree that having a third track would be better than skip-stop. - If there is space to put in the bypass without having it take over the Port Washington Line, I would be fine with its capacity being put to use in other areas. I'm not exactly sure where I would send the in that case, but there are many places to send it to. - I agree that a new tunnel would have to be built. The line would probably have to go under 57th Street to leave Manhattan. I was thinking about it going under 43rd Avenue and connecting into the 11th Street Cut. I like your idea too. Maybe some interlining would be better than complete deinterlining.

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