Jump to content


Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.

Caelestor

Veteran Member
  • Content Count

    443
  • Joined

  • Last visited

Community Reputation

190 Excellent

About Caelestor

  • Rank
    Senior Member

Recent Profile Visitors

614 profile views
  1. Just shut down the on weekends west of Bedford Ave and run the rest of the line on 6 minute headways. Almost no one is going to wait around for a 3 tph service. While not ideal the + + M14 SBS should be able to handle the weekend traffic.
  2. We need to adopt an "organization before electronics before concrete" approach to running the subway system. More service begets more ridership and fewer budget deficits, which increases the likelihood of funding for future expansion. There's a lot of unused capacity in the existing infrastructure today, namely Broadway, 8 Ave, and Broadway. Deinterlining + fixing terminals to increase capacity is an order of magnitude cheaper than new tunnels + East River tubes. Now back to Chrystie St Connection II... The problem with completely severing the 6 Ave express tracks from the Chrystie St connection is that one of the 6 Ave track pairs will dead end in the LES, which really doesn't have to be the case. The IND Second System planned for an extension of the express tracks into Williamsburg via a new East River tunnel, but clearly that's not on the table. Connecting the express tracks with the Williamsburg Bridge effectively achieves this at considerably less cost by utilizing existing, underused infrastructure. Ignoring the inevitable cost overruns and the massive service disruption, this is also one of my favorite proposals for SAS Phase 3. Sending the over the Williamsburg bridge fulfills the IND Second System plan to extend the 6 Ave express tracks through North Brooklyn. The 6 Ave express tracks are probably the only track pair that can handle 8-car trains, given current ridership along the Concourse line. The initial phase would simply build SAS Phase 3 + realign Chrystie St to achieve to Metropolitan Ave, displacing the to Jamaica Center, displacing the Culver express Culver local 72 St - Coney Island via lower SAS + West End (full time) SAS local / Brighton Beach express (part time), probably should be a recolored or train Bay Ridge - Essex St shuttle via Nassau St. At lower ridership hours, this could replace the to Middle Village Then in a future phase, build the Whitehall - Court St tunnel to send the to Fulton St. The independent Bay Ridge - Nassau St line can become the basis for the SAS express tracks, with the Nassau St stations rehabilitated with extended platforms as appropriate.
  3. The maximum capacity solution is the taking over the Fulton St local to Euclid, to Rockaways, and express to Lefferts. Then the takes over the Bay Ridge branch and the takes over the Culver local, allowing the to run express. Then build the QB bypass / 50 St crosstown, stopping at Woodhaven Blvd, Woodside, Sunnyside Yards, Court Sq, 2/3 Aves, Rockefeller Center, Broadway/8 Ave, and 10 Ave. SAS from 72 St to Hanover Sq would have the biggest investment, but presumably it would link up with a new Northern Blvd line in Queens.
  4. Phases 1 + 2 are well-integrated, as they are effectively the extension of the Broadway express tracks. However the new service would cause a reverse branching situation, and so lower SAS (72 St - Hanover Sq) needs to be reevaluated. Given the latent capacity on the south of Essex and the south of LES - 2 Ave, a Chrystie St II Connection could provide an additional pair of tracks up Midtown East while solving the yard access issue that the will have.
  5. The Bypass would be built in currently unoccupied space along the LIRR row, formerly used by the Rockaway branch. In the initial proposal, the line had no stations, but nowadays there'd probably be stops at Woodside, Woodhaven Blvd, and possibly Sunnyside Yards. ESA is just going to use the existing 4 main line + 2 PW tracks, which will split into 4 tracks to NYPenn + 2 tracks to GCT. Traffic is planned to be split 50/50, which opens up a lot of capacity into Penn, even after Amtrak is accounted for. Hence the reason for MNR Penn Station Access, though logistically it probably makes more sense to extend NJT NEC trains to Stamford instead.
  6. 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.
  7. 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)
  8. 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.
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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 .
  14. 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.
  15. 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.

×
×
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.