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About Caelestor

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  1. Caelestor

    Well ok then- Sixth Avenue in a nutshell.

    service is fortunately running every 8 minutes on the weekends. Really though, every service that isn't going through construction issues should be running on 8-minute headways during the weekends so that all the transfers can be timed appropriately. Going from 10 minutes to 8 minutes would offer 25% capacity increase on the .
  2. Caelestor

    Extra B/D service for Yankee Games

    The problem is the subway is run like buses - just dispatch the next available train at the terminal when it arrives. At some point, NYCS is going to have to operate like a true metro or face consequences.
  3. Caelestor

    De-interlining: Problem or Solution?

    Deinterlining QBL will cut down the delays but will do little to improve crowding. The fundamental issue is that there is much more demand for express service than local trains. At Jackson Heights, all the riders get off and transfer over to the . Ultimately, the 63 St and 53 St lines should both be running ~30 tph, all express, meaning additional tracks needs to be built in Queens. Once the QBL bypass is built to at least Woodside, I think the should start running via 63 St and the should go express on 8 Ave, allowing the to take over the 53 St corridor full-time.
  4. The solution is to start the Lefferts shuttle early so that all the trains go to Far Rockaway, ensuring sub-20 minute headways at all times of the day. That said, the train is really empty after Howard Beach, so there's really no impetus to push for better service when the rest of the system is struggling during the daytime hours.
  5. Caelestor

    Second Avenue Subway Discussion

    If you're going to have another 10-year phase, might as well expand the scope of the project. Either build the whole line to 125 St / Broadway or 3 Ave / 138 St, or don't do it at all.
  6. Caelestor

    Department of Subways - Proposals/Ideas

    If you look at a map of the B Division, you'll see 3 trunk lines, each represented with its own color. Broadway 8 Ave 6 Ave However, these aren't the actual trunk lines from an operational standpoint. The true trunk lines are Broadway Central Park West Queens Blvd plus a special case, Manhattan Bridge / DeKalb Ave Each of these "lines" have 4 services on 2 pairs of tracks, meaning they're effectively at capacity, and in many cases the local and express routes recombine with each other. Note that 8 Ave / Fulton is effectively a branch of the CPW line that happens to intersect with the branch of the QBL. The 6 Ave line is an even more interesting case - as originally constructed in 1940, the express tracks were a branch of the CPW line and the local tracks were a branch of the QBL express tracks. After the Chrystie St Connection was built, the express tracks became a really long connector line between the CPW and Manhattan Bridge trunks, and the local tracks added reverse branches to the Williamsburg Bridge and many years later the 63 St tunnel. It's fairly apparent that other than the , the other lines traverse multiple trunk routes. The overarching issue with the B division is that all the trunk routes are too interlinked, and that an issue with one of them will ultimately impact all of them. When the best solution to major service disruptions is to suspend individual services such as the especially, there exist inherent issues with the design of the subway system. Through de-interlining, an ideal B division would have more well-defined trunk routes. Broadway SAS / Broadway Express / 4 Ave Express Astoria / Broadway Local / 4 Ave Local 6 Ave Concourse / CPW / 6 Ave Express / Brighton QBL / 6 Ave Local 8 Ave / Fulton Upper 8 Ave / CPW / 8 Ave Express / Fulton 8 Ave / QBL 8 Ave Local / QBL What services run on which tracks along CPW and QBL should be based on ridership demands and possibly track reconfiguration (cheaper than building new subway lines), but that's not the main point. While the subway was historically built as a series of underground routes with a lot of operational flexibility, modern metro systems built single lines to prioritize capacity over flexibility. The conclusion is that the subway might have to follow its peers and de-interline aggressively (see London), since new construction of any kind in NYC that could add meaningful capacity is just not happening.
  7. Caelestor

    Department of Subways - Proposals/Ideas

    Here's a quick table of which lines merge with each other during peak hours. The is counted as part of the service, and the is counted separately even though it's operationally a branch of the . : : : : : : : : : : : : : It's apparent that delays on one line can propagate to multiple others and snarl the entire B Division, hence why lines are often completely suspended in major service disruptions. De-interlining is enticing because it reduces bottlenecks that don't really need to exist. For instance, what if the was sent up SAS, which coincidentally could use a boost in service? : : : : Now the Broadway line looks much better, plus more trains can be added to the local tracks. That said, proposals to de-interline the whole system are futile and counterproductive without fully understanding current subway operations in the B Division. See next post.
  8. Caelestor

    Department of Subways - Proposals/Ideas

    The best one-seat ride is a taxi. The subway should be focused on running on time. If all trains ran on time, than the cross-platform transfers would also have 0 time penalty.
  9. Caelestor

    Department of Subways - Proposals/Ideas

    1.) To be fair, the is currently running full-time to 14 St on the weekends. I think having it serve the busy 34 St and 14 St corridors, plus the transfer full-time, would be a nice QoL improvement. It will only be an additional train set + crew, which is less than the equipment needed to extend the to Whitehall St full-time. 2.) Have to agree with you on this one. Unfortunately, I don't think the lower WPR justifies 10 minute headways at night. 3.) Euclid Ave is the Forest Hills of the Fulton St line. Agree there is no need to extend any local service east of the terminal. 4.) The really should be running to Essex St and into Manhattan full-time - see the to Whitehall St. 5.) I'd rather run the local at nights and give all stops at QBL 10 minute headways, than extend the . Broadway already has the and providing 10 minute headways.
  10. To be more specific, the fare for all MNR / LIRR stations within NYC should be priced at roughly subway price. I forgot about the Hudson Line stops because I think its catchment is pretty low, given that the Harlem River is adjacent to it, but they're decent candidates for reduced RR fares. Have to agree that overstaffing on the trains (both subway and regional rail) are the biggest impediments in significant service expansion right now, especially off-peak.
  11. It's fine if some people stand at the most crowded parts of each line - people who get on at those points usually have much shorter commuters than those already seated. Plus, a seated passenger takes up as much space as two standing riders, which is why metros all around the world are starting to remove seats in the middle of the car to increase capacity during rush hour. What's not acceptable is having the trains consistently delayed - the schedule gets messed up and nobody can give proper estimates of travel time. The subway is supposed to get people where they want to go on time, which it clearly isn't doing right now various reasons. The best way to get capacity out of the existing lines is to reduce the interlining that causes delays on one line to propagate throughout all other lines in the division, but since this is a regional rail thread let's talk about some RR proposals that can actually divert passengers away from overcrowded subway lines. MNR 125 St: Suppose we gave riders the opportunity to board Metro-North trains at 125 St to GCT for approximately one subway fare, ~$3. Given that GCT is the current bottleneck of the , it seems logical to assume that the Lex Ave Line would run a lot smoother if some riders chose to take MNR instead. Obviously the fare should be adjusted so that neither Metro-North nor the would be negatively impacted compared to today. Harlem Line: The loss of the IRT 3rd Ave Line has caused riders to crowd the lines at 3 Ave - 149 St or the adjacent . Assuming the 125 St pilot works out, then the pilot can be extended to also accommodate all the MNR stops in the Bronx. Port Washington Branch: Flushing -Main St has insane ridership because of bus riders coming from the east. Perhaps some Penn Station / Herald Square riders could be diverted over to the LIRR instead with reasonable fares. One could even argue that the whole branch needs to be separated from LIRR operationally and run like a less frequent subway line, but that's a topic for another day. LIRR Main Line: trains are SRO at Forest Hills. The stops at Forest Hills, Kew Gardens, and Jamaica could also be used to divert Penn Station / Herald Square riders from QBL. On one last note, ESA will add 24 LIRR tph, or about another subway line's worth of capacity from Queens into GCT. Surely some Queens commuters should benefit from the service instead of giving it all to peak-only riders coming from east Long Island.
  12. Caelestor

    Department of Subways - Proposals/Ideas

    Why do we need to extend the ? Essex St is a perfectly fine terminal in my opinion, and the transfer to the doesn't add that much more travel time. I would rather decrease headways from 10 to 8 minutes to bring the in line with the .
  13. One sneaky way to prevent some s from going to 179 St is to rebalance Broadway service. Have some trains from the QBL local tracks displace some trains to Astoria, and have those trains run to 96 St. Not certain if such a plan is feasible, however.
  14. Caelestor

    Why is 5 the Bx Express instead of 2?

    From a logistical standpoint, the absolutely should be the express route, but community opposition shot it down. The and swap Bronx terminals because the Dyre Ave and Wakefield crews are accustomed to running to only Bowling Green / South Ferry and Brooklyn College, respectively when regular service is running. Think of it as the is running to Downtown Manhattan via 7 Ave and the is running into Brooklyn via Lex Ave, except the rollsigns are reversed so riders don't get confused.
  15. Caelestor

    Department of Subways - Proposals/Ideas

    Correct me if I'm wrong, but it feels as if the main street of Chinatown has shifted from Mott St to Bowery. Also, Chinatown has been slowly subsuming Little Italy ever since Grand St was opened. Canal St is obviously better for people heading to south SoHo, of course. The NYCTA destroyed Myrtle Ave back in the 60s to allow for flying junctions north of Dekalb, so the express tracks can access either the north or south side of the bridge. From an operational standpoint, all the Broadway Line trains should be running down 4 Ave so that Broadway operational problems don't interfere with 6 Ave. The Brooklyn pairings would be: Broadway local = 4 Ave local Broadway Express = 4 Ave express 6 Ave Express = Brighton (since there's only 2 tracks between Dekalb and Prospect Park) and the uptown pairings would be: Broadway express = 2 Ave Broadway local = Astoria + QBL 6 Ave Express = CPW Express / Concourse One-seat rides are nice, but in practice most riders should be getting on the next train and making a cross-platform transfer, because who knows when the train after that will come given all the recent signal problems.


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