NYC Subway: How can each Subway Line be improved? Part 3 (FINALE) | Transit Talk
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- čas přidán 8. 08. 2022
- Alright, it's time to wrap up my series on how the New York City Subway can be improved. We discussed the A Division of the system in the first part, some of the B Division in the second part, and today it's time to finish the B Division. Topics in this video consist of subway extensions, deinterlining, improvements to peak direction express service, frequency of subway lines, and more.
Vanshnookenraggen Blog Post on Deinterlining ► www.vanshnookenraggen.com/_in...
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kosh-choosh-co street. Its a polish name. Most people think its pronounce ka-ziu-sco. Hope that helped
The worst is Kos-kiosk-o
Your pronunciation is totally wrong.
Kus-chew-sko is how I say it :)
i think the benefit of skip stop service is not so much the travel time, but it is great for crowd control. When the J hits every stop at rush hour it is super crowded and everyone is packed like sardines. the skip stop service helps spread out the commuters and makes the ride more comfortable.
Franklin avenue shuttle there's not much you can do about the segment of that route. Given the fact that this route was known as the ghost train and it's deteriorating condition the MTA decided that the line should be abandoned in the 90s. If it was given the opportunity, the MTA would have rebuild the line as you suggested and extend to connect with the G train.
J and Z, the middle track would have to be installed and create a bypass between Alabama and cypress avenue being built on Jamaica Ave and extend to 121 st with cypress and woodhaven convert to platform interchange
L train, the only improvement I can think of is extend from 8 avenue to 72 street on the west side along tenth avenue or take it further and extend into Queens to either college point or Francis Lewis Blvd parallel or under the LIE. The line can be constructed under 81, 79 st in Manhattan, parallel the Queens Blvd line and follow northern Blvd to either of those destination.
A and C.I think the C can take lefferts Blvd which would allow the A to serve the Rockaway branches and run the shuttle during the night to Rockaway park. As for the Fulton street extension, this may require the second avenue subway to connect at court street and provide local service in the future.
G train. Unless the Rockaway connection can be redone as part of the Fulton st extension and include a connection with the Queens Blvd line at rego park in addition to the jewel avenue branch the G is not able to go past court sq not.to mention the tracks of the 63rd street line is not executive well in terms of the connection and build it to create a two way bypass between Sunnyside and forest hills.
Dekalb junction the idea is to mix the service which is why the six avenue and the bmt Broadway line pair with each other, the big problem is the interlocking and the condition slowing down trains. If the flying junction was simplified it would enable trains to get through and still keep the interlining but that requires the junction to be rebuilt
In openBVE, there's a fictional Franklin av shuttle route if you're not aware, it does underground after Botanic Garden, making underground stops at park place, franklin avenue, gates avenue, then uses that track to come up into bedford nostrand. It would be pretty cool to see that IRL
Peak direction express on West End would make getting from Coney Island to Manhattan or Manhattan to Coney Island 6 stops, which is insane to think about. This would save so much commuting time for riders.
That could also mean that too many riders would lose a lot of service, especially if splitting the frequency of D train service. However this could work if the service was replaced with the R and W trains, with the D going to 95th Street instead. With this, R and W train service would operate at 20 trains per hour (deinterlining required), with R trains going local and W trains going express, both at a frequency of 10 trains per hour. This would result in local stations still getting a decent 10 trains per hour frequency (so not much service lost), while express service is still implanted in peak, though to be honest, how many people will really benefit from West End express service?
On the subject of West End service, they should also consolidate the 71st and 79th Street stations into one station at Bay Ridge Pkwy to better connect with buses.
@@TheRailLeaguer that is a good point. What if the W just runs peak direction west end express terminating and starting at bay parkway like the M did. No service will be lost.
The bay ridge parkway bus (B4) is extremely inconsistent. During the day, wait times exceed 30 minutes. It is a lost cause. Combining the 71st and 79th street stations leaves too much of a gap between stations.
It wouldn't. At most, it would save 3-4 minutes. Plus, too many busy local stops would be bypassed.
I think that it is best to run the express for some trains in the reverse-peak direction. That way, the people at the local stations would have more trains in the peak-direction. Plus, you are stopping much earlier than the local, so reverse-peak would make more sense.
With the DeKalb Jct de-interlining, I think it should go like this:
(N/Q) on Brighton with (Q) express (N) local
(B/D) on 4 Av with the (B) on Sea Beach (with this, the (B) runs at all times)
Everything else stays the same.
The reasoning behind this is because on Brighton, the rider preference is Broadway, so with this plan, the riders get what they want.
Interesting! I like this too!
I won't say a rider preference is Broadway, but I'll say people on the Brighton want the (D) back. The (B) can go West End, which will restore Weekend service, and I would have the (B) terminate at Bedford Park between 5 AM and Midnight and between Midnight and 5 AM, it terminates at 145th Street.
Regarding the (J) and (Z), we can make use of these 2 lines to replace the Brown (M), as the (J) can extend to Coney Island via Sea Beach which turns the (N) into an EXPRESS on the Sea Beach line and the (Z) can extend to Bay Parkway, which will turn the (B) into a Peak Direction EXPRESS along the West End. Both the (J) and (Z) would operate along the Extension between 5 AM and Midnight 7 Days a Week, with the (J) only operating between Jamaica Center and Broad Channel between Midnight and 5 AM. This means the (J) and (Z) are to operate every 6 minutes during Middays, Evenings and Weekends alternating as a (J) or a (Z).
If we are talking Eastern Queens extensions to Subway lines, I would have the (R) terminate at Whitehall while the (W) replaces the service to Bay Ridge. This way, the (R) would extend to Cambria Heights via 179th Street - I would restore (G) service to 179th Street as well which turns the (F) into an EXPRESS along Hillside Avenue, and the (M) would also extend to 179th Street as to have the (G) and (M) extend to Oakland Gardens (following the current Q17 and Q46 bus routes) and the (F) extends East to Queens Village - Springfield Gardens (it would connect with an Eastern extension of the (J) there which is to continue East to Glen Oaks, while the (Z) would extend to Rosedale above Merrick Blvd).
I probably would have the Rockaway Beach Line as a LIGHT RAIL so that one branch terminates at Queens Plaza to connect the (E), (M) and (R) at Queens Plaza with the (7), (N) and (W) at Queens Boro Plaza, while the other branch parallels the Q52/Q53 SBS and the Q44 SBS as a line to The Bronx terminating in Riverdale.
The (G) should terminate at Kings Highway so that the (F) can go Peak Direction EXPRESS South of Church Avenue, but I would turn the (F) into a Full Time EXPRESS along the Culver. Then with the (G), I would link a transfer to the (2) and (3) at Hoyt Street - Schemerhorn Street, and with the (J), (M) and (Z) from Broadway to Lorimer Street.
This isnt a bad idea, but i think you took it over the top. Also, if the (D) goes on Brighton and the (B) goes on 4 Av, there is interlining. And if the (N) and (Q) run like they do right now, there is still interlining. Jasmine had a good plan with the (N/Q) on Brighton and the (B/D) on 4 Av. And if all of your changes apply, there would be a lot of confusion (it even confused me). Once again, your ideas arent bad but you did take it over the top.
@@NYC_Pokemon_FanNope. The D is a Bronx line. Yes, it started off as the C when it was built but the Concourse line always had C and D service. We're not getting rid of the D in The Bronx.
@@NYC_Pokemon_Fan
Agreed
The C train should extend to Lefferts, and an Express stop could be built onto rockaway blvd to skip 80 & 88 sts. Broad channel is always packed as well…
It is a great idea for the B and D on Brighton and N and Q on Fourth Avenue
Correct about the skip stop service.
The Z could operate as the local,and J express over Broadway Brooklyn.
The canarsie line, I think the extension can occur past the last eighth avenue to 50 street which can help with the western section of Manhattan and if the Queens Blvd line doesn't incorporate the northern Blvd subway in Queens then this will provide a opportunity for the L to take that line to serve Queens like college point you can nickname the L the college point canarsie line and can even connect with existing lines and provide back up to work around the network in the boroughs.
The J,M and Z. I'll start with the M the only way to improve service is the Myrtle Ave situation by creating a track diverging from the main line to the unused upper level and rework the station with new platform, passageway for new stairs and elevators to make the connection more effectively. As for the J and Z, where do I start, first the Jamaica center end cannot handle no mre than 12 tph and the skip stop does not help since portion of the route is two tracks, the tight curves between crescent and cypress requires rebuilding into a bilevel or adjust the station and the curves. The middle track is a problematic due to the section between Broadway junction and cypress so it would have to be build along Jamaica while Cypress and woodhaven stations will have to be adjusted for that middle track. As for the capacity, unless both levels of the Archer avenue line can extend past Jamaica center, I don't think the J and Z can double the capacity without CBTC.
The Fulton street line can only improve in the Queens section with the Queens link by adding the connection from the Queens Blvd line to the Rockaway line, if the C can extend to lefferts Blvd, the A can serve far Rockaway at all times and the C could operate as low as six minutes and operate full length cars with new trains. Other than that, there's not much you can do with the fulton street line due to court street which is now a museum.
The Franklin avenue shuttle is a mess, the only way is to improve this service is to equipped with the open gangway units which that will have to wait to the next batch of cars will be intended to replaced the r68 while the extension to the crosstown line is not an option due to renovation made in the late 90s pushed by those depend on it rather than having rhe line rebuilt into a subway to make that connection possible.
The G train, there are two options, keep running half of the units and run a service level of 10 or 15 tph but end the south term to 18 avenue and send half of the F trains to the express tracks in both directions between Jay and church. The other option is full length and 6 or 10 tph but end it at 18 avenue. Extension to kings highway would the express service in peak. But service past court sq is not possible unless the Queens Blvd line can incorporate two branches to allowed three local trains with the help of CBTC and the he G can serve forest hills while rhe M and R can take one of two branches.
You should do a Guinness attempt to ride every line as fast as possible...
3:55 There actually was a reason why the MTA decided not to build a new flyover junction. You see, the reconstruction of the flyover tied into the reconstruction of the 14th Street Tunnel for the Canarsie Line, which was scheduled to start two years afterward. During that time, the M was (and still is) seen as a crucial alternative to the L route between Brooklyn and Manhattan, and as a result they needed to make sure the route infrastructure is up to date in holding additional trains and ridership. Building a flyover would’ve required years of property acquisition, construction, and disturbances to Jamaica Line service and the MTA does not have that time, so the quicker method of simply building the same thing as before was chosen.
However now that the Canarsie Tunnel work is over, long term they need to build a new viaduct to improve service over there.
It doesn't need to, just use the unused Queens bound trackway on the upper level and install the track and the platform which can cover over the former trackway while the roof where the three track Jamaica line on top convert to a passage way to install new stairs and elevator to connect both levels and adjust the lower segment under the el where the turnstile and booth are located which needs to be work on for a connection as well as installing elevator. The interlocking will be built to diverge the M train to the upper level at Lewis avenue
@@ianhardy9375 Are you suggesting creating a double deck elevated structure along Broadway with the upper level used for the M train? If not, then I’m hoping you’re not proposing to have the M train structure turn onto Lewis Avenue and then Myrtle Avenue. Swapping out one sharp 90 degree turn for another isn’t a good solution.
@@TheRailLeaguer there's an unused structure above the current El that is still active, the one on the upper level is formerly use by the Myrtle Ave El which ran south to Jay street up until the 70s. I'm thinking that could help with the metropolitan bound M train while the forest hill bound one would not change. This is to avoid the grade crossing.
I agree with you on the Culver line express service but to make this more effective we should bring back the V train and have it terminate at Church Avenue at all times except nights and/or weekends whichever it maybe and have the V train running as a local duplicate of the F train to 179 street and Hillside Avenue. What are your thoughts on this idea
My opinions:
- Canarsie: The westward extension makes sense.
- Jamaica+Myrtle: Remove the current viaduct for a new viaduct for M trains only. Stop removal for Hewes and Lorimer Streets for a new "Williamsburg" station at Union Avenue for direct transfer to the (G), and rebuild Marcy Avenue to be an express station. Also, no more skip-stop.
- Fulton St+Rockaway: I did mention in a comment in the last part of the (C) and (E) being the trains to serve QBL and 8th Avenue Express. They will emulate the same service pattern here, (C) local, (E) express.
- Franklin Ave: Bedford Av station via middle tracks.
- Crosstown: Extend the (G) to Queens Plaza, and make Church Avenue Yard an actual yard for (G) trains to justify longer lengths for the (G).
- DeKalb Junction: It really depends on if Astoria Yard were to be built. If not built, it would be the B to 95th, D to Coney Island/Sea Beach, N to Coney Island/Brighton, Q to Ocean Parkway, and W to Coney Island/West End. If it is built, it would be the A or W to 95, N to Coney Island/Sea Beach, Q to Coney Island/West End, B to Ocean Parkway, and D to Coney Island/Brighton.
Well all of that can be done and riders would want a train that already runs on Fulton to serve the Rockaways and Fulton so we have (C) Express and (E) Local. I much rather have the E end at Euclid because it has already good frequency ending at Jamaica Center plus the E already ends there so there’s no need to change that, and it extended on Fulton Local would make the line better. Afterwards we have the C handling the express service on all the major corridors it’s running on which are QBL, 8th Ave and Fulton.
In Fulton We have
C: Lefferts Blvd/Far Rockaway
E: Euclid Ave
As far as DeKalb Junction goes we have the B going on Sea Beach to give it Coney Island yard since we’re ending the B at Inwood 207th St. Service on Bay Ridge would be taken over by the D Train so that it can use the 207th St Yard to the fullest, and we would cut the D back to 36th St during late nights only.The D switches with the R so that it can serve Astoria with Yard Access. Since the curve at Cortlandt St limits Capacity to 21tph we will cut the W back to City Hall so the R can handle that section giving West End and the local tracks on 4th Ave 21tph.
DeKalb Junction Deinterling
B: Coney Island (Sea Beach)
D: Bay Ridge 95th St (Shuttle Late Nights)
N: Brighton Beach (Except Late Nights and Weekends)
Q: Coney Island (Brighton)
R: Coney Island (West End)
Now about the A we would end it at Norwood to fix up 59th St Junction and the B and D take over the Inwood Branch with the D ending a few Stops earlier and the A would end at WTC, as the A needs Concourse Yard to make up for the loss of Pitkin Yard used by the C and E Trains and also Pitkin Yard would be used to store the Extra C Trains to go to the Rockaways.
59th St Junction Deinterlining
A: Norwood 205th St
B: Inwood 207th St
C: Rerouted to 179th St on QBL
D: 168th St (Except Late Nights)
@@Reformperson
As for the (4-track subways) to be built some new infrastructure would be required first to replace the 142 and 149-GC Junctions that would make train movements smoother.
As for the (3) it can be routed via University Avenue (this is something I have planned as part of a new 4-track trunk line with the (4) train). As a replacement for the Dyre Avenue Line I would have the (5) rerouted via Boston Road while some subways would replace two separate elevated lines like WPR and Pelham operating below them while expensive hence long term plan this can be worth the time, money, and headache from resulting project z
2:25 - VERY TRUE!!!
at 5:03 i completely agree with you tysm
Great video! I definitely agree with the last part of the video! Dekalb junction does need to be looked at and I’ve said this for years too. Why can’t they just swap the D & Q? You prevent more switch issues and dwell times at Dekalb Junction. Yes I know Brighton demands Broadway service more than 6th Ave, but think about how this will benefit trains running more smoothly pass Dekalb Junction compared to now.
There’s also another option of having the B and D on 4th Avenue and the N and Q on Brighton. This will still allow for deinterlining and fluid movements and keep the passenger preferences.
Actually, it would be better for the (N/B) to be swapped. The main purpose is because Brighton preference is Broadway, so if the (N/B) get swapped, the riders on Brighton get what they want.
@@jasminerosner5449 I was also thinking the same thing as well, though with any deinterlining plan, I've had some reservations about it due to the transfers at Atlantic-Barclays that would make either plan less than ideal.
2:23 - Oh so true!
2:24 - SO TRUE!
You should make a video talking about why the RCB Ballpark, Nassau and Atlantic stations on the Staten Island Railway were closed. And also to see how the RCB Ballpark station can be brought back into service to serve the baseball stadium there during Staten Island FerryHawk (formerly Staten Island Yankees) baseball games.
The reason why I didn’t include how the Nassau and Atlantic stations can be brought back is because those stations have already been demolished after closing in 2017.
Yeah the canarsie Pier was part of the canarsie shuttle it's a trolley system.
Nice
Putting the D on Brighton would eliminate the need for the B and D to be a separately named. At that point it should just be (B) and
Maybe not if the C and D swap northern ends to allow for deinterlining (C goes express from Canal to 145th Street and via Concourse, while D goes local from 59th Street to 168th Street). With the two northern ends, the separate designations would still be needed.
I live nowhere near New York, but this is addicting lol
Glad you think so!
I think the arrival time on the C should be reduce on weekends. Because there is no B train service on weekends. It would be more faster.
I’m asking for the C to Lefferts. 20 min headways to Rockaway is UNACCEPTABLE
That adds another chokepoint after Euclid and that would result in longer wait times for the A and C trains and with that you could be waiting as much as half an hour for a train because C Trains have to cut in front of A trains to access Lefferts causing massive delays and would delete capacity. Yes I wish the C could end at Lefferts Blvd but the only way you’re going to have that is to have the SAS or Broadway join Fulton so that you can have the C join the express tracks and from there a new K route would run between WTC and Forest Hills. So alot if work would have to be done for the C to be sent to Lefferts effectively.
I like your de-interlining idea but I need give you a better idea make the D train a Brighton Express during weekdays to Brighton Beach and during late nights and weekends have the D train run local to Coney Island this is the way it used to be prior to 1989 because the D train is a longer line than any of the lines that come out of Coney Island so it is the one that’s in dire need of the most express to The Bronx and how about bringing the W train back to Brooklyn at all times except nights as a local duplicating the N train’s late night local service pattern go to 95 street as a help to the R train and that’s a big maybe please tell me what’s your thoughts on that
It is probably not necessary to have the Franklin Avenue Shuttle go underground to connect with the (G) at Bedford and Nostrand. In fact, you can simply build an elevated extension of the Franklin Shuttle to Broadway/Myrtle having it terminate above the (J), (M) and (Z) lines.
North of Fulton Street, the Franklin Shuttle will return to 2 tracks as the one track corridor will limit the headways to 10 minutes, and you can have it stop at Gates Avenue, Bedford - Nostrand (building a transfer link into the (G) line), DeKalb - Thompkins, and Myrtle - Throop before terminating at Broadway.
We know there was a Future NYC Subway proposal to have a (K) line with the (G) to Queens from the Brighton Line, but in actuality, the Franklin Shuttle is more at a level of a Light Rail line which can be useful as an extension to Broadway - Myrtle. If the MTA plays its cards right, it can replace (M) service to Middle Village on Weekends which will play a role in connecting with the (L) at Myrtle - Wyckoff and the IBX in Middle Village.
Your ideas are not practical at all since it would serve no purpose. In contrast, having the Franklin Avenue Shuttle go underground to the G train would serve a lot more people and open up some new links between Brooklyn and Queens.
@@TheRailLeaguer It' you're thinking Future NYC Subway, but if you don't want to tear down the Shuttle line, I say keep it elevated but extend it to Myrtle-Broadway.
@@ahmadfrw1 Again, there is ZERO benefits of connecting Franklin with the Myrtle Avenue Line. It doesn’t make any sense compared to more sensical plans such as connecting it directly to the Crosstown Line, which can allow for direct service to Long Island City.
Tompkins doesn't have an h in it.
For your opinion on the C train to Lefferts, that’s just very dismissive. The A train runs commuter frequency on the Rockaways, of course it’s not increasing in numbers. 2 new tracks should really be built for Express so that it doesn’t interline with the A, and then we can have better service for the Rockaways, less trains needed for the A, which can mean more trains for the C. A train line should not have that many branches. We need C train to Lefferts.
The dekalb avenue line is going to have on CBTC to help improve as on the timing and headways, deinterlining is not going to help as your eliminating one seat ride and forces riders to transfer between the B,D and N,Q at 34 street and another at Atlantic Barclays, both Brighton and BMT fourth avenue line are on opposite sides and it make no sense to force riders to make those transfer and both of these stations are extremely busy so it adds to the problem. Both trains on each side have to separate before dekalb to balance it and if they're not going to separate the A and D and the B and C along the eighth avenue line, why should they do the same with the dekalb junction. The rebuilding didn't help much in easying up the curves and the interlockings above the stations should have been built better with the distance and the spacing to rework the switches and simply the flying junction to speed up the service. If it was done better, all four would have maintain their assigned lines
how do you make the custom maps?
I use a game called "Enmodal". Download it here: github.com/jpwright/enmodal
If you can't figure out how to set it up, you can try these similar games...
Brand New Subway (Which is by the same person as Enmodal): jpwright.github.io/subway/
Metro Dreamin: metrodreamin.com/explore
What 84 is a abandoned station on the ind Fulton street line if the c train didn’t go via liberty avenue elevated it would have terminal east of 84st.
The G train should go back to the it’s pre 1997 service pattern and go local to 179 street and Hillside avenue at nights so the F train can be a 24 hour express past 71 Avenue like it used to be and have the E and the G trains running local together late nights
3:33 he really took the time to change Kosciusko St to blah blah blah St
Canarsie Pier services (4) Trains while the (L) goes crosstown to New Utrecht Ave
G to 179th st.
Eliminate the Z rush hour..and make it a Broadway Brooklyn service to 95th st 4th Avenue from ENY.
Brighton riders want Broadway Q service.
They could care less about the B.
The D is probably best where it is given the 24hr status.
The W could be expanded on to make it the Sea Beach line...sending the N to the Brighton exp.
The B could be used as the CULVER LOCAL while the F has express service coverage.
Kings Hwy is the terminal in Brooklyn..145th in Manhattan.
The purpose of express service is NOT to save time, but to even out passenger loading. The Z should be rebranded as a Broadway-Brooklyn local from Chambers Street to Broadway Junction weekdays only with the J running peak direction express.
For me, it is kind of both. Express is to skip the least utilized stops to allow people to get to destinations more quickly.
@@TransitTalkNYC the actual time saved by express trains isn't as much as you'd think. For example, the 7 running express is only 4 minutes faster than the 7 running local. The 5 through express gets the same running time between 149th Street Grand Concourse and E. 180th Street as a 5 running local. New Yorkers have been addicted to express trains since 1904. The IND tried to do something different to keep people on the locals. While there are very long express runs in residential areas, in Manhattan south of 59th Street, there are only 5 local only stations on the entire IND. The Lexington Avenue line alone has 8 local only stations south of 59th Street, three of which are major transfer points.
@@pbatommy As a person who actually lives on the 2 and 5 lines in the Bronx, NO it doesnt. 5 express does actually go faster there than 5 local and I could experience it myself.
@@peskypigeonx I was a 5 line train operator for much of my career. Crews get the same running time between E. 180th Street and 149th Street Grand Concourse whether the 5 runs express or local. You may think it's faster, but remember, speed is limited to 10-15 mph over switches, and the sharp curves at Simpson Street and in the stretch between West Farms and 180th Street.
De kale area is based on speed with curves and it have nothing to do with train switching. It also vase on who on ti e.
It's Dekalb! Not De kale!
KAW-SKI YA SCO
Let J or Z run up the middle... Marcy - bway Junction peak.
Its all about the money. That's the main issue.
im still surprised how i can say kosciuszko street as a british lad but a proper new yorker cant XD
Cow zoos so street
Why the hell is there btd6 music
I think that the C train is redundant at this point due to the increase in population in Brooklyn and to make the Fulton Street Line more effective they should send the E to Brooklyn because the E train has more trains than the C train or extend the C train to Lefferts Blvd so the A train can run exclusively to The Rockaways. This should be done so it can give the C train a better purpose for its existence. What are your thoughts on this one?
Extending the E train onto the Fulton Street Line was looked into during the A/C train study (with the C going to World Trade Center). However, this would’ve provided an imbalance of service and required more trains since the E train operates at a high frequency due to ridership along Queens Blvd.
In all honestly, what’s really needed is to deinterline 8th Avenue, and leaving Fulton Street service the same (this is all on existing trackage). Combined with QBL and Broadway deinterline, the C and D routes would swap north of 59th Street, with the C going express from Canal to 145th and then along the Concourse Line and the D going local from 59th Street to 168th Street. From there the M is moved to 63rd Street rather than the current route on 53rd Street, whilst the R is moved to Astoria, replacing N train service. This allows for a new K train to operate between 71st Avenue and World Trade Center via 8th Avenue Local-53rd Street and Queens Blvd Local. This would result in more fluid operations on 8th Avenue.
@@TheRailLeaguer I understand where you are coming from but to be totally honest with you the only place that I can see that de-interlining will be practical is DeKalb avenue station. I stand by my statements on the E train because it does have more trains than the C train and I think that it would be a perfect swap. With the C train’s frequency at this point it would be better for that line to run exclusively in Manhattan and no there should not be a swap with the D train due to popularity issues. We are going to have to stop thinking that trains terminating at 71 avenue is ok because I will recommend to you that you should ride the E or the F train in the morning and see the massive back up of the local service, both trains should be extended to 179 street and Hillside to have the F train running express
@@elijahdrake6016 Swapping the C and D north of 59th and having the C run express in Manhattan will be providing almost the exact same service as you have today, so it’s no biggie. Everyone will be able to retain a one or twin-seat ride to their destination.
Also the issue with the E train extension to the Fulton Street Line is that you’re ignoring potential problems that could arise from such a pattern, including additional congestion. More specifically: The merges of the southbound A C and of the northbound C E at Canal St could be eliminated by a service design in which the C would operate local between 168 St and World Trade Center and the E would operate express on the 8 Av Line and local in Brooklyn to Euclid Av. While this alternate service design would eliminate delays caused by the northbound and southbound Canal St merges, it would introduce a new, high-frequency A E southbound merge at 42 St. It would also introduce PM congestion to the northbound merge at Hoyt-Schermerhorn Sts, which is already congested in the AM, since the PM peak northbound E must be scheduled for more service than the C due to ridership in midtown and Queens. In addition, since AM southbound E service would have to be maintained at 15 tph to adequately serve Queens Blvd riders, extending the E to Euclid Av would require the acquisition of many additional trainsets for operation.
This was taken from the A and C trains review the MTA did.
Local service to 179th Street was tried before but it was shot down due to the intensity of the complains at the local stations. Honestly this would only work if the Queens Blvd express tracks were extended further out.
L train extension up to 34st Hudson Yards would be elite
Blah-blah-blah Street
the (Z) is useless
Facts It’s an unnecessary line the MTA should just eliminate it