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6 hours ago, Deucey said:

If 8th Av went back to the original plan of Expresses being the only interborough service, and you have (C) end at WTC, and (H) originate at Court St, the only thing to figure out is what to do with (E) in Manhattan.

The problem with that setup is that well, everybody hated it and it caused a lot of overcrowding. And at the end of the day there are still only two tracks of Manhattan-Brooklyn capacity.

To answer OP's question, things I would do differently:

  • West 4 St would be configured differently, with the local lines swapping southern branches (so Sixth Av Local to Cranberry, Eighth Av local to Houston)
  • Four-track Cranberry, Sixth Av trains as the Fulton Express and Eighth Av trains as the Fulton Local.
  • Four-track 53rd, with the Sixth Av local as the QBL local and the Eighth Av local as the QB express. No trains run through from Eighth Av local to CPW local. The 11th St connection is never built.
  • The Crosstown Line does not go to Downtown Brooklyn or the QBL local. In its place, a Waterfront Line is built, rebuilding the current Franklin shuttle as a subway, transitioning onto Bedford at Fulton St, traveling down Meeker to the current route. In Queens, the route goes north on 21 St to 30th Av, before turning west as an 86th St crosstown. Myrtle is not destroyed but instead directly linked to the Montague Tunnel.
  • The 9th Av El's connection to the Jerome Av line is not completely severed, but instead linked to the Lenox branch of the Seventh Avenue Express.

And a few fairly obvious ones:

  • 53rd is actually built at either 50th or 57th to better facilitate transfers.
  • Queens Plaza is built with a connection to QBP.
  • The major Brooklyn IND transfer point is built at Atlantic Terminal, not Hoyt-Schermerhorn.
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8 hours ago, Wallyhorse said:

Among the things I would do:

1. I would build the 8th Avenue line as is, EXCEPT, I would have the portion where the local trains terminate in Manhattan continue past the Chambers-WTC terminal on Church Street to where it does a STRAIGHT connection with the current Broadway line that comes in on a sharp curve at Cortlandt Street.  Whitehall Street would be a four-track station with the "express" tracks actually being terminal tracks with full crossovers both north and south of Whitehall so trains could terminate on the "express" tracks in either direction.  Trains to and from Brooklyn would be on the "local" tracks there.

1a.  The local tracks on the Fulton Street end would continue past Court Street (current Transit Museum) via a new Schermerhorn Street tunnel to Hanover Square in Manhattan and then run via the Second Avenue Subway.

2. Build the (7) as a four-track line throughout, but to BMT standards.  The express trains would continue to Times Square as they do now (via a new tunnel to replace the Steinway Tunnel that also allows for a new stop at 42nd Street-1st Avenue with a transfer to the SAS at 42nd), but with the Times Square AND Hudson Yards stations both built to three tracks.  

3. Build the (L) to have connections to the 8th Avenue line as well as continue the line to Secaucus as the line would be a straight line.  ALL stations would be at least 600 feet and possibly 670 feet with the idea of using 10 67-foot cars on such a rebuilt line.  

4. Build the SAS as others have suggested as a four-track line with the what is already in place and supposed to be built,  Such would be a four-track line throughout with an additional lower level at 72nd Street that would divert to a line that would run to a rebuilt Rockaway Beach Branch that would include a stop at 79th Street-1st Avenue (three tracks there to allow for short-turn trains there), Broadway in Queens, 61st-Woodside and a couple of other stops before running via a reactivated Rockaway Beach Branch.

5. Rebuild the Broadway line to its original intent of City Hall Station on the upper level being a terminal and the lower level being the through line, with trains on the lower level joined by 8th Avenue local trains in Manhattan,  The Manhattan Bridge south tracks would be set up to go as they do now and also would be connected to the Nassau line as they were before.

6. The Nassau Line would also have connections to the SAS after Canal Street, continuing to Houston and Chrystie Street.

7. The Broadway-Brooklyn line would also have a connection to the SAS coming off the Williamsburg Bridge after Essex Street. 

Adding to this:

8. As @Bobthepanda noted, having the 53rd Street crosstown moved to 50th or 57th Street in order to facilitate transfers.  I would do such on 57th Street, with what is the 7th Avenue stop on 53rd becoming 6th-7th Avenues to facilitate transfers to the Broadway lines and (F) on 57th (in addition to the (D) )  On Lexington, the IRT station would be moved far enough south to shorten walking between the south end and 57th to allow for transfers there from the (E) and (M) at a new Lexington-57th stop.  There would also be a 1st-2nd Avenue stop where such a line would connect to an SAS stop there instead of 53rd and there would also be a Roosevelt Island stop.

9. 59th Street-Columbus Circle on the (1) would be done as an express stop with 72nd also being one.  

10. The original IRT setup would be in place in addition to the cutoff to the Lexington Line, with trains having the ability to go to tracks that would go UNDER the Lexington tracks and go to what is currently the shuttle station, which would be a full-length station with two tracks and ONE island platform.  The Times Square station be further east of the current station and off the curve, set up so trains could go under the current IRT Broadway station and then between Times Square and 50th Street join the Broadway-7th Avenue line.  This would still mainly be the shuttle but would allow for such lines to be used when needed for the Lex or Broadway-7th Avenue lines (and at times running the original route), mainly during G.O.'s.

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