LTA1992

That's going to happen regardless since it looks like they want to equip the Brighton Line with CBTC around 2025.

The MTA board seems to favor the MTA going out and looking for other vendors in the future. I mean, how can you have competition when almost half the time, it's Kawasaki and Alstom alternating on orders with Bombardier coming in as a third? When it comes to open gangwys though, Bombardier has built many trains of that type, as have Alstom.

じがお。There's something in the color tone that takes away the sterility from 34th Street-Hudson Yards. Versus South Ferry which reminded me of extremely sterile and clean hospital corridors. Then again, I'm not a fan of hospitals...

Or, the 23rd Street station be a three track station to allow half of all services to terminate so more trains can serve the more congested section.

Judging from the most recent pictures, no. It looks like it may look similar to South Ferry which is saddening to me. Aesthetically, 34th Street-Hudson Yards is what the station of the future should look like. South Ferry was just too sterile in my opinion.

No. Sorry but as a daily rider of the and . you'd be slowing down my commute and forcing me to make extra transfers (depending on where I'm going). The currently provides me the quickest route to any part of the city. The only time anything is quicker is when the runs express Manhattan-bound.

Or those people, like myself, get their exercise within their daily routine.

There is already a provision built for that connection. The BOT made sure IND subways had provisions for Second Phase expansion. On the topic of lines I am proposing, I have been doing some research into Tunnel Boring Machines. It is, in fact, possible to build 4-Track Lines with a single TBM. The Multi-Face TBM can, in fact, build a tunnel of such configuration. Using that technology, the only Cut-and-Cover stations would need to be the Express stations. The other option is using two Double-Os running side by side to build a 4-Track Line. So the Manhattan, Lower Bronx (Up to 149th Street Station), and Williamsburg sections of the 1st Avenue Line can in fact be built as TBM. The 10th Avenue Line would still be built as Cut-and-Cover as congestion on that avenue is nowhere near the degree as those on the east side.

There is already a 1st Avenue Line in my plans. There is absolutely no need to take the entire as a roundabout to Queens. When I get to the more detailed maps, showing services and every station name on the maps, then I will talk about station designs. Like with the , there will be a station (likely 25th Street-11th Avenue) where half of the services terminate so that more trains can quickly serve the more congested sections railroad north of Times Square. -------------------------------------------------------------------------- This next post will talk about the Third Avenue section of the new East Side Trunk, as well as its branches and the effects on existing service. The Third Avenue-Riverdale Line in versions one through four was originally a line that started out in the north as 2-Tracks, then became 4-Tracks, then 6-Tracks. There was also a short stub for local trains to Riverdale Park not far from the Spuyten Duyvil Metro-North Station. With these major revisions, the nine is now 2-Tracks until north of Fordham Plaza. The Riverdale Park branch and station have been taken out of the plans. The Allerton Avenue Line has half as many stations as it did originally and runs local all the way downtown. The Boston Road Line has not changed in physical structure, but it now has 1/3 less stations and at least two have been slightly moved or merged for better connections and speed. Also, trains from this line will run local as far as Union Avenue-Broadway in Brooklyn. It would then run Express down Utica Avenue to Sheepshead Bay. Third Avenue-Riverdale Line The Allerton Avenue Line And lastly, the Boston Road Line I actually lied. There was a slight change in the physical routing of the Boston Road Line. I chose to swing it north then east onto Tremont so it could have a cross platform transfer with the Tremont Avenue-Crosstown Line. The next part will probably come tomorrow.

I was looking into how the line could proceed past the park. The original idea was to cut straight through and head south. But then the question was, what next? I chose Bowery because it provides more transfers with 6th Avenue trains to help reduce rush hour crowds on that line. About 72nd Street, I actually almost put one there. But I then realized that as an all local seving 10 miles of line, it would be better to just let it pass it. Besides, the M72 transfer was actually what I was worried about, but I then realized that that could still be achieved at 65th-66th Streets. Plus, there are many entrances to the Park closer to the subway stations. So accessibility is not an issue. ------------------------------------- Next up is an extension of the from 25th Street one block south to 24th, then head east along 23rd to Peter Cooper Village for connections with the 1st Avenue Subway. Let me not forget to mention that each of these new lines are CBTC equipped from the jump. Sp train frequencies are of no issue. As some may know, this was not part of the original plans, but recently, I've decided that more crosstown lines are needed as there never have been enough. The M23 corridor is painfully slow, so this line would exist to reduce travel times for people who live, work, and shop along this major thru street. --------------------------------------------------------------- Finally, for this post, is the South Bronx Line. In versions 1-4, the South Bronx Line was a 4-Track line from the 3rd Avenue Trunk to White Plains Road and Lafayette Avenue. After that point, the line continued as 2-Tracks to Throgs Neck, terminating at Harding and Tremont Avenues. I have decided that the entire line should be 2-Tracks with wider stop spacing as it would be making all local stops via 5th Avenue to the World Trade Center. Also, line construction. As much as subway is the preferred way, after visiting Paris and seeing how quite the elevated portions of Line 2 are (Line 6 is even quieter, but that was due to rubber tire conversion), they can also be beautiful. Working with the people of the neighborhood, an attractive design can be chosen that does not have to have pillars in the roadway. Depending on the area along it's length, there could be pillars on the sidewalk with the two tracks placed close to them. Island platforms with those stations. In the area with a central median, that median could be widened slightly and concrete pillars can be placed in the center, with the two roads running on top and side platforms at stations with pillars on the sidewalk supporting them. At the end of it all, it would double as a road improvement project. If chosen, the elevated portion would start just west of Boynton Avenue Station. Expect the Part Trois later today.

This is large expansion for the future. Originally, the 1st Avenue line was 6-Tracks. In order to reduce complexity of a specific junction in the Lower East Side, I took away two tracks and moved it to 5th Avenue. As a result, Concourse Connection and South Bronx Line Locals are rerouted along the new line. And I've ridden buses along 5th Avenue. One would do quite well to not only reduce traffic along the corridor, but better distribute passengers in the Midtown area. This is why it is all local. I've already taken into account why it's not really needed right now. But in the future, things could be completely different. Providing accessibility, room for more development, and reducing traffic congestion.

The first of my revised lines. The 5th Avenue Line is two tracks wide and from it's connection with the Concourse to the WTC, is exactly 10 Miles with 22 stations. It will be the only one of the new lines to be built with Tunnel Boring Machines as 5th Avenue is one of the streets with the most congestion which makes Cut-and-Cover impossible. Therefore, it would be the most expensive as well. I haven't decided on a color yet, but Pink is a large candidate in my book. Keeping it black would be the other if I didn't plan on using that for the Light Rail lines in the outer boroughs. This line would be serviced by the H route. It would run from Bedford Park Boulevard to the World Trade Center. This line would provide an alternate route to Midtown from the Concourse Line and therefore reduce crowding. Another line from the East Bronx would connect with this one, though it's exact routing has not been specified yet. A more detailed map will come out when I finish the grand scheme. Feedback is welcomed. The next extension would be the extension of the from Hudson Yards south to 23rd Street, then East to the FDR to provide another crosstown route and connect with the 1st Avenue Line.

I have decided that my expansion plans for the New York City Subway need another major revision. The 1st Avenue Trunk Line will be reduced to 4-Tracks (from 6-Tracks) and hold 4 services. The Concourse Connection will no longer connect to the 3rd Avenue-1st Avenue Trunk in The Bronx. Instead, it will head downtown as it's own line via 5th Avenue as an all local, but with stop spacing similar to the current plans for the Second Avenue Subway. This is to provide an alternate route to the Concourse Line and thus relieve the service of its crowding. The 10th Avenue Line will retain its current setup for now, though I am beginning to devise a way for the line to remain as 4-Tracks below 57th Street and send 2-Tracks to Brooklyn. This will also mean a revision to the Bushwick-Pennsylvania Line which would run to Starrett City from Myrtle and Bushwick Avenues. It would be reduced from 4-Tracks to two. More changes may come as this new plan develops. I am also thinking that that either the 1st Avenue Line be moved to Third Avenue or Shift to Second Avenue below 63rd Street. I really like 1st Avenue though because it provides the most direct route downtown. Taking two tracks from the 1st Avenue Line and moving them to 5th means another line somewhere in The Bronx. I never expected a v5 of the plan to be created, but I look forward to what I come up with.

Wrong, that express track is for testing the mixing of Siemens and Thales systems. What I said prior are the exact facts. If you actually watched the June MTA board meeting, you would know that.

The R32 is one of the lightest R-Type cars built for the system by B Division standards.

Isn't the rule that if a train is over a certain length, there has to be a second person on the train.

6th Avenue is next after the QBL. The is slated to be the first non-isolated route to get CBTC for almost all its length. From Union Turnpike to Avenue X.

What matters is that next to that brown M is Nassau Street. This is why the suggestion to plop an sticker over the came up. Creating a sticker for that purpose negates the need to replace an entire roll.

Slapping one on the old is better because the old says Nassau Street.

Some of these comments really drain whatever soul I have left out of me.

Two things: First, how do you know that? Second, that makes no sense. If that is the case, how are the cars of ENY even utilizing a test track with the purpose of intermixing the two? Uniformity saves money so the rest of the system having different specifications is counterproductive.

If I'm not mistaken, Canarsie uses the Siemens system and Flushing uses Thales? Or is it the other way around. Either way, this is what the Culver test track is for. To test the intermixing of the two systems.

But all new cars 179 and after will be CBTC ready and if ENY needs more CBTC cars, they could just retrofit existing 160s. It's not like they weren't built for that. Therefore, the "R179s are CBTC ready" reason isn't that strong.

It's not that they are incompatible propulsion wise. The MTA figured out back in the 80s that trains generally run better when they all are of the same type and propulsion. That's why you don't see mixed trains like back then.

There's a flaw in that logic, and it comes down to design at the end of the day. The effects of that limited design will rear it's ugly head in the future when they are planning yet another East Side subway.