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EE Broadway Local

Department of Subways - Proposals/Ideas

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Posted (edited)
10 hours ago, Around the Horn said:

Frankly you could say this for any merge in this system which is why I personally believe removing as many as possible from the regular service patterns is paramount.

I agree. A system where a little poke in the right place can bring entire rush hours crashing down is unsustainable. Our service patterns need to stand up to our operating environment — especially in key areas like Rogers.

Edited by RR503
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(V) 5 Av/6 Av Local

161 St-Yankee Stadium (4)(B)(D)

runs via 5 av

143 St

135 St

125 St

116 St

110 St

102 St

96 St

90 St

84 St

79 St

72 St

65 St

5 Av/59 St (N)(R)(W)

5 Av/53 St (E)(M)

47-50 Sts (B)(D)(F)(M)

42 St (B)(D)(F)(M)

34 St (B)(D)(F)(M)

23 St (F)(M)

14 St (F)(M)(1)(2)(3)(L)

W4 St (A)(B)(C)(D)(E)(F)(M)

Bway-Laffayette (B)(D)(F)(M)

Grand St (B)(D)

DeKalb Av (B)(Q)(R)

Atlantic Av (2)(3)(4)(5)(B)(D)(N)(Q)(R)

7 Av (B)(Q)

Prospect Park (B)(Q)(S)

Church Av (B)(Q)

runs via Church av

Coney Island Av

Church Av/McDonald Av (F)(G)

runs via 14 av

44 St

51 St

62 St (D)(N)

70 St

77 St

86 St/14 Av

12 Av

7 Av

4 Av

Ridge Blvd

Shore Rd

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(K) 8 Av Exp

Fort Totten

runs via 14 av

162 St

154 St

149 St

Parsons Blvd

137 St

College Point Blvd

runs via College Point Blvd

25 Av

31 Av

Flushing-Main St (7)

runs via Northern Blvd

114 St

108 St

101 St

94 St

87 St

81 St

75 St

69 St

Broadway/Northern Blvd (M)(R)

46 St (M)(R)

Stienway St (M)(R)

runs via 36 av

37 St

31 St/36 Av (N)(W)

21 St

11 St

Roosevelt Island North (seperate station from the (F))

runs via 72 St

York Av

2 Av/72 St (Q)

Lexington Av

5 Av

CPW/70 St

59 St-Columbus Circle (1)(A)(B)(C)(D)

42 St (A)(C)(E) (connection to Times Sq)

34 St (A)(C)(E)

14 St (A)(C)(E)(L)

W4 St (A)(B)(C)(D)(E)(F)(M)

Canal St (A)(C)(E)

Chambers St (A)(C)

Fulton St (2)(3)(4)(5)(A)(C)(J)(Z)

High St (A)(C)

Jay St (A)(C)(F)(R)

Hoyt-Schemerhorn (A)(C)(G)

Atlantic Av (2)(3)(4)(5)(B)(D)(N)(Q)(R)

36 St (D)(N)(R)

runs via 8 Av

44 St

50 St

55 St

63 St/8 Av (N)

70 St

78 St/8 Av

runs via 79 St

11 Av

13 Av

15 Av

17 Av/79 St (D)

19 Av

21 Av

23 Av

runs via Avenue S

W 13 St

W 8 St

Avenue U (N)

Coney Island (D)(F)(N)(Q)

 

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Posted (edited)

BOTH PROPOSALS LIST THE OTHER PROPOSAL AT TRANSFER POINTS

Pink (Y)

72 St (1)(2)(3)

66 St/Freedom Pl

runs via 10 av

57 St

51 St

42 St

Hudson Yards (7)

28 St

23 St

16 St - Chelsea Market

runs via Washington St

Bethune St

Christopher St (S)8 St PATH

Houston St

Laight St

Chambers St/West St

Brookfield Place

Thames St

South Ferry (1)(R)(W)

Red Hook (Verona St/Van Brunt St)

Smith-9 Sts (F)(G)

4 Av-9 St (F)(G)(R)

Prospect Av (R)

25 St (R)

36 St (D)(N)(R)

runs via 8 av

44 St

50 St

55 St

63 St (N)

73 St

80 St/7 Av

86 St

runs via 86 St

10 Av

12 Av

14 Av

16 Av

18 Av (D)

20 Av (D)

Bay Pkwy (D)

25 Av (D)

Bay 50 St (D)

Coney Island (D)(F)(N)(Q)

 

8 St (S)

Christopher St/Washington St (X) PATH

Sheridan Sq (1)

W4 St (A)(B)(C)(D)(E)(F)(M)

runs via 8 St

5 Av

Astor Pl (6) - build connection to (R)(W)

2 Av

Avenue A

Avenue C

Houston St/Avenue C

Delancey St/Pitt St

E. Bway (F)

 

Edited by New Flyer Xcelsior

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(T) Northern Blvd/10 Av Lcl

Fort Totten

runs via 14 av

162 St

154 St

149 St

Parsons Blvd

137 St

College Point Blvd

runs via College Point Blvd

25 Av

31 Av

Flushing-Main St (7)

runs via Northern Blvd

114 St

108 St

101 St

94 St

87 St

81 St

75 St

69 St

Broadway/Northern Blvd (M)(R)

46 St (M)(R)

Stienway St (M)(R)

runs via 36 av

37 St

31 St/36 Av (N)(W)

21 St

11 St

Roosevelt Island North (seperate station from the (F))

runs via 72 St

York Av

2 Av/72 St (Q)

Lexington Av

5 Av

CPW/72 St (B)(C)

72 St/Bway (1)(2)(3)

66 St/Freedom Pl

runs via 10 Av

57 St

50 St

42 St

Hudson Yards (7)

28 St

23 St

16 St - Chelsea Market

runs via Washington St

Bethune St

Christopher St PATH

Houston St

Laight St

Chambers St/West St

Brookfield Place

Thames St

South Ferry (1)(R)(W)

BBP Pier 6

Warren St/Court St

Union St/Smith St - build a connection to (F)(G)

Carroll St/Bond St

Union St/4 Av (R)

3 St/6 Av

7 Av (F)(G)

15 St-Prospect Park (F)(G)

20 St/Mcdonald Av

Fort Hamilton Pkwy/Chester Av

Fort Hamilton Pkwy/39 St

Fort Hamilton Pkwy/44 St (D)

runs via 11 Av

52 St

57 St

63 St - build a connection to (N)

68 St

75 St

81 St

86 St/11 Av

runs via 86 St

14 Av

16 Av

18 Av (D)

20 Av (D)

Bay Pkwy (D)

25 Av (D)

Coney Island (D)(F)(N)(Q)

 

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Posted (edited)
4 hours ago, New Flyer Xcelsior said:

(T) Northern Blvd/10 Av Lcl

Fort Totten

runs via 14 av

162 St

154 St

149 St

Parsons Blvd

137 St

College Point Blvd

runs via College Point Blvd

25 Av

31 Av

Flushing-Main St (7)

runs via Northern Blvd

114 St

108 St

101 St

94 St

87 St

81 St

75 St

69 St

Broadway/Northern Blvd (M)(R)

46 St (M)(R)

Stienway St (M)(R)

runs via 36 av

37 St

31 St/36 Av (N)(W)

21 St

11 St

Roosevelt Island North (seperate station from the (F))

runs via 72 St

York Av

2 Av/72 St (Q)

Speaking of Northern Blvd, this proposal is alright. (Ignoring everything south of 72nd Street.) The one thing i don't agree with is running your northern Blvd (T) under Broadway and 36th Street. I don't see how that is feasible. Personally what I would do is Have a Northern Blvd Line that connects via Second Avenue. I labeled my Northern Blvd Line as (H). Here's how it will be run:

Whitestone-Francis Lewis Blvd

149th Street

Parsons Blvd/14th Avenue

(Turns via the Whitestone Expressway)

20th Avenue

25th Avenue

College Point Blvd

(Enters a portal near Willets Point Blvd then turns under Northern Blvd)

108th Street

Junction Blvd

81st Street

70th Street

Broadway (M)(R)

48th Street/Sunnnyside

(West of this Station, there will be a junction for a Queens Bypass Branch)

(Runs Under Sunnyside Yards and turns under Queens Plaza South)

Queens Plaza. This station will serve as a connection point for the 2 existing Queens Plaza Stations (7)(E)(M)(N)(R)(W)

Trains will run under a tunnel to 57th Street. In my map I have it turning under 3rd Avenue to provide better connections to the (E)(M) and (6) Trains at 53rd Street.  After this, Trains will turn to Second Avenue around 48th Street. 

The Benefits of this proposal is the ability to have a more Flexible Bus Network and more Service into Queens. 

Edited by LaGuardia Link N Tra

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Posted (edited)
1 hour ago, LaGuardia Link N Tra said:

Speaking of Northern Blvd, this proposal is alright. (Ignoring everything south of 72nd Street.) The one thing i don't agree with is running your northern Blvd (T) under Broadway and 36th Street. I don't see how that is feasible. Personally what I would do is Have a Northern Blvd Line that connects via Second Avenue. I labeled my Northern Blvd Line as (H). Here's how it will be run:

Whitestone-Francis Lewis Blvd

149th Street

Parsons Blvd/14th Avenue

(Turns via the Whitestone Expressway)

20th Avenue

25th Avenue

College Point Blvd

(Enters a portal near Willets Point Blvd then turns under Northern Blvd)

108th Street

Junction Blvd

81st Street

70th Street

Broadway (M)(R)

48th Street/Sunnnyside

(West of this Station, there will be a junction for a Queens Bypass Branch)

(Runs Under Sunnyside Yards and turns under Queens Plaza South)

Queens Plaza. This station will serve as a connection point for the 2 existing Queens Plaza Stations (7)(E)(M)(N)(R)(W)

Trains will run under a tunnel to 57th Street. In my map I have it turning under 3rd Avenue to provide better connections to the (E)(M) and (6) Trains at 53rd Street.  After this, Trains will turn to Second Avenue around 48th Street. 

The Benefits of this proposal is the ability to have a more Flexible Bus Network and more Service into Queens. 

My (T) would also serve 10 av, an underserved area

Edited by Jova42R

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1 hour ago, LaGuardia Link N Tra said:

I see that. But wouldn't it be better to extend the (L) Instead?

 

revised (T) plan and (L) extension

Fort Totten

runs via 14 av

162 St

154 St

149 St

Parsons Blvd

137 St

College Point Blvd

runs via College Point Blvd

25 Av

31 Av

Flushing-Main St (7)

runs via Northern Blvd

114 St

108 St

101 St

94 St

87 St

81 St

75 St

69 St

Broadway/Northern Blvd

46 St (M)(R)

Stienway St (M)(R)

runs via 36 av

37 St

31 St/36 Av (N)(W)

21 St

11 St

Roosevelt Island North (seperate station from the (F))

runs via 72 St

York Av

2 Av/72 St (Q)(L)

Lexington Av (L)

Madison Av (L)

runs via Madison av

65 St

59 St - build connection to (N)(R)(W)

53 St - build connection to (E)(M)

runs via 5 av

48 St

42 St/5 Av (B)(D)(F)(M)(7)

37 St

30 St

23 St (R)(W)

17 St

11 St

Washington Sq Park

W4 St (A)(B)(C)(D)(E)(F)(M)

 

 

 

(L) extension

from Canarsie

8 Av (A)(C)(E)

runs via 10 av

16 St

23 St

28 St

Hudson Yards (7)

42 St

50 St

57 St

66 St/Freedom Pl

72 St (1)(2)(3)

CPW/72 St (B)(C)

Madison Av (T)

Lexington Av (T)

2 Av/72 St (T)(Q)

86 St/2 Av (Q)

96 St/2 Av (Q)

 

 

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:LL:Mid-Queens Line

72 St (1)(2)(3)

68 St/Freedom Pl

runs via 11 av

57 St

50 St

42 St

Hudson Yards (7)

7-8 Avs - Penn Station (A)(C)(E)(1)(2)(3)

Herald Sq (B)(D)(F)(M)(N)(Q)(R)(W)

Park Av (6)

2 Av

34 St Ferry Terminal

Vernon-Jackson (7)

runs via 48 Av

30 St

39 St

48 St

Maurice Av/Borden Av

Fresh Pond Rd/60 Av

Fresh Pond Rd/Metropolitan Av

runs via Metropolitan Av

Middle Village-Metropolitan Av (69 St) (M)

75 St

80 St

Woodhaven Blvd

71 Av

Union Tpke

Lefferts Blvd

125 St

Jamaica-Van Wyck (E)

Supthin-Archer (E)(J)(Z)(JFK)

Jamaica Center (E)(J)(Z)

 

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(T) Mid-Queens Line

72 St (1)(2)(3)

68 St/Freedom Pl

runs via 11 av

57 St

50 St

42 St

Hudson Yards (7)

7-8 Avs - Penn Station (A)(C)(E)(1)(2)(3)

Herald Sq (B)(D)(F)(M)(N)(Q)(R)(W)

Park Av (6)

2 Av

34 St Ferry Terminal

Vernon-Jackson (7)

runs via 48 Av

30 St

39 St

48 St

Maurice Av/Borden Av

Fresh Pond Rd/60 Av

Fresh Pond Rd/Metropolitan Av

runs via Metropolitan Av

Middle Village-Metropolitan Av (69 St) (M)

75 St

80 St

Woodhaven Blvd

71 Av

Union Tpke

Lefferts Blvd

125 St

Jamaica-Van Wyck (E)

Supthin-Archer (E)(J)(Z)(JFK)

Jamaica Center (E)(J)(Z)

 

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New PropsoalQueens Super-Express

As part of my Queens Transit Redesign Proposal that I'm working on, I included the Queens Bypass on it which I labeled as (V). My Bypass (V) train will run from Jamaica-179th Street to Houston Street/2nd Avenue. (Phase 3 Terminal). Now due to the fact that my Bypass (V) Train Merges/Diverges with my Northern Blvd Proposal (Which I explained in a Previous Post in this Thread), it's overall capacity might be limited to 15TPH or a little less depending on Demand between Queens Blvd and Northern Blvd. Stops will go as Follows:

Jamaica-179th Street - (F) (Q3 to JFK)

169th Street - (Q3 to JFK)

Parsons Blvd - (F)

Sutphin Blvd 

Briarwood-Van Wyck

Kew Gardens-Union Tpke - (E)(F) (Q10 to JFK)

75th Avenue

Forest Hills-71st Avenue - (E)(F)(M)(R) ((K) if Queens is deinterlined); Obviously the (V) will utilize a Lower Level at Forest Hills. I Think this will either some GIANT Island Platform or 2 Side Platforms for Super Express Trains. 

(From this Point Forward, my version of the Super Express will NOT make nor have any Stops until Queens Plaza. I don't see any space for there to be a stops at Woodside for Super Express Trains) I Remember finding a Thread from this Very Site from 2014 regarding the Queens Bypass. I read it, and @Lance, your comment intrigued me when I first read it, and I gotta say that the part in bold, I'm with you on that notion: 

Quote

A bit of backstory is required on this track map. The design we see in this map is the second version of the bypass. The original as part of the '68 Program for Action was only one track for peak-direction express service from Jamaica and/or SE Queens. The MTA intended to run such a service during rush hours only. Besides the usual NIMBY-ism that was against the project altogether, there was community push-back, especially in Forest Hills, where they were trying to revitalize the area into something akin to a miniature Midtown. Community leaders wanted bi-directional, full-time service on the bypass (or at least all-day weekday service) to provide more service. 

Another thing to note is that this version of the super-express isn't one at all. With the stops at Woodside and Northern Blvd, this would be its own line.

Back to the proposal:

(Super Express (V)Trains will come across this Junction that I proposed near 39th Street in Sunnyside. This is where they will merge with Northern Blvd Trains. Both Lines will do the following:)

Queens Plaza - (7)(E)(M)(N)(R)(W)Super Express Trains and Northern Blvd Trains will share the same platform and Tracks Underneath Queens Plaza South. This station will be used as a Way to Connect the 2 Existing Queens Plaza Stations. Tunnels will continue out to 57th Street where trains will Turn under 3rd Avenue instead of Second for more effective connections with the (E)(M) and (6) after this connection, trains will head back to 2nd Avenue near 48th Street. Tunnel Provisions will be left for a possible Trunk Line under Northern Blvd. 

 

Any Feedback on what I can improve to this proposal?

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:HH: Rockaways-Manhattan Line

B 116 St (S)

B 105 St (S)

B 98 St (S)

B 90 St (S)

Broad Channel (A)(S)

JFK Airport (A)(JFK)

Aqueduct (A)

Rockaway Blvd (A)

runs via 102 St

101 Av

Atlantic Av

Jamaica Av (J)(Z)

Myrtle Av-Forest Park 

Union Tpke

Yellowstone Blvd/Kessel St

67 Av/Alderton St

63 Dr-Rego Park (M)(R)

runs via Junction Blvd

57 Av

Corona Av

44 Av

Roosevelt Av (7)

35 Av

Northern Blvd

runs via Northern Blvd

88 St

81 St

74 St

68 St

Northern Blvd/Broadway (M)(R)

runs via QBL

46 St (M)(R)

Steinway St (M)(R)

36 St (M)(R)

Queensboro Plaza (N)(W)(7)

runs via Queensboro Bridge

11 St

Roosevelt Island (connection to (F))

60 St/York Av

runs via York Av

66 St

72 St

79 St

86 St

92 St

runs via 96 St

2 Av (Q)

Lexngton Av (6)

5 Av

CPW (B)(C)

Broadway (1)(2)(3)

Riverside Park

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:QB:Riverdale-Manhattan Beach

Wave Hill - 249 St

runs via Riverdale Av

239 St

Greystone Av

230 St

225 St (1)

runs via Kingsbridge Rd

Sedgwick Av

University Av

runs via University Av

Fordham Rd

183 St

Burnside Av

Tremont Av

175 St

Ogden Av

runs via Ogden Av

170 St

167 St

163 St

Yankees-E 153 St (B)(D)(4) MNR

runs via 5 av

143 St (connection to (3))

135 St

125 St

116 St

110 St

102 St

96 St

90 St

84 St

79 St

72 St

runs via 72 St

CPW/72 St (B)(C)

Bway/72 St (1)(2)(3)

66 St/Riverside Blvd

runs via 10 av

57 St

49 St

42 St

Hudson Yards (7)

28 St

23 St

14-16 Sts - Chelsea Market

runs via Washington St

Gansevoort St

Bank St

Christopher St PATH

Houston St

Laight St

Chambers St

Brookfield Place

Thames St

South Ferry (1)(R)(W)

BBP Pier 6

Clinton/Atlantic

Bergen St (F)(G)

Douglass St/Bond St

Bond St/Carroll St

4 Av-9 St (F)(G)

7 Av (F)(G)

runs via 7 Av

13 St

Prospect Av

23 St

5 Av/30 St

runs via 8 Av

43 St

50 St

56 St

63 St/8 Av (N)

70 St

Bay Ridge Pkwy

runs via Bay Ridge Pkwy

10 Av

12 Av

14 Av

16 Av

18 Av

20 Av

Bay Pkwy

runs via Avenue P

W 6 St

McDonald Av/Avenue P (F)

Ocean Pkwy

Coney Island Av

E 16 St/Kings Hwy (B)(Q)

Avenue U (Q)

Neck Rd (Q)

Sheepshead Bay (B)(Q)

runs via Oriental Blvd

West End Av

Ocean Av

Jaffray St

Manhattan Beach - Decatur Av

 

 

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On 8/31/2019 at 5:09 PM, LaGuardia Link N Tra said:

New PropsoalQueens Super-Express

As part of my Queens Transit Redesign Proposal that I'm working on, I included the Queens Bypass on it which I labeled as (V). My Bypass (V) train will run from Jamaica-179th Street to Houston Street/2nd Avenue. (Phase 3 Terminal). Now due to the fact that my Bypass (V) Train Merges/Diverges with my Northern Blvd Proposal (Which I explained in a Previous Post in this Thread), it's overall capacity might be limited to 15TPH or a little less depending on Demand between Queens Blvd and Northern Blvd. Stops will go as Follows:

Jamaica-179th Street - (F) (Q3 to JFK)

169th Street - (Q3 to JFK)

Parsons Blvd - (F)

Sutphin Blvd 

Briarwood-Van Wyck

Kew Gardens-Union Tpke - (E)(F) (Q10 to JFK)

75th Avenue

Forest Hills-71st Avenue - (E)(F)(M)(R) ((K) if Queens is deinterlined); Obviously the (V) will utilize a Lower Level at Forest Hills. I Think this will either some GIANT Island Platform or 2 Side Platforms for Super Express Trains. 

(From this Point Forward, my version of the Super Express will NOT make nor have any Stops until Queens Plaza. I don't see any space for there to be a stops at Woodside for Super Express Trains) I Remember finding a Thread from this Very Site from 2014 regarding the Queens Bypass. I read it, and @Lance, your comment intrigued me when I first read it, and I gotta say that the part in bold, I'm with you on that notion: 

Back to the proposal:

(Super Express (V)Trains will come across this Junction that I proposed near 39th Street in Sunnyside. This is where they will merge with Northern Blvd Trains. Both Lines will do the following:)

Queens Plaza - (7)(E)(M)(N)(R)(W)Super Express Trains and Northern Blvd Trains will share the same platform and Tracks Underneath Queens Plaza South. This station will be used as a Way to Connect the 2 Existing Queens Plaza Stations. Tunnels will continue out to 57th Street where trains will Turn under 3rd Avenue instead of Second for more effective connections with the (E)(M) and (6) after this connection, trains will head back to 2nd Avenue near 48th Street. Tunnel Provisions will be left for a possible Trunk Line under Northern Blvd. 

 

Any Feedback on what I can improve to this proposal?

Anytime someone proposes a Queens Super Express, I’m all ears. Because let’s be honest - it’s badly needed. Queens Blvd CBTC alone won’t solve all the of the line’s capacity issues. 

You don’t really need a connection with the (E)(M)(6) at Lexington-53rd, because the V will already have connections with the (E) at Union Turnpike, 71st Ave and Queens Plaza, and with the (M) at those last two. As for uptown-bound riders, they should be able to transfer to the (T), which would parallel the (6). There may not be sufficient space for a V stop at Woodside, but there appears to be sufficient space for stops in Rego Park and at Woodhaven Blvd. Maybe have stops there to relieve the QBL locals at 63rd Drive and Woodhaven. Possibly Grand Avenue too. 

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3 hours ago, T to Dyre Avenue said:

You don’t really need a connection with the (E)(M)(6) at Lexington-53rd, because the V will already have connections with the (E) at Union Turnpike, 71st Ave and Queens Plaza, and with the (M) at those last two. As for uptown-bound riders, they should be able to transfer to the (T), which would parallel the (6). There may not be sufficient space for a V stop at Woodside, but there appears to be sufficient space for stops in Rego Park and at Woodhaven Blvd. Maybe have stops there to relieve the QBL locals at 63rd Drive and Woodhaven. Possibly Grand Avenue too. 

I guess that’s fair enough. The only reason why I have SAS Trains moved over to 3rd Avenue between 47th Street and Points North is in provision of a nonstop Express between Lexington 63rd and 125th for the (T). As for not adding any additional stops along the super Express between Queens Plaza and Forest Hills is because it would defeat the purpose of this line being , well, A Super-Express. 

What could happen is that this Super Express idea could start off as a (M) line reroute. Later on, connections to a new SAS tunnel under 57th Street can come to fruition. I also want to incorporate a Northern Blvd Subway line in some way. 

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3 hours ago, LaGuardia Link N Tra said:

I also want to incorporate a Northern Blvd Subway line in some way. 

How about doing that in the form of a (G) extension? Since the Queens Blvd Line is already at capacity, a new subway under Northern Blvd in Queens would be a great way to not only having the (G) serve Queens, but better serve East Elmhurst and Corona also relieve crowding to the (7) line and Q32 bus.

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2 hours ago, JeremiahC99 said:

How about doing that in the form of a (G) extension? Since the Queens Blvd Line is already at capacity, a new subway under Northern Blvd in Queens would be a great way to not only having the (G) serve Queens, but better serve East Elmhurst and Corona also relieve crowding to the (7) line and Q32 bus.

Well, I could do that. But then I’d be forced to make changes such as Permanently Deinterlining QBL in order for it to work.

Edited by LaGuardia Link N Tra

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1 hour ago, LaGuardia Link N Tra said:

Well, I could do that. But then I’d be forced to make changes such as Permanently Deinterlining QBL in order for it to work.

That is true that you would have to deinterline the QBL. That is also part of my grand master plan of improving subway system capacity and efficiency, and believe it or not, my grand master plan is called the New Program for Action (named after the original Program for Action from 1968-1975). The New Program for Action seeks to build new connections in Manhattan and Brooklyn (the Nassau-8th Avenue connection and the Whitehall-Fulton Tunnel, which I discusses before) and several extensions in the boroughs to increase capacity and provide subway service to areas to places that currently do not have subway access, just like what the original one aimed to do. Bus service would be integrated into the subway plans as well.

Anyway, I plan to make the (G) via Northern work by constructing two new tunnels connecting the local tracks to the planned super-express bypass from the 63rd Street. The tack layout of the connection would look something like this (credits to Vanshnookenragen):

queens_plaza_track-1024x379.jpg

However, I would plan to make several switches if the tunnel layout allows. The one change I would make is replacing the double crossover on the northbound side with a single switch from the northbound local to the express. The switch from the express to local track, seen in orange, would be moved to the point where the express track merges with the middle pocket track. This would allow for services switching from the express to the local track to do so without interfering with crosstown service. I am also proposing similar changes to the southbound side as well (though this is not set).

As for services, this would involve removing the (R) from the Queens Blvd Line not only to make room for the (G), but also be able to increase Queens capacity and improve reliability on the (R), since everyone here has said that the (R) on Queens Blvd affects the reliability of the line, and as an occasional (R) rider myself, coupled with the fact that I have friends who live long the line, I agree. I will get to that part once I post the grand plan, which will come at a later date. From here, the (G) would have the northbound local track all to itself. If the possible layout changes on the SB side are also feasible, then both local tracks would be available.

At this point, the (G) would merge onto the super express line with the service from 63rd Street slated to use the bypass. The two would run together, and stop at a new station at 39th Street. This would serve Sunnyside, and possibly absorb crowds from the 40th Street (7) station. From this point, the line would run via Northern Blvd, though how to do it is unclear, especially with the wide width of the street itself. Since the link between the 39th Street stop and Northern Blvd would be via the commuter tracks, finding a place to make a tunnel would be challenging. On another hand, an elevated structure could be possibly feasible (and do note I am proposing a modern structure, like the 1988 ramp carrying (J)/ (Z) service between the Archer Subway and Jamaica Av El), but could face backlash from residents. If the line were to also continue to Flushing, then the elevated could also interfere with the Flushing Line (if extended in that direction) and the Grand Central Pkwy. It is for these reasons why I have not included the Northern Blvd Line in my master plan. Do you have any opinions on what I should do for Northern Blvd)?

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I swear people are too obsessed with sending the (G) into eastern Queens- furthest it should go with a new extension is QBP or Queensbridge...

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40 minutes ago, R68OnBroadway said:

I swear people are too obsessed with sending the (G) into eastern Queens- furthest it should go with a new extension is QBP or Queensbridge...

I just bought up an extension along Northern Blvd because having a subway line over there (in this case the (G)) would better serve neighborhoods like Sunnyside, Woodside, Jackson Heights, East Elmhurst, etc. Currently, the only subways through this area are the (7) and the Queens Blvd IND (E)(F)(M) and (R). Both of those corridors are currently at capacity. In addition, the corridor is served only by a single bus line, which is the Q66. However, the Q66, while a popular route, is somewhat an indirect route for those going from Queens Plaza to anywhere on the Northern Blvd corridor, since it first has to go through 21st Street-Queensbridge (F) and the neighborhood of Astoria before even entering Woodside, and keep in mind that this piece was added in 1989 (before then, the bus line terminated at 51st Street in Woodside). With the (G) extension along Northern, residents in the neighborhoods along the Q66 corridor would now have direct subway service to LIC and eventually, Brooklyn. The bus line would remain unaltered to continue serving the local communities. Since the (G) would also stop at Queens Plaza and 39th Street as well, they can also access to Manhattan as well.

For passengers on area bus routes that cross Northern Blvd, this means that they would now have more  subway options aside from the Flushing and Queens Blvd Lines, especially if going to LIC, Manhattan and Brooklyn. For Q32 passengers at the end of the line at 82nd and Northern (where one of the planned stops will be), they can now a better option to Manhattan than sitting on a bus in traffic over the Queensboro Bridge. This could possibly make the Q32 on 81st/82nd Street longer necessary. Also as a result of the new subway, the crowding on the Flushing and Queens Blvd Subway would be reduced. The popular Q70 LaGuardia Link would not be able to stop at Northern Blvd due to the alignment of the BQE. The bus route would continue to serve the Queens Blvd Line and the LIRR, but the lowered crowds could make the crowd conditions more tolerable for airport riders.

Unfortunately, this change, while beneficial to the local communities, can not be done without implementing other drastic changes, such as the Queens bypass (where the line will feed into), and changing the service patterns of the Queens Blvd Line (especially the notoriously unreliable (R)). How the actual line on Northern should be built is also in debate (elevated or underground via a tunnel portal. Each have benefits worth considering). For these reasons, any extension of the (G) may not be included in my "New Program for Action" plan.

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Late, but I have to say that I'm no fan of that bypass.

Manhattan may be important, but the intent behind it is to provide a separate route for some amount of peak service between Jamaica and Midtown. It has absolutely no scope beyond that, which becomes especially apparent with those nonstop variants. I refuse to support such a massive undertaking with absolutely no potential for meaningful improvement outside of maybe getting a few more trains in Manhattan during the peaks out of it.

TL;DR: It's too Manhattan-centric for its own good.

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Just now, Lex said:

Late, but I have to say that I'm no fan of that bypass.

Manhattan may be important, but the intent behind it is to provide a separate route for some amount of peak service between Jamaica and Midtown. It has absolutely no scope beyond that, which becomes especially apparent with those nonstop variants. I refuse to support such a massive undertaking with absolutely no potential for meaningful improvement outside of maybe getting a few more trains in Manhattan during the peaks out of it.

TL;DR: It's too Manhattan-centric for its own good.

That Queens bypass is also meant to relieve crowding on the Queens Blvd Line and speed travel times for passengers going from SE and Central Queens to Manhattan and eventually Brooklyn if a planned Northern Blvd stop is built with a transfer to Queens Plaza. The proposal goes back to 1968. Would you rather continue to have slower service between Southeast Queens and Midtown or provide a faster ride in between, which will benefit a lot of people?

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3 hours ago, JeremiahC99 said:

At this point, the (G) would merge onto the super express line with the service from 63rd Street slated to use the bypass. The two would run together, and stop at a new station at 39th Street. This would serve Sunnyside, and possibly absorb crowds from the 40th Street (7) station. From this point, the line would run via Northern Blvd, though how to do it is unclear, especially with the wide width of the street itself. Since the link between the 39th Street stop and Northern Blvd would be via the commuter tracks, finding a place to make a tunnel would be challenging. On another hand, an elevated structure could be possibly feasible (and do note I am proposing a modern structure, like the 1988 ramp carrying (J)/ (Z) service between the Archer Subway and Jamaica Av El), but could face backlash from residents. If the line were to also continue to Flushing, then the elevated could also interfere with the Flushing Line (if extended in that direction) and the Grand Central Pkwy. It is for these reasons why I have not included the Northern Blvd Line in my master plan. Do you have any opinions on what I should do for Northern Blvd)?

Not that this is the most important objection to this plan, but you can't easily branch 63. Pretty sure the provision left at the 63 St connector in '01 is for a flat junction, ie all 63 St trains have to run via Bypass. Even if you could branch, though, do you not see how branching 63 basically forces you to keep all of Queens interlined? I don't think you want that... I can totally see the argument for a line on Northern, but I neither think it should be the (G) nor should it swoop down through the south end of the yards to siphon traffic away from a not-that-busy (7) stop. 

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1 hour ago, JeremiahC99 said:

That Queens bypass is also meant to relieve crowding on the Queens Blvd Line and speed travel times for passengers going from SE and Central Queens to Manhattan and eventually Brooklyn if a planned Northern Blvd stop is built with a transfer to Queens Plaza. The proposal goes back to 1968. Would you rather continue to have slower service between Southeast Queens and Midtown or provide a faster ride in between, which will benefit a lot of people?

A proper relief line will have a few intermediate stations in order to serve as both a boost to peak train throughput and a connector for points along it.

The bypass allows for the former (great for Manhattan during the peaks) while eschewing the latter (little more than shit for Queens, the "beneficiary" of the damn thing). It's not like we're talking about a distance that is two miles or less, either. We're talking about crossing 1/3-1/2 of the entire borough without a single station to help the neighborhoods along the way in any capacity. That's not an efficient use of resources, just a pet project.

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