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Caelestor

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About Caelestor

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  1. If trains aren't running full, then fewer passengers will be inconvenienced if the express trains make a couple extra stops. Overall ridership will benefit because riders at Yonkers and Marble Hill would have 2 trains per hour instead of 1, which makes a big difference.
  2. From a connectivity standpoint, the off-peak Hudson Line express trains should be stopping at Yonkers and Marble Hill. Yonkers is one of the largest cities in NY state and has a nice downtown area that can attract commuters and leisure travel. Marble Hill has the transfer and better UWS access, and the proposed alternate Hudson Line Penn Access service is probably a few decades away/ Adding these two stops might add 2-4 minutes of travel time to GCT but a lot of new travel options would open up. Off-peak express trains used to stop at Yonkers and Marble Hill, so there's precedent, and in a post-COVID world, MNR needs to be increasing connectivity on existing routes. Basically, the ideal service plan is to operate 4 tph on the Hudson Line off-peak. Two local trains making all stops between GCT and Croton-Harmon, and two Poughkeepsie express trains stopping at Marble Hill, Yonkers, Tarrytown, and Ossining. That way, any rider going to any station has at most a 30 minute wait. and probably less, for the next train.
  3. Were the LIE branch to be built, there should be two stops at Junction and 108 St to enable north-south bus transfers. The stop at Junction is important because presumably the LIE branch would diverge from the QBL west of Woodhaven Blvd; a passageway connecting the west end of LIE / Junction with Woodhaven Blvd (which itself should be turned into an express stop) could be built to facilitate transfers. As for 99 St, it wouldn't be too far from the east end of the Junction Blvd stop or the west exits of the 108 St station.
  4. Rolling stock replacement shouldn't be delayed, pandemic or not. Running more reliable service on the existing lines is very important, especially given the MTA's plans to cut service due to the looming budget shortfall.
  5. Even though the paperwork will be complex, transferring PW to the MTA would be the faster and less expensive relief option for the than a Northern Blvd line. Additional above-ground stations at 108 St, Junction Blvd, Broadway, and Queens Blvd would be less expensive to construct than full underground caverns under Northern Blvd itself. The PW line should continue to use longer platform lengths, allowing its underground stations to span Court Sq - 11 St, 2 - Lexington Aves, 5 - 6 Aves, 7 - 8 Aves, and 9 - 10 Aves. The main impediment would be the new East River tunnel - PW would probably get the 50 St tunnel and that forces the Northern Blvd line to find another route into Manhattan. But realistically speaking, Northern Blvd is a two-decade long project at minimum, while PW could be done in 5 - 10 years with the right project management. Also, taking PW off the LIRR main line would allow for additional capacity along all the remaining LIRR branches.
  6. The QBL local tracks were designed poorly from the start. They take a circuitous route between Queens Plaza and Roosevelt Ave, 36 St and 65 St stations are poorly located, and they went to Brooklyn instead of Midtown. This last issue was the most serious but the only fixable one, so the TA did address it using the 11 St cut at the cost of Queensboro Plaza / Astoria capacity. Though the 63 St tunnel was envisioned as a new trunk line, repurposing it as the QBL express and sending the QBL local via 53 St would actually be a very cost-effective capacity increase. Before we talk about building new lines, let's make sure the underwater tunnels aren't under capacity - namely 63 St and Rutgers. Regarding Rutgers, the Williamsburg Bridge connection to 6 Ave is of the same vein, and it should probably be deactivated if the city / MTA moves forward its development plans around the stations.
  7. We don't really need any new tracks or switches to deinterline B Division today. Ignoring rider surveys and yard access, this should be the setup: CPW - 8 Ave local QB local / 53 St / 8 Ave express / Fulton express QB local / 53 St / 8 Ave express / Fulton local Concourse / CPW express / 6 Ave express / Brighton Concourse express / CPW express / 6 Ave express / Brighton express QB express / 63 St / 6 Ave local / Culver express Archer Ave / QB express / 63 St / 6 Ave local / Culver local 2 Ave / Broadway express / 4 Ave express / Sea Beach 2 Ave / Broadway express / 4 Ave express / West End Astoria / Broadway local / 4 Ave local / Bay Ridge Jamaica / Nassau St Myrtle Ave / Nassau St We have 7 two-track lines, none of which interfere with each other, and no reverse branching. The main con of deinterlining is that some line connections are going to disappear, so let's take a look at some cases: Chrystie St Connection, 6 Ave local - Williamsburg Bridge: The transfer between Essex and Delancey St already exists, so deinterlining doesn't cut off Jamaica riders from 6 Ave. The stations from LES - 2 Ave to Coney Island have more ridership than the Myrtle Ave stations, so it's better to redirect service towards the Culver line. Myrtle Ave has 8 car platforms, which reduces capacity on 6 Ave and QBL by 20 percent for these services. That's not an easily fixable problem. This connection isn't in use weekends or late nights by the , so it's not imperative to keep. 11 St cut: This mainly exists so that riders can access QBL via the to Forest Hills. But riders can access the QB local at 53 St, albeit by taking the , and the QB express via the out-of-connection transfer to 63 St. (As an aside, an in-system transfer should be built, it's only 3 blocks away, which is the same distance as the Port Authority - Times Sq passage). Service to Queensboro Plaza / Astoria can be increased to handle the high number of riders transferring from the . This connection isn't in use late nights anyways. 6 Ave - 53 St: This is mainly for Lex Ave riders to access 6 Ave. But there will be more 6 Ave trains at 63 St, which would be a similar walking distance to the current 53 St transfer, if the 63 St - 60 St transfer was to be built. The 60 St and 63 St stations really should be connected into one giant supercomplex, so many riders would benefit from having 5 lines (Lex Ave local, Lex Ave express, SAS / Broadway express, Astoria / Broadway local, 6 Ave local / 63 St / QB Express) to transfer to. Broadway / Brighton and West End / 6 Ave, aka DeKalb: Brighton riders are going to lose one-seat rides to Canal St and 14 St - Union Sq. Fortunately, the Bleecker St - Broadway/Lafayette St transfer, which opened relatively recently, exists to accommodate these riders. Grand St is also a an alternative for Canal St / Chinatown. There's also the preexisting transfer at Atlantic Ave. West End riders are going to lose one-seat rides to Grand St, Broadway-Lafayette, and W 4 St. The new alternative is going to be transferring at DeKalb Ave, via the , which isn't the worst because all the transfers are cross-platform. For all stations north of 14 St, 6 Ave and Broadway are only one block apart, and there's a transfer at Herald Sq. 8 Ave express / CPW express and 6 Ave / CPW local: The 8 Ave express between 59 St and Chambers St doesn't have significant time savings, and given the ridership at 50 St, 23 St, and Spring St, CPW local riders would probably benefit from having more service than today's . CPW local riders who need 6 Ave can just transfer cross-platform at Columbus Circle. Current riders north of 145 St are going to transfer to the CPW express, but this just replaces the riders transferring to the at 145 St at rush hour. I'd be open to a setup where some CPW express trains continue to 207 St and the CPW local is shortened to 168 St. Some additional comments: I connect 53 St with 8 Ave express and CPW with 8 Ave local, mainly due to 50 St's poor design as a local only station. If there existed an express to local switch south of 50 St, the would continue into Brooklyn and the would end at WTC. It's important to actually increase the number of trains running to increase capacity and to reduce transfer times, otherwise deinterlining loses its advantages of more reliable service.
  8. A) Agreed, but it should be Bay idge - Astoria and Forest Hills - hitehall St. B) What happens to West End? No reason for the to not run full-time C) No way should QBL express service be reduced. D) Just run a train every 6 minutes. E) Riders want more service to Midtown. Long-term, the Jamaica Line should be rerouted up 6 Ave and the current Manhattan Bridge north tracks should be sent up 2 Ave. F) Riders won't take it. You're better off running the (8) train under 50 St/Northern Blvd, connecting to the at Court Sq. G) Why? If anything, it should be extended towards the .
  9. The MTA could be looking at extending the into Brooklyn, but it would be to eliminate the current pattern. Here's an extreme COVID-19 service reduction: 168 St - Euclid Ave: 8 Ave / Fulton local. Jamaica Center - Lefferts Blvd / Far Rockaway: 53 St/8 Ave local, Fulton express. 207 St - Brighton Beach: CPW express, 6 Ave / Brighton express. (This means that the would run local north of 145 St) eliminated. Rockaway Park becomes a shuttle-only service. On the weekends when the isn't running, the is extended to 207 St. The logic is that the 8 Ave express only skips 3 stops and thus express service could be discontinued south of 59 St. The 8 Ave local, which currently "ends" at WTC, can be extended into Brooklyn with those slots freed up. 8 Ave already had fewer trains than the other trunk lines, and in times of lower ridership, there could be savings associated with getting rid of one service entirely.
  10. This post was really confusing without a diagram, plus the typos. Unfortunately I can't draw one myself right now, but this is my understanding: 179 St - Coney Island via QBL, 53 St, 8 Ave / Cranberry, and Culver Jamaica Center - Delancey/Essex via QBL, 63 St / 6 Ave. WTC terminal closed with no service This service pattern is similar to the when the Clark Street Tunnel was being rehabilitated. Essentially the trains ran from Dyre Ave to South Ferry via 7 Ave, and the trains ran via Lex Ave. In that case though, the trains were signed as and vice versa to prevent Manhattan customers from being confused. Here, the changes are being made to not confuse Culver Line riders.
  11. 50 St Crosstown. The Northern Blvd Line would run under 45 Ave in LIC. Assuming the Chrystie St reconfiguration happens to connect the Jamaica Line with the 6 Ave express tracks and to run the Chrystie St line up 2 Ave, the Nassau St line should be converted into a shuttle operation between Delancey / Essex Streets and Broad St. Long-term, the BMT Nassau Line should continue north under 2 Ave as the SAS express. I think it makes more sense to have the Nassau / SAS line stop only at Houston St / 2 Ave and Canal St, with Bowery station closing. That said, I can see an argument for an alignment via Chatham Sq and Park Row, which would stop at Grand St.
  12. The only has two tracks and does perfectly fine. The key is to realize that new stations should have multiple exits, which effectively increases the catchment area of each stop. You see this on SAS where 72, 86, and 96 St stations all have exits on 69, 83, and 94 Streets. Similarly, an entirely local Northern Blvd line will work because of wider stop spacing. Between Manhattan and Flushing, it should only be stopping at Vernon Blvd / 11 St Court Sq Northern Blvd / Broadway 74 St 82 St Junction Blvd 108 St which is the same number of stops that the has. The Northern Blvd line would be a straight shot into Midtown, and I expect most of the passengers to switch over actually.
  13. In North America, transit operators are obsessed with faster running times on trains, but in reality, all off-peak trains should be running local wherever possible. Off-peak trains won't be able to compete against cars based on travel times, especially during a pandemic, so might as well ramp up the frequency as much as possible. For instance, all Babylon Branch trains should be stopping at Lynbrook, but they should skip Valley Stream because of the track configuration. Likewise, all Far Rockaway and Long Beach trains should be running local to provide high-frequency service, especially for the Queens stops.
  14. I think the 50 St Crosstown should stay on 50 St, terminating at a transfer with a extension up 10 Ave. So the stops in Manhattan would be Hells Kitchen - 10 Ave , 8 Ave-Broadway (with potential transfer to Broadway 49 St), 6 Ave - Rockefeller Center , and Lexington - 3 Aves . I also think that the (8) shouldn't be duplicating LIRR service. Either build an entirely new line under Northern Blvd, or have it takeover the PW branch completely. In the latter case, the stops would be all existing LIRR stops + new stops at Queens Blvd (future Triboro RX), Broadway/Elmhurst QBL, Junction Blvd, 108 St, and Bayview Ave. Great Neck would be significantly reconstructed to allow most trains to terminate there.
  15. From a capacity perspective for the MTA as a whole, the Park Ave Line (125 St - 42 St GCT - 14 ST USQ - Fulton St - Downtown Brooklyn - Atlantic Ave / Barclays and onwards) is the best relief line that can be built for the entire Lexington Ave Line. It would also allow for the entire Atlantic Ave terminal plus half of GCT to be repurposed for other purposes. The question is, is this more important than building Gateway, lower SAS, or the Northern Blvd / 50 St crosstown line?
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