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  1. I agree that the to Secaucus is a bad idea. Any NJTransit train that goes to Secaucus either goes to Hoboken or Penn Station. If you are going to Penn Station, you don't need the , and if you are going to Hoboken, you could transfer to the there instead. However, I think that sending the to Hoboken would be very helpful (if they could get the NY/NJ Bureaucracy out of the way). Any new capacity across the Hudson River is needed. It would also take some load of the PATH, which would give it room for more expansion (maybe extending the yellow line to Newark and adding a line to the airport or Elizabeth)
  2. When Queens Blvd gets CBTC, the train will have to get NTT cars (probably R160s). This means it will have to exchange cars with another line, which will likely be the . They could get R46s this way. If the R211s come in, this exchange might not need to happen, but another change could push R68s onto the . When 8th Avenue gets CBTC, R68s will still be running, because the R211s won't retire them. The often run on 8th Avenue for service changes (at least the does, but the might in an emergency), so the , and probably the , will need NTT cars too. They will have to exchange cars with another line. They would probably exchange with the and give R68s to those lines, because the never have a reason to run on any of the lines that are getting CBTC in the next 5 years (8th Ave, Queens Blvd, Crosstown, Culver).
  3. This is something I’ve always disliked about the new stations. None of them have any color. Even in some of the ESI stations, they removed the color that was there (specifically the ones on 4th Avenue, which are good otherwise). The reason I dislike this is that it makes it harder to tell at a glance what station you are at, by looking at the color of a column or the tiles. They all look the same. Also, white stations are getting boring.
  4. This is how I would redesign the Flushing Line : The would now be a 4-tracked line, consisting of the (8) Express, and the (9)(10) Local. The (8) express would start at Hoboken, in a new extension. They would then go under the river, stopping at 23rd Street and 11th Avenue and Hudson Yards. They would then go to Times Square along the 's route today. At Times Square, the (9)(10) local would start. Times Square would be a four-tracked station. They would continue westward, stopping at 5th Ave and Grand Central, both of which would be express. Then, the (8)(9)(10) would follow the 's current route. The (9)(10) would make all stops, while the and (8) would only stop at the express stations: Court Square Queensboro Plaza 74th Street / Jackson Heights Junction Blvd Willets Point (express trains would stop here only on game days or during important events at the stadium) Flushing / Main Street The line would be built in different ways at different places. The express tracks would run separately from the local tracks, in a different tunnel, from Grand Central to just south of Court Square. Court Square would have a double decker structure, with the local (9)(10) to the west and the express (8) to the east. Queensboro Plaza would be built such that the (9)(10) shared the original two BMT platforms to the north, and the express (8) were on their own on the IRT platforms. The line would run with 4 tracks on one level on Queens Blvd, and then in a double-decker arrangement from 46th Street to Willets Point, which would all be on one level again. The line would then go underground at Flushing / Main Street, which would also all be on one level. Flushing / Main Street would be 4 tracks. The line would then split up. The (9)(10) would go on a new extension to College Point, the would go on a new extension to Bayside, and the (8) would go on a new extension through Pomonok and into Fresh Meadows.
  5. I'm very late, but this wasn't exactly the intention. The idea was what you would do if the trunk line had been built differently from the start, like: where would you put the express stations, and how many tracks would there be. Deinterlining could be included though.
  6. I like that. I had gotten this recommendation another time too, because the is shorter than the on its northern end. I think I will change my plan to add that. My one concern with weekends is that, if the ran instead of the , there would be 4 weekend lines on 8th Avenue, and only 2 weekends lines on 6th Avenue. In that case, I would have the run on weekends instead of the , and switch the northern terminals of the and .
  7. I created an overall plan for the B division, which includes frequencies in trains per hour during rush hour and new routes. Only a few routes are changed, but this plan requires no new tracks or stations (the one exception is that modifications might have to be made at Jamaica Center. If no modifications can be made, some will have to end at 179th Street, and some will have to end at Crescent Street.) The main changes are that the and are switched south of 42nd Street, a is added, the is moved to SAS, and the is moved to Astoria. There are also some changes in frequency. Every station should get scheduled service at least every 6 minutes during rush hour, except for skip stop stations, which will get service at least every 8 minutes. During weekends, the and will not run. However, the will run its full route on weekends. The and would have frequencies of 10 tph on weekends to make up for the loss of these two lines. If this plan were implemented, it would be best to implement it when the R211s start coming in, because some of these lines would need increases in service. - unchanged (15 tph) - unchanged (10 tph) - 168th Street - World Trade Center - 8th Ave Loc (10 tph) - unchanged (10 tph) - Jamaica Center - Euclid Avenue - QBL Exp, 8th Ave Exp, Fulton Loc (15 tph) - unchanged (15 tph) - unchanged (10 tph) / - unchanged (15 tph) - Forest Hills - World Trade Center (10 tph) - unchanged (20 tph) - Forest Hills - Metropolitan Avenue / Middle Village via 63rd Street (10 tph) - 96th Street - Coney Island (via Sea Beach) (10 tph) - unchanged (10 tph) - Astoria - Bay Ridge / 95th Street (15 tph) It is true that in this plan, trains at 10 tph are running with trains at 15 tph, which could cause problems. However, I decided that it was preferable to having lines run at 7.5 tph.
  8. Is this a program that you can download? I am interested in using it.
  9. The also very frequently skips going north from 96th Street or 103rd Street, especially during the evening rush. Trains will skip directly from 96th Street or 103rd Street to 137th Street to 145th Street. They used to typically use 96th Street, but I think they use 103rd Street more now because 96th Street is really crowded even without trains skipping. The good thing is that there is usually a train directly behind, but occasionally even that skips.
  10. 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.
  11. 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)
  12. 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.
  13. 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.
  14. 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?
  15. 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.)

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