Collin

Before that would happen, I believe they would curtail service significantly more without closing any stations. Go all local, eliminate overlapping routes, etc. If stations were closed, it would have to be entire lines that stopped operating. No sense in bypassing useable stations. Here's everything in the order I'd close them. 42nd Street which doesn't run full time anyways. 145th and 148th, suspending service. trains extended to New Lots. Nassau Street. Everything from Bowery to Broad Street closed. would terminate at Delancey Street/Essex Street. would be run as a shuttle. South Ferry, Rector, and Cortlandt, with service becoming a 242nd-96th Shuttle. Franklin Ave 72nd Street, 86th Street, and 96th Street on 2nd Ave. service suspended. runs via Brighton. Shuttle train for West End. All Concourse stations since Jerome is nearby. cut back to 59th Street Columbus Circle. stations from 207th to 168th. is nearby. All service suspended since many areas of the line have nearby stations. All Dyre Avenue stations with service suspended. This brings my count up to 52. Hopefully this doesn't happen, but that's my triage order.

@LaGuardia Link N Tra what is reverse branching? @bobtehpanda if the R is removed from QB, then what would replace it? Obviously it would be a local service via 63rd, but what Manhattan line are you thinking it would go on? I totally agree that QB local trains need to end at Forest Hills.

I saw some of that on the twitter page for the subway. Don't they realize that this could have happened anytime regardless of whether covid was a thing or not? I think that most of the people who want it shut down aren't actually dependent on the system. They own cars and can drive places. They see the subway (and buses) as an alternative to driving, rather than the only option many people in the city have to get around. A majority of NYC residents don't own cars. The system hardly ever shuts down. 9/11, power outages, hurricanes, and one snowstorm (although that turned out to be unnecessary and likely won't happen again) are the only reasons I can remember that caused the entire system to shut down for any length of time. It was only for a few hours in the case of 9/11, and didn't even last a week with the others, but was still massively disruptive. Imagine what would happen if it was down for weeks on end. In all of these cases (except the snowstorm), either the system couldn't run, or would be dangerous and with risk of extreme damage if it continued to run.

That's some serious damage, both to 6347 and the station. You can tell how hot the fire was from how the steel melted and deformed. That station is going to be closed for a long time. It's a good thing the train was mostly empty, and that it was able to make it to the station. If either the train was more crowded, or it wasn't able to make it into the station, this could've killed a lot of people. Such a tragic accident that isn't getting really any news coverage with all the Covid stuff.

I think losing upper level service to 50th Street is a big deal. That's closing most of a station and deactivating two tracks. The line is designed to be run with two local services. One from CPW and one from Queens. Any de-interlining scheme for QB that would result in a local service going past Forest Hills is a non-starter in my opinion. Every time a local service has gone past Forest Hills, it was very unpopular and quickly cut back. QB works pretty well as it is with the express to Archer, express to 179th, and and locals to Forest Hills/71st. It will be even better with CBTC controlling the merge points. Sending the (or if they swap terminals) via 63rd could be an option), but that limits the amount of service that could be sent up Second Avenue. Not sure if sending QB trains into two tunnels rather than 3 would be better. As far as what could be done now to de-interline Broadway. I see there being two options. One is to max out 2nd Avenue by sending the there at all times alongside the . Local service would be split between Astoria and QB (via 60th). This would likely be a service cut for Astoria since it still has to share 60th Street with trains from QB. It also would not be sustainable when Phase 3 opens and service starts, since it will require cutting Broadway-2nd Ave service to make room for. There wouldn't be an opportunity to create any service that never shares track with another. The other option is what I mentioned before, which is to have all local service come from Astoria and go via Lower Manhattan and tunnel to 4th Avenue local to Bay Ridge. Express service would be split between 2nd Ave and QB (via 63rd). I much prefer this option since it would allow one service to operate completely on it's own. As far as the terminal issues limiting frequency, I think the end terminals at Astoria Ditmars and Bay Ridge would be maxed out, and any trains that couldn't fit in them would need to short turn. A set of switches could easily be added to allow trains to short turn at Astoria Blvd, and right now they could also short turn at Queensboro Plaza. For trains not able to go to Bay Ridge, they could short turn at Whitehall or somewhere on West End (though that creates another merge).

Unfortunately with the covid situation, I expect an unceremonious retirement for the R32's. They could keep a set to do a final trip like the R42, but that would have to wait many weeks or even months since it would be considered a gathering.

Nassau Street Station And Switch Modernization May 2, 2020 to November 2, 2020 Bowery, Canal Street, and Chambers Street will be closed at all times. Fulton Street and Broad Street will be closed on nights and weekends. The following service changes are in effect on nights and weekends: trains will run via the from Delancey Street Essex Street to Lexington Avenue 63rd Street then via the to 96th Street Second Avenue. and trains will make local stops between 14th Street Union Square and Brooklyn Bridge City Hall in both directions. For service to Bowery: Transfer at Broadway Lafayette Street to a downtown to the nearby Grand Street station. For Service to Canal Street and Chambers Street: Take the instead. Transfer at Broadway Lafayette Street/Bleeker Street. For service to Fulton Street: Take the local or instead. Transfer at Broadway Lafayette Street/Bleeker Street. For service to Broad Street: Take the local or to the nearby Wall Street station. Transfer at Broadway Lafayette Street/Bleeker Street.

I think de-interlining needs to be looked at on a case by case basis. It doesn't make sense in every scenario. Some lines don't have problematic merges, and others do. In some cases, the cost of de-interlining outweighs the benefit by creating inconvenient transfers. One area I don't think should be de-interlined is CPW. It's designed to have local and express service coming from both Washington Heights and The Bronx, and heading to both 8th and 6th Avenue. There also is no opportunity to create a service that operates alone it's entire route (like the or ) since every service on it has to merge with another further down the line. There are other cases like this where it doesn't make sense to de-interline. Broadway on the other hand is a perfect opportunity to de-interline because it's possible to create a local service from Astoria all the way to Bay Ridge that never merges. It also has inefficient merges in the current service pattern.

I'm new here. This is my first post. I really like the LGA train extension and de-interlining of Broadway that's on vanshnookenraggen. There could just be one local service from LGA, through Astoria, Broadway, and 4th Avenue that never merges with another. Express service would still need to merge at 57th Street, but I think that point is better suited to have a merge than 42nd Street. The other question to ask is whether it creates more problems than it solves (as in additional merges). The and / merge at 59th would be eliminated, and the and merge would move from 42nd Street to 57th Street. However, with the new service pattern, an additional merge would be created with the at 36th Street. So it's the same number of merges, but I think it would be more efficient than the ones we currently have, and would de-interline one service to run alone. So I'd say it's worth it. Since the existing terminal at Bay Ridge and the future terminal at LGA likely can't handle a very high 24+ tph frequency, some trains would need to short turn at Astoria Ditmars and/or Whitehall Street. Peak direction express service could also potentially be revived on the Astoria Line since there would be the frequency to support it. The one issue is that the train would need to hit every terminal in LGA or it wouldn't be a one seat ride. So only having one station wouldn't work. Maybe do the same thing as Howard Beach where there's a station almost entirely dedicated to the air train and has little walk up ridership. That could be located in that Con Edison lot. And what about security considerations for having the trains go directly under the airport runways. I would think the DHS, FAA, TSA would pitch a fit if the MTA even suggested doing that. I'm normally skeptical of large scale de-interlining because it reduces the availability for one seat rides, but Broadway as it is now is just so inefficient and is an ideal candidate for it. The IND lines I think are designed to interline better, and there really aren't issues with it. I'm not sure de-interlining Brooklyn would make sense. I'm not under the impression that any of those services have capacity issues. Also, if it were de-interlined so that all Broadway trains went to 4th Avenue and all 6th Avenue trains went to Brighton, it would impose a transfer at Atlantic/Barclays that's not cross-platform since 4th Ave express trains bypass DeKalb. It's not as big of a deal if the extra transfer caused by de-interlining is cross platform. That's why I think there's no real pressure to have express one seat express service from the or line. The express trains are right across the platform at 96th or 125th if you want them.