2Line1291

OOOH!!! 😁 https://construction-proposals-bids.enr.com/bid/580/mta-new-york-city-transit you must be talking about this

The one good thing about this R179 order is there's now a surplus of 8 car B division cars. Too bad they couldn't be a large amount of 10-car R179 sets like the 8-car version. As I mentioned in the R211 thread I can see the and Rockaway Shuttle becoming 100% R211. In relation to the R179 though i can see - having a mixed fleet of all the 10-car R179s and the R160Bs from the - has all the 8-car R179s. - having all the R160s from the

It'll make sense for the trains to have all the R179s and the surplus 8 car R160's go make the 100% NTT and additional trains on the

My first time commenting on this subject 😁 whichever line the R46s are on should be the ones the R211 run on making the and Rocakway Park Shuttle 100% R211s. R179 and R160B trains can go to the making it full length. The R160A trains can be displaced elsewhere. Far as the R262 goes in my opinion Lexington Ave doesn't always have to get the newer equipment cause its busier than it's West Side sister (7th Ave). Depending when CBTC installation is complete the might get the R142s but that's a different topic on another thread

I read Lenox Yard was a maintenance yard previously so I dont know if it will be any costly trouble of converting it back to a maintenance facility almost similar to Jerome Yard on the .

Doesnt commuters transfer from local to express trains at express stations anyways for example 96th St 125th St and East 180th St. In the case of detangling services I think renovating our express stations and transfer statioms to allow a better flow from one train to the other will be at ease. Ordering trains with wider doors like the R211 is a great start. I think we for the most is so used to oneseat rides that detanglng the system I s foreign to us like open gangway cars. How would we know till we really try it out

I will let you be entitled to your opinion and I'll be entitled to mines.

Thank you thats the game plan I was trying yo propose. Theres no more express but at least the will be run Lexington Express to Utica Ave. The isnt merging with the trains in the bronx anymore just the . I propose the <2> peak express stopping at 241st, Nereid, 233rd, 225th, 219th and Gun Hill; then going express stopping at 180th, 3rd Av and Grand Concourse. For PM peak express its the reverse.

With Dyre connecting to Pelham, both the and will run express on Lexington and the would be the Lex Local. I don't see how having the <2> will reduce service. The running up 3rd Ave running pass Gun Hill Rd would provide riders with an alternative out of the Bronx and to Midtown would probably keep service at it's current TPH. If anything some (3)'s can run into the Bronx to Gun Hill. The will save time running on the Pelham cause not only is it running peak express between Hunts Point and 3rd Ave, but if you compare the Pelham 3rd Ave and White Plains Rd 3rd Ave stations, the would have to stop at 2 stations after 3rd Ave plus going through a tight S-curve before reaching Manhattan while with the Pelham, 3rd Ave and 125th is a stop away. The would run local but it'll be more frequent than it's current headways since it will not share trackage from Woodlawn to Brooklyn Bridge. Far as the goes yeah I can agree on that.

Anything that has to do with disconnecting the off White Plains Rd is a super plus. In a scenario the stays on Dyre Ave, it needs to be connected to the Pelham at Hunts Point like originally intended. In the meantime the running up 3rd Ave and joining the Concourse extension to Bay Plaza. This way Bay Plaza and Gun Hill Rd riders have the that goes to the West Bronx, Yankee Stadium, and Harlem with the that goes to the Hub, Spanish Harlem, 2nd Av and Broadway along with a transfer to the and the . Also this allowing the to run more efficiently including a <2> Bronx peak express running express south of Gun Hill Rd and the to run efficently still run AM rush hour express in between Hunts Point and 3rd Ave (LOL if Pelham Bay riders would allow that) eliminates the tight curve bottleneck at Grand Concourse-149th St along its right of way

I don't post on here a lot but this was running through my mind. Under this new set up the would be Broadways supplemental express service via Sea Beach. After the comes into the picture where would happen to the now that the works as Astoria's sole service from Astoria to Whitehall St and Coney Island. I was thinking the running on Second Ave from 125th to Coney Island could work if it connects to the Bridge.

@Deucey I learned something new tonight How so? I have a sense of where you coming though

Quality over Quantity, the Second Ave Line is better off being built along Water St and a future extension to Brooklyn via an Atlantic Ave Tunnel. Like Wallyhorse said, and 2nd Ave service along Fulton Ave Local and in my opinion the other one going down Culver Express and local south of Church Av. So far as DeKalb Junction goes, I understand the wonderful perks of flexing our subway services but I'm just looking at DeKalb and see trains flows better down 4th Ave Seach Beach and West End, while trains flows better down Brighton.

Gotta think outside of the norm there's always room for improvement. Sure the current setup does the job but I know there's a better setup then the one we have right now of Broadway crossing in front of another.

I think 96th St could handle all trains, and the can handle Astoria alone. I completely agree with you two

57th St was the terminal of the before they extended it to 21st St-Queensbridge I believe, but why couldn't they use it as a terminal now?

From what I understood the or can handle Astoria alone, but with that many trains per hour serving Astoria the issue is Whitehall will not be able to turn all those trains around and the case of the Sea Beach doesn't need that many trains per hour like Astoria needs. And now the other issue I thought about is the wouldn't have direct yard access

To help the Broadway conga; terminate the or at 57th St, and run the to Jamaica-179th in the place. So now this streamlines service on Broadway express and local. Plus the wouldn't be as long as it and probably opens up room for a Culver Express . The only con I can think of is... complicating train movement at DeKalb Ave, would the track switchs at Lexington-63rd be able to handle the amount of trains, and where to terminate southbound trains.

What would have happened to the if the Pelham Line was converted to B division specs?

Yeah my bad that came out wrong, the idea just popped up in my head .

As far as Second Ave into Brooklyn the is fine the way it is. Constructing a brand new Atlantic Ave Tunnel for the and lines will streamline operation on Second Ave with the tying in with Fulton Ave Local tracks to Euclid Ave and the tying in with Culver Ave Express tracks to Coney Island. In the case with Bergen Ave, this now justifies re-doing Bergen Ave lower level station.

A Division 10 cars and B division 8 cars is about the same length.

Wakefield-241st St to Kings Plaza - via Bronx EXP to 241st; Bronx Local to Gun Hill Rd, Eastern Parkway/Utica Local Harlem-148th St Middle Village-Metropolitan Ave - via Myrtle Ave *Myrtle Ave Line disconnected from Jamaica Line and now tied to Clark St Tunnel Woodlawn to Spring Creek-Flatlands Ave * New Lots Line extended down via Elton St Flushing-Main St to Kings Hwy/Nostrand Av - via Astoria Blvd. *Nostrand Line extended and Astoria Blvd Line branches off Lex at 96th St Bay Plaza to Brighton Beach - via Third Ave/Gun Hill, 125th St 168th St to Libery Av/Sutphin Blvd - via Fulton Ave Exp *Lefferts Line extended to Sutphin Blvd Bay Plaza to Coney Island - via Concourse/Gun Hill Rosedale to WTC - via Atlantic Branch, 53rd St/Queens Blvd Exp Little Neck Parkway/Hillside to Church Ave - via Hillside Local, 63rd St/Queens Bypass, Culver Local Astoria-Ditmars Blvd to Coney Island - via Broadway Exp Eastchester-Dyre Ave to Coney Island - via Dyre-Tremont Av/Third Ave, Second Ave/Broadway Exp 125th St/Broadway to Euclid Ave - via 125th St, Atlantic Av Tunnel/Fulton Ave Local Little Neck Pkwy/Hillside to Coney Island - via Hillside EXP, 63rd St/Queens Blvd Exp, Second Ave, Atlantic Ave Tunnel/Culver Exp discontinued, and I don't know what to do with the

Relating to the I was thinking of two options; 1. Truely pairing the . What I mean by this is sending the to up Second Ave with the to 125th ST lowkey hopefully they change their minds to send phase 2 to the Bronx. Of course the problem here is merging with the and what is going to replace the up CPW 2. Send the to 9th Ave or Bay Ridge via 4th Ave Local while the operates on a local/peak Express operation with the Brighton Local ending at Brighton Beach and the Brighton Express ending at Coney Island.

I agree with having the trains on Queens Blvd Local/Express with the on the bypass. This way the main line would have the best of all worlds with 2nd, Broadway, 6th and 8th Ave access and also the would still share trackage with 3 lines verses 4 in the other plan. In this case my opinion is having the be Express and the be local to reduce local/Express track merging to a minimal but then I understand the concept of having a one seat ride