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Caelestor

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About Caelestor

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  1. Are the stations between Court Sq and Roosevelt Ave receiving that much development? I'd imagine the have plenty of space during rush hour, though the definitely has no more capacity by the time it reaches Queens Plaza. Unfortunately the 63 St line misses LIC entirely, otherwise the deinterlining would have been implemented from Day 1 and service would be better throughout the system. There's a couple of reasonably inexpensive ways to better reduce QB express crowding. The easiest one would have the skip Roosevelt Ave in the peak direction, forcing riders to take the instead and better balance the crowding along QBL. I also agree that full deinterlining would do the trick, and in that case 30 tph would be achievable by having local trains run to 179 St or via a new line under Jewel Ave.
  2. Because of limited rolling stock, train congestion from interlining, and poor managerial operations in general, the subway doesn't run consistent headways during peak hours. But at the peak of the peak: A division every 3 minutes (20 tph) every 6 minutes (10 tph) every 6 minutes (10 tph) every 4 minutes (15 tph) every 4 minutes (15 tph) every 3 minutes (20 tph) after SAS, really should be 24 tph like it used to be every 2 minutes (30 tph) B division every 4 minutes (15 tph) every 8 minutes (7.5 tph) every 4 minutes (15 tph) every 6 minutes (10 tph) every 6 minutes (10 tph) every 4 minutes (15 tph) every 6 minutes (10 tph) every 6 minutes (10 tph) every 6 minutes (10 tph) every 6 minutes (10 tph) every 8 minutes (7.5 tph) every 5 minutes at shared stations (12 tph) every 8 minutes (7.5 tph)
  3. The should not be extended to College Point or Whitestone, which represent dead ends, as there is no justification to build an expensive subway tunnel to Throgs Neck. A northern extension would also permanently limit capacity on the eastward Northern Blvd extension to Broadway / Bayside, which is the denser corridor that needs to be served. CityTicket should be extended to weekdays, and PW service should be increased off-peak, as well as during the peak after ESA opens. Queens needs every bit of capacity it can get. Regional rail through NJT / LIRR consolidation would be nice, but it would only really open up trips to NJ. The real game changer would be an ESA extension to Union Square and Jersey City / Fulton St, which is even more long term than new SAS + Northern Blvd subway lines.
  4. This might be controversial, but I don't think QBL local needs 20 tph, especially since most riders east of Roosevelt Ave transfer over to the . The running at 15 tph should be more than enough to accommodate riders at the ten local stops between Queens Plaza and Forest Hills. In fact, it may very well be possible that running the at 15 tph each could work very well in practice. Keep the and the same, and run the between Forest Hills and Middle Village at all times except late nights, replacing the . Some peak trains would have 10 cars, terminating at Houston St / 2 Ave. The only impediment would be the signaling, which IIRC currently limits tph to 28 along 6 Ave, and a potential chokepoint in moving all QBL / Lex Ave transfers to 53 St. As for the , consolidating it with the and moving the to 96 St would also improve the current congestion at Times Sq. The ideal service pattern would be 15 tph between Astoria and Bay Ridge, plus additional short turns between Queensboro Plaza and Whitehall St.
  5. I'll do QBL first since that's actually the easier problem to solve. If the is ever taken off QBL, then the only feasible service pattern is running the via 63 St (it stays local in Queens). This frees up capacity for the along the QBL local tracks and 53 St. Deinterline the and the along 8 Ave and every pair of tracks through Midtown is running at full capacity. Broadway is the trickiest trunk to schedule, assuming all trains run to the same northern terminals at all times. All Broadway local trains should be running via 60 St and Montague, while all Broadway express trains should be running via 63 St / SAS and the Bridge. This scheduling works on weekdays and weekdays, the latter assuming the or runs on QBL during weekends. Late nights Broadway only has a SAS train via the Bridge and an Astoria - Coney Island train via Montague, the latter of which won't exist if the goes to 96 St. Honestly, the best solution is to run the to 96 St + to Astoria at all times, which will increase costs but will dramatically improve service along SAS + Broadway.
  6. This is what a lot of mainline rail systems do, and frankly the MTA should do so as well. It will relieve a lot of congestion at the ticket counters and ticket machines at NY Penn, and save a reasonable amount of paper. The mainline rail systems can even consider moving to POP, though I'm not certain if it's feasible because NYC actually has significant rail ridership unlike the rest of the country.
  7. A problem since unlike other metros, NYC doesn't make you tap out, since the system uses flat fares. One potential solution would be to make it impossible to tap the daily cap card at a station twice in a row in one day.
  8. I think you can just go for a Bleecker St style transfer - 3 blocks instead of 1 but same principle. Then move the to 63 St and then traffic flow through the complex should be much more balanced. Even though the transfer will be less convenient than the , Lex express / QB express riders get an actual transfer between the .
  9. Hudson Yards, a two-track terminal with tail tracks, works fine. There's two potential improvements for the eastern end of the . The cheaper solution is to build tail tracks at Flushing Main St with crossovers so that trains can enter the terminal at higher speed. The more practical solution is to extend the further out to a modern two-track terminal with tail tracks and relieve the bus transfers at Main St.
  10. There is no need to adjust the Dekalb services. Brighton is the busiest of the BMT branches, and so all Brighton service should run via the Bridge. The and also run express via the Bridge given their longer routes + greater catchment area. This leaves the to serve Montague. QBL local doesn't need more local service, and the express tracks are maxed out. So send the to 96 St, separate the from the and merge the into the timetables. The can serve Astoria / Forest Hills - Whitehall St - Bay Ridge in whatever way makes sense.
  11. Actually, CBTC is one of the most cost-effective ways to improve capacity, the other being articulated subway cars. The expensive infrastructure, i.e. tunnels + stations, are already there, and the signals have to be replaced anyways. That said, the 63 St line should be extended to Woodside and later Forest Hills to relieve the current QBL chokepoint at Jackson Heights - Roosevelt Ave. As for the , the only split it needs is from the , especially along 60 St. Neither the nor are frequent enough to impose serious merging delays, so the problem lies in poor operations.
  12. In general branches of existing services shouldn't have different names. For example the have two different northern terminals during rush hour.
  13. A combination of all of the above, though the has always been crowded. In any other city, a new relief line would have been built back in the 1990s when subway ridership was on the rebound, but that didn't happen and now every line in Queens is overcrowded.
  14. I think the MTA should just suspend trains in Manhattan and run the to 96 St on weekends. With 20-minute service not only will trains be dangerously overcrowded, but it'll also be faster to walk along 14 St.
  15. Deinterlining should be done where trains currently switch between local and express tracks, because having a train occupy two tracks at once is always a loss of capacity. To me these are The going from express to local btwn Times Sq and Herald Sq Keep the on the express tracks The going from the Eastern Parkway express tracks to the Nostrand Ave line via the EP local tracks During peak hours, all trains should run to Flatbush Ave as today. trains should also go down Nostrand as much as possible, with the excess continuing to New Lots Ave. All and trains continue on the express trains to Utica, with the terminating at Utica and the continuing to New Lots Ave. Off-peak, the run to Flatbush Ave, the goes local after Franklin Ave to New Lots Ave, and the continues to Utica. The running via 53 St A special case, but in practice 63 St is only running at half capacity. The going via 53 St also results in loss of capacity at 7 Ave / 53 St and the 8 Ave line Send the via 63 St, it can stay local on QB Frees up a slot for the train The going from the express tracks to the local tracks north of WTC Keep all Cranberry Tube trains express in 8 Ave This is minor because 8 Ave doesn't currently have 4 services, but it's absolutely necessary if the comes to 8 Ave On weekends, 6 Ave, Broadway, and 8 Ave ideally should have 3 services each. I think the is going to be shut down every weekend for the foreseeable future because one-track service will be a disaster, so the will be effectively the third off-peak service along 6 Ave. At the south end of these trunks, one 8 Ave local train terminates at WTC, and the other 8 services continue into Brooklyn along Bay Ridge, Sea Beach, West End, Culver, Brighton, Fulton x2, and Myrtle Ave like they do today. The northern end is trickier, but it seems that the optimal service is 3 CPW, 2 SAS, 1 Astoria, and 3 QB - note that the MTA does this today by sending the to 96 St. To implement the deinterlining, both Broadway expresses should be running to SAS and the Broadway local should be running to Astoria. Then this leaves CPW Express, 8 Ave Express, Fulton Express CPW Local, 8 Ave Local, Fulton Local QB Express, 53 St, 8 Ave Local (terminates at WTC) CPW Express, 6 Ave Express, West End QB Express, 63 St, 6 Ave Local, Culver QB Local, 53 St, 6 Ave Local, Myrtle Ave SAS / Bway Express, Sea Beach SAS / Bway Express, Brighton Astoria, Bway Local, Bay Ridge So not perfect deinterlining, but better than what we come before. The biggest issue right now is that the doesn't have a yard servicing it and so its base of operations has to be moved to CI. However, CI yard should be big enough to accommodate the as necessary. On weekdays, you keep these lines, and add in the (unchanged from today) and a train between Whitehall St and Forest Hills. If the goes to 63 St, replace the train with more trains on Broadway and the new QB local / 53 St / 8 Ave service.

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