The Queens Boulevard Dilemma | De-Interlining Chronicles
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- čas přidán 20. 02. 2022
- Queens Boulevard as of late has been experiencing heavy delays, and this is mostly due to CBTC issues, and interlining causing issues with merging trains. In this video, I propose a plan to stop these delays and increase frequencies along the line.
Vanshnookenragen Track Map: www.vanshnookenraggen.com/_in...
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QBL by far is the worst line I ever rode, the whole CBTC makes no sense when you're waiting 40 minutes in the tunnel with signal delays
Where I live, the Brighton local and sixth avenue express lines, that’s the q and b trains respectively, all use old trains. Gotta wait 10-20 minutes for a train. So frustrating that the ta is prioritizing least used lines over the heavily traveled lines when it comes to cbtc.
CBTC corrects signaling issues
All of this would not be a problem if the MTA would have went along with the plan 40 years ago to construct the L.I.E. Super Express Subway Line, and what is stopping them now? They are acting like tunnels need to be built throughout the whole route. They can just build it elevated like how the JFK Air train is built along the Van Wyck Expressway or at-grade along the L.I.E. in the middle of it.
@@amazing50000 the super express is not necessary as the LIRR does the same thing fare integration is enough
@@qjtvaddict More service is never enough. It is called the LIRR for a reason, meaning that it also serve Nassau & Suffolk, meaning crowed trains.
THIS NIGGA GOATED "now if you dislike the video as if that even matter"
Those delays really bug me, especially when I have to rely on the E as one of the trains to get to work. Some relief would be great until they stop the testing phase
Fare cuts on LIRR boom
@@qjtvaddict I mean we do have the CityTicket fare for a cheap price and the $5 off peak discount for weekdays, but I wouldn't mind something much lower
The E is great
Not really
If you're wondering why the n and r swapped queen's terminals, thats because with the old layout the r didn't have direct acsess to any train yard and the idea was that if they swapped terminals then at the very least the r could use the forest hills yard
In a future video, I'll talk about a solution to the yard issue with the (R). I didn't mention it here because the video was mainly about the Briarwood issue with Express/Lcls.
They can use the 36 street year
Wasn’t that because of the terrible train car quality
@@Amiri_Francisno
If you are wondering the entire Queens Boulevard line Express tracks are used by E Train Rush Hours to Jamaica 179th St reason for this is very simple it's that Jamaica Center Archer Avenue Station cannot handle rush hour traffic. The 1970s there was E train to Rosedale LIRR from Jamaica Center to Rosedale E train will run alongside LIRR Far Rockaway & Long Beach Branches to Rosedale. Could have been solved with LZB (1970s ATO Washington DC Metro system Victoria Line system) Queens Blvd Bypass.
R train Yard issue can be solved by making 36th st 4th ave a Y junction and turning 36th Street yard Jackie Gleason's bus depot complex as a R train maintenance facility. Bus Depots that have Subway yards by them are Casey Stengel 7 train Q32 Q48✈ LGA J,L,M, & Z trains East New York Depot Q24 M train Fresh Pond Q58
Great video I’m glad you continue to give some great info about the NYC Transit system!
R to Astoria improves headways yes, but this will leave the R with no northern or southern yards that’s easy to get too.
Yes, it does leave the (R) without a yard, and that is an issue, however, I plan to rectify that issue in the next video.
I think Vanshnookenraggen's plan includes sending the B to Bay Ridge and the R via West End to Coney Island
@@MysticTransit Will this involve interbrough rapid transit and the south Brooklyn railway?
No, it will not involve the Interborough Express.
@@maxwellapton9538 imo that's a horrid idea
Dude, you have some really cool responses and ideas, which I feel the MTA could use a few of for sure. But as a train operator, I have taken the F train and D train there entire route, and its Pretty long and trust me when I say that a lot of people take it the full distance. But making these trains make more stops may tire the operator, especially since he has to run another route almost 15 or 20 minutes after, in most cases. Maybe putting The M on the 179st branch is a good idea, but you can put F service on the express track or, you can switch out E to 179st and put F to Jamaica center permanently. That's just from an operators perspective. Keep on making these great videos!
Maybe we can switch it to have (E/K) Trains running Lcl, and (F/M) Trains running Express.
That really makes more sense because E and K would have shorter routes that F and M trains , so commutes would more efficient on all 4 lines. Also, F express all the way would be fun to operate!
The F train could alternatively be cut to Forest Hills, and only the M could be sent to 179th instead, if train cleaning and terminal Ops were improved, this would cut the F to 43 stops, compared to 50+ local to 179th. I chose to have 6th Ave trains local since something about sending a 480’ train express doesn’t feel right, given that it’s a 20% capacity cut. This also has to do with a future proposal for the G, which necessitates the use of the local tracks of Queens Plaza, making the E/K local scenario too complex to deal with it.
F train to forest hills might not be the best option, especially considering if we put the R train to Astoria, and run the N on the Express track. The F train running express would provide better service whiles only adding maybe 1 stop, whiles the E and M trains run local, especially since the E train stop count is low already.
@@ranabhaipersaud8886 My service plan is this:
F: Local to Forest Hills
M: Local to 179th Street
E: Express to Jamaica Center
K: Express to 179th Street
N: to 96th Street via Broadway Express
R: to Astoria via Broadway Local
This completely detangles Queens Plaza to avoid any reverse-branch (Services from different Manhattan trunks should not share tracks under any circumstances, or this ruins the point of the proposal). This also fixes service on Broadway where N trains reverse-branch to/from the expresses and locals north of 34th Street. It keeps trains on the express on the express tracks, and trains on the local tracks on the local tracks. E/K Express avoids the use of a slow-speed crossover south of Queens Plaza, and leaves room for a G extension using the local tracks of Queens Plaza, and terminating there using new tail tracks extending into the LIRR Sunnyside Yards (This allows for better transfers to/from IND Crosstown).
1:36 - "Now before you Dislike The Video, as if that actually matters anymore" lol.
Keep up the good work 👍. Your analysis is insightful. Hope your channel really takes off!
I hope so too! Thanks!
Same
Problem with NYC train system is that these tracks were laid a very long time ago and now it's noticably flawed in the sense that there's too many trains going in the same direction with just a slight veer in another direction and meanwhile there's places that have no trains.
This man just talking facts
suggestion: Talk about the E extension that has been planned for ages but hasnt happened yet
It would be super super super useful for people like me who live near where the proposed extension passes and it would be way better than taking the buses that are at the terminal at jamaica center
Finally someone that I can actually agree with. Well parts of it lol. I totally agree with reviving the K and help the 179th stop and QBL This may sound dumb but I was thinking why not revive the K train and have it start from Jamaica 179. And end at Lefferts Blvd. why you may ask well I live near both Lefferts Blvd and Jamaica Van Wyack and I take the A to work most of the time and the fact that I have to wait for the A to Lefferts going home kinda sucks, becuase there are more Far Rock Trains then Lefferts…. Also 6 Ave have 4 lines why not 8th. We’ll discuss later on how these lines can share tracks like have E and K go through QBL into 53rd St traveling local in Manhattan while the A and C are express. In Brooklyn as the A C and K travel in Brooklyn the A can go Express the C and K go local and until Euclid the A and K and travel to Queens and as both goto Rockaway Blvd The A can goto Far Rock/ Rockaway Park. While the K can go to Lefferts. Anyway it may sound retarded but it’s a thought. Then again like the MTA is gonna listen to me. Also dude you earned a Sub keep up the Great work.
Thanks for subscribing!
Talking about the (K) to Lefferts, I think that would be an unnecessary extension. In a previous video, I proposed a solution to the 'slow (A) train' issue. Reactivate the Rockaway Beach Branch and reinstate the (H).
Here's a link to that video: czcams.com/video/SLhEMIAgAIs/video.html
OK, there are not more Far Rock than Lefferts. Theres way too many Lefferts! C TO LEFFERTS!!!!!
@@tysonstransitcam2190 man maybe that’s just you. But the Lefferts Train takes a good min to come. Hell when I’m at Penn Station it be 2 Far Rocks and a Rockaway Park because the MTA and life be trolling me lol…
@@MysticTransit yeah I just saw that video to an I agree about the whole Lefferts thing.. idk what the MTA decided to have 3 southern terminals. I just want a line to goes straight to my stop without any issues.
@@tysonstransitcam2190 I live on the Fulton Line, what you just said is full blown cap
R and N train terminals in Queens were swapped bc the complexity involved getting R trains to JAM created delays at 57/7. Then AST can barely handle 2 lines with the N/W so the W would have to be axed or rerouted to accommodate the R.
The point here is to stop putting 60th Street over-capacity, which is caused by multiple issues on Broadway. Astoria could have it’s switches reconfigured, and we could even build a new yard over the Con-Ed Plants, which seems to be a widely accepted idea. With that, Astoria would be able to turn 24-30 trains per hour. 2nd Avenue can already turn about 30 tph at 96th Street, which allows room for the N train to be rerouted there full-time. This removes the delays that plague Broadway today from the N switching local station 34th. All 60th Street Service would be rerouted to Astoria, and all Queens Blvd Locals go to 63rd Street and 6th Avenue, while Expresses go to 53rd Street and 8th Avenue. A transfer would be built between Lex-63 and Lex-59 to preserve access from QBL Local to IRT Lex.
The R already has great frequencies on Astoria, giving 15 trains per hour, besides, its a great thing the R will finally run a route with Zero changes in any time at all, giving great one seat rides no matter the time, this would make it nessecary to eliminate the W and make the N train a 36 st or Atlantic Av to Coney Island via Sea Beach Late night express shuttle though as the R is already covering lower manhatten and Astoria at the same time
new video lets gooo
Having the C train running express with the A train while the B and D goes local sounds like a good idea, the problem there is that riders from the upper westside won't able to get off on 50th Street/8 Ave. Soon as the D and B gets to Columbus Circle, they will switch to the 6 Ave line via 7th/53rd St. I think it will be inconvenient for riders switching in 7 Ave/53rd St just to get off one stop or on 42nd St/8 Ave and travel back up.
Every train will be running balanced headways, so transfers are easy to synchronize so that as soon as one gets off the train, the other one across the platform will be there as well, so it won’t be that inconvenient. De-Interlining is merely a capacity increase, not anything more.
I’ve always noticed at 59th that there is always a disproportionate number of A trains compared to D’s coming into the station due to the fact the A is two routes in one.
Making the C express would actually improve local service north of 59th ironically despite its downsides. It would also eliminate delays due to merging south of 145th street as well if you kept the C express to 145th.
Exactly! Someone gets it!
This goes along with our proposal for CPW, where the A and C go via express and the B and D on the local
@@MysticTransit you can add a new express track linking the northbound 145th upper level express track to the Jerome line and eventually on the Jerome express track creating a de facto express for grand concourse and Jerome
Yup! And that proposal will be fully revealed in a future De-Interlining Chronicles video.
What program do you use?
We could also deinterline CPW by having the B D run local to 168th street and A C run express to 207th street, and there should be a tunnel between 125th street on the 2nd avenue line and 145th street concourse line allowing the N and Q to run to Bedford and Norwood (or if no tunnel, A and C express to 207 and 168, and B and D local to Bedford/145 and Norwood)
Sounds like a good idea, except I don’t think 168th and 207th can turn that many trains. Inwood is a bumper block terminal, and 168th has a different set of problems.
Nice video!
Thanks! Glad you enjoyed it!
What is the app you use to draw the NYC subway?
Brand New Subway.
Where do you get that NYC map?
The 8th Avenue Line is just a subway line that runs under 8th Avenue. C trains run local between Euclid Avenue 168th Street, and 207th Street. E trains run local along 8th Avenue before branching off to World Trade Center. And also run express along Queens Boulevard to Jamaica-179th Street. A trains run express between Lefferts Boulevard, Rockaway, and 207th Street. K trains can also run express.
When I was a kid, The R Train went to Astoria and the N went to Forest Hills. They changed it in the early '90s.
Anybody remember the EE? It would have been labelled W these days, I suppose.
What’s that website at 1:33 ? btw great video, I finally subbed after watching this vid!
Brand New Subway.
I agree wirh the (K) Limited Express service from the World Trade Center to Jamaica 179th Street replace the Limited-time (E) Express. Also replace the (A) Ozone Park service with the (H) Line.
Nice vid :D
Thanks for watching, and I'm glad you enjoyed!
How do you expand the line with the app
Nice, hope you make a Roger's Junction Video, & a Grand Concourse one.
I will definitely, in the future, make a video focusing on those two choke points. I've discussed Rogers in my last video, and a solution for it, however, I think it does deserve its own vid.
As for Grand Concourse, a lot of the proposals i've seen for it, involves removing the (5) from WPR, which I do not support. Having taken the WPR Line a lot recently, even up to and past E 180 St, I really only see the major negatives that come with the (5)'s removal.
@@MysticTransit Maybe make the 5 go straight to 3 Av During Rush hours?
Not sure if I missed it but where would the G terminate? At Court sq or at 71st - Forest Hills?
Also how would F express service work. It would only be an option as far as Church ave. Unless the F terminated there.
Also wouldn’t the E/K merge just create the same problem it was intended to fix?
- The G would terminate at Court Sq
- The F Express would be the same as the current , just being made full-time, with the G serving as the local on the IND South Brooklyn Line.
- The merge of the E/K wouldn’t cause as much of a problem because the E/K merge is just a conventional branch, rather than a reverse-branch, as it is now between the E and F.
K train would be a great return back to service by going on operating on the same route as the AA that ran after it was replaced by 1985 or 1987 and keep the A train running express to run 24/7 so C and K train run 24/7 B train rush hours too!
I look to improve transit, just like you. We have interests in common :)
Was that smith and 9th in the beginning of the video?
Yes, it was.
I think the K and H trains should be reimplemented running by the A line in Brooklyn doesn't matter which ones express or not. The A train goes to Lefferts Blvd and Rockaway park beach during rush hours. I think the K train should go to Lefferts instead of the A and the H train to Rockaway Park Beach so the A train can go to one end point. Which would cause less waiting for a specific A train
Many of these ideas and more have been discussed in online transit forums since the 1970's, basically for decades. Renaming the route letters of the trains that services the branches of the A train line would not help but would add more confusion for the majority of the A train's Manhattan and Brooklyn riders who do not give a care about what "A train" they use on a regular basis. The majority of the A train ridership is in Brooklyn and Manhattan, not Queens. Transit riders for decades have learned to read the train signage and maps, it is not that difficult.
And also I think the K and H trains should cover most of the Queens transit dessert
@@Cosmic_Wr4th A transit desert is a place that lacks easily obtainable subway or public bus transit. The Lefferts Blvd terminal that the A-train uses has existed since 1915 from its BRT/BMT early days. The Rockaway branches existed before that as a part of the LIRR. The Rockaway branches as well as the Lefferts Blvd branch were attached to the A-train line in the mid-1950's. The discussion about H-trains and K-trains is simply about what signage is a placed on the fronts of the already existing trains that service these stations. No new subway services would be created, or Queens neighborhoods lacking service now getting service would ever happen from a simple changing of the labels that exist on the fronts of the trains that serve train stations that have existed for more than a century. Do transit deserts exist in Queens, especially the south eastern sections of Queens? YES! Will changing the letters on the trains help relieve that problem? NO! It seems that you believe that re-arranging the deck chairs on the Titanic is much important than fixing the hole in the side of the boat. Oh well.
I hope you can do a video about a cross bronx subway/elevated train service. I would love to see how you would place the train going from the east bronx(any 6 train station area) to the west somewhere around Fordham road perhaps? Because TBH I'm tired of riding the crowded BX12 & I don't have enough money to use for uber just to get across from west Fordham to Pelham parkway. Can you imagine if it could go past east bronx into northeast queens area either crossing along or below the whitestone or throgs neck bridge. Hey a man can dream.
He did
I think it’d be a good idea for the G to go all the way into Kings Hwy while the H terminates at Church Ave.
I wish the MTA could extend subways lines to reach the neighborhoods that don't have nearby train stations(Especially since it's cheaper to live towards Long Island than it is near city centers). It takes me 1 hour to reach the E train at its last stop, and then it takes another hour to get to lower Manhattan where I work from the far eastern side of Queens where I live. Total commute time is 2 hours or 4 hours each day. I know it's expensive and be like nearly impossible, but the least they could do is add a limited Q111 bus and or express busses that run 24/7 instead of 5 times a day. with this, it will cut my commute time by 35-50 minutes
Would be better if Metro-North and LIRR had a cheaper fare structure for trips within NYC. It would be more effective to increase non-peak ridership on Metro-North and LIRR than to build new, expensive subway lines.
In your plan it would make traveling from Queens Plaza to 36 St, Steinway St, and the other local stops harder since the F train station is not connected with the Queens Plaza station. People would have to go to Roosevelt Av and double back. Also, if you run C trains on the express track from 42 St to 59 St, it will be difficult to head north from 50 St, since the E/K would only take you to Queens.
I agree. How would I go from 50th/8th street to 59th to catch the BD? On top of that I would have to get on a local D to get to the Bronx. This would be a nightmare!!
@@ariesmichaelsayan4013 From 50th/8th, you can just transfer at 7th Ave-53rd Street to catch the B/D. Its a local ride, but it would end up being quicker due to higher frequencies, and the trains would be more reliable.
@@TMC_BC that’s ridiculous.. especially for the handicap.. no need for anyone to leave the station and walk to 53rd. It won’t happen
@@ariesmichaelsayan4013 So you would not want more reliable service? This is standard practice in Europe, countries which are praised for handling the disabled much better than in the US.
@@ariesmichaelsayan4013 Although, my preferred solution is converting the upper level at 50th Street to be express, meaning you could still catch the A/C to 59th.
Wait Wait, But Isn’t the B and C running local in Central Park west the point? So you can have an 8th Ave Local train and a 6th Ave Local train?
This causes delays though, and the delays that do happen ripple throughout the system. If a train is stuck on Central Park West, the entire B Division is affected since they are all interconnected (except the L). Running the A and C Express, and the B and D Local along with other changes will utilize all of the Subway’s capacity, instead of wasting it, along with lessening the effect of delays.
People on the Queens Blvd Line should not be worried about not having Broadway service because they can always transfer at 63rd Street & Lexington Ave in Manhattan for the Q Train across the platform if this would happen, but I do not see why they could not have some Broadway rush hour trains running there to and from 71st, like 5-6 rush hour Broadway Local trans every 20 mins in peak directions between 6:30AM -8:30 AM and between 5:30PM-7:30PM.
@@the-renegade What about it? I do not understand your question.
@@the-renegade If you are talking about transferring to the 4 & 5 Lex Express, that is why I said having some Broadway rush hour trains running there to and from 71st, like 5-6 rush hour Broadway Local trans every 20 mins in peak directions between 6:30AM -8:30 AM and between 5:30PM-7:30PM. You can not tell me that you need a LOCAL R train going to & from Manhattan & Brooklyn (which is why some Bay Ridge, Brooklyn residents want the R to be split in two) running all day on the Queens Blvd Line.
2:31
The R train is the exact same thing on its current route
Yoooooo first #notification gang
Legend!
That’s why they keep having signal problems
Yup, Interlining and Signal issues.
To me, any train that operates along the 63rd street tunnel should run express in Queens because it will tie up both the express and the local trains at Queens Plaza due to the switchover. The G and R should be the local trains,; the E and F trains should run through the 53rd street tunnel and stay as the express trains and the M or K trains should run to 21st/Queensbridge on during weekdays hours only and the F train can return to 21st all other hours with shuttle buses from Queens Plaza to 21st/Queensbridge. That should cut down on massive delays in Queens during rush hours.
I wonder how long it takes to ride the F train from Jamaica-179th Street to Coney Island- Stillwell Ave
Takes like 2 n a half hrs
@@troibeach Holy S**t.
In the 1980's I once took the 6 train from Grant Central to Pelham Bay to visit my sister. It was the first and last time I ever took the 6 train. That ride seen like it was over 2 hours
It's about an hour and a half. As an all local service, it would be about 2 hours.
Signal systems must be a basic unit not the CBTC type because it doesn’t have no adjustments for it to operate all subway car equipment groups!
I hate the F or G at Bergen street, sometimes when I used to get of at Bergen my school was one block away from court st between Bergen (not the montasory school where my mom used to work at) Why do I have to wait for the G train to leave bergen. Why not use the first floor for the F train since their is already an lower level for the F train. Or it can just skip a stop to make deinterlining more efficient.
Lower Level Operation at Bergen St is an issue, as some MTA folks believe that it will result in delays in both F Express and G Local service in both directions as passengers will hold doors, similar to A,C Broadway Junction as riders run downstairs from the J,Z,L Lines. Plus there will need to be $ in the budget to clean out Lower Level Bergen St as its been decades.
What I would do is, instead of sending the R to Astoria, we have the K replace the N to Astoria. We have the N replace the M to Forest Hills-71st Avenue, in which the M can run to 96th Street with the Q.
We have the K run along 63rd Street, constructing two new connecting tunnels from 7th Avenue-53rd Street to Lexington Avenue-63rd Street, and from Roosevelt Island to Queensboro Plaza. The N will replace the F along 63rd Street, in which the F will handle 53rd Street with the E, so that both E and R trains won’t have to be delayed at Queens Plaza.
We can also have the K replace the C to Euclid Avenue, and the A to Lefferts Boulevard. The C can replicate the K’s original 1980’s route from 168th Street to World Trade Center, where it’ll terminate with the E, until an extension is made that brings the two lines into Brooklyn, along a new tunnel under the East River, towards Court Street-Atlantic Avenue, after which the lines will diverge towards Bergen Street, where they’ll meet up with the F and G. The E and F will run express along the Culver viaduct while the C and G handle local. The C and G will terminate at Church Avenue while the E and F continue down along Culver, with the E terminating at Kings Highway while the F continues on to Coney Island.
Alternatively, we can have only the C run along the Culver viaduct, and the E replace the Delta on West End. The E can run along another new tunnel towards Nevins Street via the Lower Level (yes there is a lower level at Nevins Street that was never finished), and onto Atlantic Avenue-Barclays Center, and run local with the R down to 36th Street, and replace the D along West End to Coney Island. The D will instead run along Sea Beach, replacing the N, to Coney Island. The N will replace the B along Brighton to Coney Island, and the Q will be cut back to Brighton Beach. The B will run express with the D down to 36th Street, then run along West End with the E towards Bay Parkway.
Furthermore, the W will also be extended along a brand new tunnel under the East River, towards Court Street-Atlantic Avenue, and into Hoyt-Schermerhorn, where it’ll replace the C to Euclid Avenue, making local stops, while the A and K run express.
The K can use R46’s (until the R211’s begin service), R68/A’s, and R179’s, interchanging them with both the A and W. The C can interchange R179’s and R160’s with the G, but the R46’s will have to be moved to the A, K, Q, and W until the R211’s fully replace them, seeing as how Culver is planned to get CBTC sometime soon in the future. Speaking of CBTC, with the N replacing the M to Forest Hills, it can interchange R160’s with the R.
That’s my plan on re-introducing the K train.
Uhh why it says $2.94 and not $2.75?
Mystic Transit, if the "K" is going to Brooklyn, it has no point to de-interline from the "A" or "C" trains to go back because the "K" train is just Manhattan-bound just like the "W" train from going Whitehall Street-South Ferry to Astoria-Ditmas Boulevard. Because of my argument that describes your clip about de-interlining the service for the "K" train, it could change the service for the MTA for any reason, but it could have major congestions or delays to the "A," "B," "C," "D," "E" and "F" trains.
This is because we have a proposal to connect the 8th Ave Lcl tracks to the Montague Street Tunnel, and cutting Broadway Local to City Hall.
I agree with that one to bring the (K) Train back in 8th Avenue Local and the (K) Train should be a 3 borough local even the (K) Train should run on the Queens Boulevard Local and Hillside Avenue Local. The (K) should run on the weekday service except late nights, weekends and holidays like the (W) and (Z) does. The (K) should never go to Lefferts Boulevard. The (K) should run with the (E) in 53rd Street. (A) and (E) should run express in 8th Avenue except late nights. The (C) and (K) should run local in 8th Avenue. That's my opinion about the (K) Train.
The R used to terminate at Astoria. I think at least one leg of that connection at Briarwood is grade separated. As I recall there was a connection planned there from the time the line was built and provisions made, but the description of what happened as I recall was kind of vague. In any case I wouldn't be surprised if both sides were grade separated. 14 trains an hour is one every 4.3 minutes. So if you combine that with the F they're rather close together. Not that statements about these things don't hew more to the preferred padded outcome.
All the IND junctions are grade-separated, including at Briarwood. However, much of the merging activity between the E and F occurs at 75th Avenue during the weekdays.
@@TheRailLeaguerI don't see much difference between E/F merge east of Briarwood vs. west of 75th Avenue except that the latter requires a slower speed for F trains.
Although you'd make the D line a long local from Harlem on down the Brighton line (which I'd love to see the D back home on Brighton)on the whole u do have some intriguing ideas I've actually imagined myself
The D has never had a "home" on the Southern Division. It has run on the Culver Line, the Brighton Line, and now the West End. Before that it terminated at Second Avenue in Manhattan. Before Chrystie Street, the signs on the McDonald Avenue elevated stations touted the "Culver-Concourse Line".
Wait……
there gonna bring back the K train
Queens Blvd should have two branches to improve the local service. The Rockaway connection and the jewel avenue branch. Retain the R train, reroute the M train to 63rd tunnel and extend the G train past court sq. The R can take Ally Pond Park and operate 15 trains per hour, the M can serve the Rockaway park which would allow to operate past the weekday schedule into weekends and nights and the G can serve 179 street along with the F train serving local while the F maintains express bypassing 14 local stations instead of 10 and the E train can switch to local east of forest hills with 12 trains to Jamaica center and 3 trains to 179 street. The G and the M, one would utilize 7 trains per hour and the other would be 8 trains stimulating the 15 train service level while the R can operate 15 trains per hour maximizing 30 trains per hour in peck periods on the local tracks between 36 st and 63rd drive.
K train used to run on the weekends back then!!!
Let’s be completely honest!!! The “E” should go Local in Queen!!! Just like it does on the midnights!!! The “F” should remain EXPRESS in Queens!!!!!
That would present some problems. For ideal de-interlining, 6th Ave Local Service (F/M service) should only use 63rd Street, 8th Ave Local Service should only use the 53rd Street Tunnel, and Broadway Locals should use the 60th Street Tunnel to Astoria. We could run F/M Express and the E Local because that accomplishes the exact point of this video. There is a problem though, the M only runs 8 cars due to limits on the BMT Eastern Division, and running this on the express in a 20% Capacity Cut, which isn’t good considering the fact that expresses are usually packed.
when i was a regular rider i used 75 av staion all the time... when i fell asleep and missed 71av .. ,
ps i have friends and dated in bay ridge i often took the r from first to last stop... usually i would transter to and from in brooklyn but a seat is worth the time
1) The R cannot leave Queens Blvd. because that eliminates the connection to the Broadway line. 34th Street-Herald Square is a major stop and the R provides an alternative route there. If the F and M are both using 63rd Street, riders that want that station are screwed if there is a delay. Also, the R provides direct service to Times Square and the transfers there without having to walk through the long tunnels from 6th and 8th Avenue.
2) The R swapped terminals with the N in the 80s because the route had no access to yards at the dead ends of Astoria and Bay Ridge. Having it go to Forest Hills gave it access to the Jamaica Yard. If the R were to ever be sent back to Astoria, the southern terminal would have to change (more than likely to Coney Island).
3) Many riders that board at 179th Street transfer tobthe subway after taking long bus rides from various points in Queens and Nassau County. The F was chosen to remain at 179th Street over the E train when Jamaica Center was opened because the surveys gound that most of those bus riders used the F (while the riders that used the buses that now serve Jamaica Center used the E when those buses served the 169th Street station).
4) Forest Hills was designed to be a terminal. Having all Queens Blvd. lines go beyond Forest Hills would cause a lot more congestion than already exists. The MTA has it right by having some E trains begin/end at 179th Street in the rush hours. If anything, let the E remain express beyond Forest Hills at all times to avoid crossing over in front of F trains at Briarwood/Van Wyck.
The loss of Queens Blvd-Broadway service is not a big issue since ridership on that segment is pretty low and both the 8th and 6th Avenue Lines stop only a few blocks away. 34th/8th is only two measly blocks from 34th/6th/Broadway. Also, Port Authority is only a block away from Times Square so you have your options. You can’t just stick to one option. Always have an alternative.
As for yard access, this can be solved by placing two new switches south of 36th Street between the local and express tracks. From there, you can swap the D and R so that the R can travel via the West End Line to Coney Island while the D would switch to the local tracks to had to Bay Ridge-95th Street. This would allow for the R train to have direct access to the Coney Island mega yard, where the route would now be based out of.
You mention de-interline might force riders to make transfers and take away one seat rides. Bringing back the K train and extending it and the E to Brooklyn opens up the possibility of finally extending the C to Lefferts Boulevard. Correct me if I’m wrong but I think the reason why the C doesn’t go past Euclid Ave is because riders from Lefferts Boulevard don’t want to lose express service and have to transfer for it and there’s isn’t enough rolling stock. I believe the potential large order of the r211 railcars and the plan in this video this makes extending the C past Euclid Ave plausible.
The reason the C hasn’t been brought to Leffertd is because it would introduce another interline, and cause Lefferts riders to lose express service. The Cranberry Street Tubes are at capacity so I’d suggest leaving the K at WTC rather than going to Brooklyn.
@@TMC_BC Yeah I knew about the lose of express service but as said in the video he proposed express C train service while the K would replace as a local in Manhattan. In this scenario riders at Lefferts still keep their express service since the C train would replace the A to Lefferts.
@@jamallhayden2512 The C would run local in Brooklyn though, because there is no room to send the K via Fulton Street
what is that at 1:33 is it a game or something
Brand New Subway.
@@MysticTransit thx
Most E trains do not cross on to the local tracks prior to Briarwood station but use the express track to Forest Hills station, were the (less frequent) F trains
do merge on to the express tracks. Point (2) the MTA claims that presently there is no room for additional service on the Queens Blvd. lines and therefore the G trains end at Court Square. Therefore how can you add K service when the MTA claims it has no additional capacity? Furthermore if you had additional capacity (CPCT) then just extend the G train as either an express to either Forest Hills (3 new stops) or to 179 St, or as a local to either station as its terminal - again assuming no capacity issues. Additionally the 4 or 6 car G trains would have to be enghtened.
@@r.g.8977 There is extra room for the K, because the F is being swapped to the local, replacing the R, and the K is running essentially as a branch of the E to 179th Street. Block signaling supports 30 trains per hour on a pair of tracks, and currently, from observation during rush hour, the expresses run 26 tph, and the locals are less frequent at 16 tph. This is due to merge delays from interlining, and this proposal seeks to increase service to 40 tph on each pair of tracks (40 tph because CBTC allows for more capacity on de-interlined routes, barring terminal restrictions which should be mitigated by new construction).
@@TMC_BC Than what’s the point you don’t a K train. If it’s mere copy. The E train could split branches like the A train In Lefferts and Rockway
@@Amiri_Francis I think the A branches should be given different names to reduce confusion. Plus, since more E trains are going to 179th Street than Jamaica Center, it would seem to passengers that Archer is getting less service (even though they aren’t), so a different label would be necessary.
@@TMC_BC For the A train what about this
Extend to C to Lefferts but first moving it to the express tracks after local service is replaced by either 2nd Avenue service or Broadway service the W train.
Rename 116th to the H train.
Hey, about that 3 to Dyre and 5 to burnside, I realized that the 2/3 and 4/5 connection exists.
But, I am still against this plan because if your on the 5, then you will have to transfer to the 3 and ride the train for 1-2 hours straight
Edit: this comment section became a war
White Plains Road and dyre Avenue riders has a **serious demand** for the East Side removing the 5 train Lexington Avenue line from white Plains Road is a **awful** idea.
How the hell are people going to get to the east side without it. 149th Street Grand Concourse will become a **crowded nightmare**. The (2) and (4) trains are already overcrowded with the way the system currently is. No matter what investment/expansion you make to 149th Street Grand Concourse **even** with a restored 3rd Avenue line or new metro north station the 2 and 4 trains will **never** be able to handle that many people transferring you would be pissing off thousands of riders in the bronx.
transfers riders will have to get off the “overcrowded” (2)(3) train for a “overcrowded” (4) train. The (4) and (6) as well will become even more crowded then ever before this is especially the case with the (6) since that leaves the (6) as literally the only direct route to Manhattan’s east side from anywhere in the South or East Bronx.
If the (2)(3) both serve The Bronx, there is no longer any service to the 145th Street or Harlem - 148th Street stations on the coverting that part into a shuttle isn’t the best option either since that would be screwing over everyone trying to get to midtown and Brooklyn on Harlem. Converting the Harlem 148th street into a shuttle WILL BE DISASTROUS How the HELL will people transfer there THE crowding on 135th street is going UNACCEPTABLE HIGH. The 135th street isn’t an island platform. People would have to walk and pay an ADDITIONAL 2.75 just to get to 148th st and/or to midtown 7th Avenue line
Along side removing the popular Lexington Avenue white plains road link Having the 5 run up Jerome would create a redundant service and over-serve Jerome Ave and White Plains Road for that matter. The case could be made for more rush hours service on the line to allow the 4 to run express in the direction of traffic, but outside the rush, is there really a need for 40+ TPH on Jerome? The 5 would either become a rush hour-only route, which would be disastrous for Lexington Ave, or the rerouted trains would have to terminate at 149 St-Grand Concourse Burnside Avenue or Bedford Blvd to continue providing service down the line, which would be a waste just to avoid a MERE MERGE ZONE. Is there honestly a NEED FOR 40-60 TPH is the ENTIRE Bronx and Brooklyn for that matter. White plains road train would had to short turn on multiple areas again ruining service.
Does Lexington Avenue and 7th Avenue really need 40-60 TPH
the IRT way it’s been it has the best on time schedule. The 149th street junction isn’t even that bad. Not to mention that the IRT will sound stupid if the 5 gets removed like 1,2,3,4,6,7 like WHERE THE HELL IS 5
People don’t seem to understand the impossibility on creating a forced transfer for Lexington Ave service from White Plains Rd. No matter how much the station would be rebuilt to accommodate the increased number of transfers, or how much y’all “claim the service to “increase” it'd still be seen as a loss of a service option to many riders that's been available since the line opened over hundred years ago.
So let’s ask ourselves is it really worth screwing over thousand of people just to “slightly” speed up service by a few seconds and avoid a few “merge” zones.
My answer: HELL NO
@@Amiri_Francis I agree.
@@Amiri_Francis I think the idea of removing the 5 from Dyre and deinterlining the Bronx IRT would be more palatable if SAS were extended up Dyre Av per the 1970s plan. That would preserve Dyre riders' one seat ride to the East Side & get rid of the ugly merge at 149th.
@@Netbook451 That’s still a bad idea. Interlining is a necessary evil to some extent. As well as the M train in Essex Street
@@Amiri_Francis I know. But replacing the 5 with the T isn't as awful as replacing it with the 3 there since the T preserves Dyre - East Side connectivity without forcing a transfer.
The CBTC on QBL needs to be fixed. This line is so problematic. It's delays and issues every day on QBL. People are late everywhere they go when they are on QBL. It's just sad to see how unreliable it is.
The delays have more to do with interlining. Even pre-CBTC, I remember waiting about 2 minutes on F trains entering the trunk near 36th Street, just for E trains to pass by first.
Have the F and M run to 179th, with the F running express, skipping Briarwood, Sutphin and 169th.
That’s not possible. The F and M must run local on Queens Blvd, with the F ending at Forest Hills, and the M extending to 179th Street.
@@TMC_BC I said return the M train back to Nassau Street to truly deinterline
This is a great plan, with the R moving back to Astoria the southern terminal has to change maybe have it swap with the D so it can be maintained at C.I. and cut W service which I feel like is not even needed
So you support oppression and racism towards a route that did nothing wrong shame on you
@@jasonjohn5947 WHAT are you talking about?
@@droppingemstv4283 He’s a troll
You can’t do this because WTC can’t handle 30 tph. You would have to swap the A/C to be local on 8 av and E/K to be express to brooklyn
That works as well.
the K should be the kings hwy line, connect all coney island bound trains via kings hwy and then travel up the highway until it meets up with the A and goes down to jamaica
The real problem with the Queens Blvd line is that the express tracks between Continental Ave and 179th street are used as layup tracks. Theoretically this should only be done on evenings and weekends but there are always periods where trains have been laid up in the middle of the rush hour. This results in E trains becoming unexpectedly locals. This was a problem before Jamaica Center was opened and only became worse once it did open. For this reason I don't see your plan working. If F and M trains go all they way to 179th street, thereby doubling service, you will have massive delays when E and K trains unexpectedly become locals.
This is why the F and M should be locals going to 179 St, and the express tracks between 71st and 179th used by the E and K, with the E splitting off to serve the Archer Avenue Line.
I'm not sending the (E) to Brooklyn, and I'm not turning the (C) into an EXPRESS.
The (F) must run EXPRESS in Queens.
The (E) is not that serious. It is only the JFK Airport, Southeast Queens bus connection and South Shore NICE Bus connection that impacts the (E), as well as LIRR connection. Yes the (E) is the work horse line of the QBL, but I would focus on the Off Peak frequency increase (to every 6 minutes - 10 trains per hour) more than the Peak Hour increase.
Regarding restoring EXPRESS service to 179th Street, I say extend the (R) there and let the (F) go EXPRESS.
The (M) is not needed along Queens Blvd.
And why? This covers interlining and reverse branching, not bus and LIRR connections.
C doesn't need express, they just need more trains running per hour
@@jamal2982 It’s not that it needs express, it’s that running the C Express makes the system more efficient, along with switching the D to the local on CPW.
@@TMC_BC i agree, now I see what this comment means
Interesting ideas, but making all service heading to 6th avenue from QBL local doesn't make sense in practicality. More people are heading for midtown than 8th avenue, and this plan would take away direct express access for QBL riders, and you'd probably overburden Roosevelt avenue with passengers transferring from the express to the now local 6th avenue services. That station is already very crowded most days to begin with by virtue of its connection with the 7, and as an existing transfer point between express and locals.
When the V was a thing, the MTA tried to convince riders to take that somewhat longer local trip instead of the F, for the benefit of being more likely to get a seat, it didn't work, people more often chose speed over comfort. It wasn't uncommon to see plenty of space on a V during rush hour while F's were at crush capacity.
Commuters along QBL would be furious if this was implemented, especially on the far end. I used to commute from 169th to 14th Street on the F, and that trip as it current is routed takes 50 minutes on average, without delays. Making a long commute like that even longer is pretty rough.
Now on the flip, if they can revisit and implement the "super express bypass" that's been floated for decades, routing the F from Forest Hills via the LIRR mainline ROW to 63rd Street, then that in conjunction with the rest of this proposal becomes much more workable. You'd probably get some grumbles from those who transfer at Roosevelt Ave, but you'd be preserving and enhancing the link for riders from 71st-Continental and east.
Great video as always.
We really don’t have any choice here, given that if we flipped the paradigm over here and ran the E/K Local and F/M Exp, we’d be running 20% less capacity on the express, due to the M running 8 cars, which isn’t good. In the future, we could flip it, but this plan is supposed to work with only the most necessary fixes, such as enhanced terminal Ops and capacity enhancements as well as other capacity increases throughout the system. If this does become a problem, we could rebuild 36 St into an express station to allow additional cross-platform transfers.
@@TMC_BC Then this plan simply is unfeasible if that's the case. You can't run less express service as is on QBL, and you can't rebuild 36th due to the disruption it would cause to a vital transit corridor for years. The reason the "Super Express" has been proposed so many times is due to the existing capacity constraints on the express lines on QBL.
On the flip, if they could ever figure out that Super Express, that changes the narrative, but the idea of changing 36th into an express is pie in the sky and reducing overall service on the Queens Blvd Express is a non-starter, just as returning the R to Astoria is a non-starter, since prior to this it dead headed from either terminal to Coney Island, which reduced capacity along the routes it needed to take to do so.
There's a reason why the current structure exists as it is.
@@mzxeternal You won’t be running less service on QBL Express, in fact you’d be running more. CBTC can enable about 36-40 trains per hour on a pair of track, while current QBL Express schedules are listed at 30 tph, but personal observation at rush hour puts this more at 24-26 tph in actuality. The locals will also run at 36-40 trains per hour, causing more balanced service for easier cross-platform transfers. The express conversion at 36 St is not absolutely necessary given the amount of cross-platform transfers that exist on Queens Blvd, but it could be implemented in the future if the need arises. The Super-Express duplicates a Regional Rail service, so I see it as redundant and unnecessary given the amount of trains we can push through QBL with de-interlining.
I like this plan a lot tbh it can help with the garbage ass F train gaps
Exactly. The (F) is... well, you know how it is, and it needs to be improved, AND SOON.
I see what you mean but there gaps for a reason. If they were F Trains every 12 seconds, then The A,B,C,D,E,G and M Trains would be backed up.
@@logik_08 Well of course trains would be backed up if they were running every 12 seconds. CBTC allows for trains to run every 1.5 minutes, which are my planned schedules here
While I support De-interlining, your suggestions don’t really make sense. Service needs to be planned around not just optimizing through put but also serving passenger needs. Most Manhattan bound riders are not going towards 8th Ave, having the entire express trunk on Queens Blvd serve only 8th Ave makes no sense. You are adding burdensome transfers to everyone not going towards 8th Ave. If all transfers were as good as the 7/N transfer at Queensboro Plaza, this wouldn’t be issue. Unfortunately, the reality is quite different. Your plan not only eliminates the much wanted Broadway access (with the great connection to the 4/5) on Queens Blvd, but you also limit service on the 60th street tunnel. Astoria cannot reliably turn around more than 15 TPH, effectively reducing rush hour service on the 60th street tunnel from 25tph to 15tph. It makes no sense. The only suggestion that makes sense is sending the M with the F at 63rd street. I would even be supportive of keeping the F local with the M, if we had the R go express after Queens Plaza to Jamaica Center, changing the E to serve 179th St at all times.
Rectifying the Astoria Terminal issue is easy, and would most likely cost about $300M based on similar projects, and with the LGA Expansion still in limbo, we might get a better terminal.
@@TMC_BC it would not be that easy. The easiest solution would be using Astoria Blvd to turn around trains. And you would still be spending at least twice that amount to do that, with how poorly the MTA mismanages capital construction. Even then, what would you accomplish? Adding unnecessary service to Astoria? Astoria does not need more service (it could do with more service outside of rush hour) the only reason Astoria even gets 15 TPH during rush hours is because it alleviates the 7 at Queensboro Plaza. and for what? To de-interline queens Blvd and send riders where they don’t want to go? There is a reason the G doesn’t go to forest hills anymore.
Heck, if you are that obsessed with de-interlining and efficiency, you could run queens Blvd more efficiently by implementing the service pattern it was built for, Manhattan service on the express tracks, crosstown service on local tracks. Turn the F express in Brooklyn, drastically increase G service and have it run the local service from forest hills to church Ave. But it’s a service pattern that makes no sense for riders, even it technically would run more trains.
There are much better uses of capital construction funds than interlining queens Blvd. For someone so adamantly opposed to fixing the mess that is the IRT interlining in the Bronx, queens Blvd interlining is a strange hill to die on.
@@unknown1201 This was based off of similar projects that have happened in recent times, such as switch replacement, so I don’t see any dramatic increase in cost there. Running Queens Blvd as it was built is tricky as you’re forcing much more transfers than having only Manhattan service on each pair of tracks. The 63rd Street Line itself dates back to proposals to add local capacity into Manhattan, which is why this plan is ideal.
Passenger needs can’t be met by unreliable lines and infrequent service. It’s better to have frequent service with a transfer than infrequent one seat rides
@@unknown1201 laughing in new interchange linking queensboro plaza with queens plaza bye.
Mystic Transit, another CZcamsr that I subscribe to that talks about the "K" train is NYC Transit Channel, and it is informed that he said the "K" train was discontinued in 1988 because the ridership had gone down recently for three years that was begun. Also, the "K" was a World Trade Center train to a Washington Heights-168 Street local via Eighth Avenue. I know for a fact that bringing back the "K" train for the MTA is a good idea, but it is a discontinued train that can last less than three years.
I want the m to go to Jamaica-179 St
with the f?
@@luv4dio yes make the F express and the M local since supthin and 169 have express tracks
That’s a great idea. Both M & R to 179th Street, and the F go to Jamaica Center at all times with the E. Late nights, all E trains will terminate at Queens Plaza and all R trains will run local late nights while the F will provide Express service to Jamaica Van Wyck. Also have all F trains operate express in Brooklyn from Jay Street to Church Avenue at all times, especially late nights too.
@@robertnunez4917 I did that in brand new subway
Expect Made the E and M to Jamaica 179 and F to Jamaica Center
I feel like the B D E K should run on 5th Ave
The K train is pointless as the E train can just split off branches Archer Avenue and Hillside Avenue the A train does the same thing at Rockways and Lefferts
Damn, I took the f from queens to Brooklyn lol
It be Nice if the R train goes to Astoria but it don’t have a Yard near it maybe build a new yard in Brooklyn where the InterBoroExpress would’ve it’s yard at as well. This would help The R and W better service Maybe Others!
You can build a yard over the Con-Ed Plants in Astoria, which can help increase the capacity of the terminal at Ditmars, or you can build new switches to allow the R to run via West End to Coney Island, with the D going via Sea Beach and the B running to Bay Ridge, providing an express service from there from 36th to Atlantic. The N would be rerouted via the Brighton Express as a weekday-only train.
@@TMC_BC Thats good idea as well I like that I wouldn’t mine the change up!
@1:05 vanshnookenraggen?
Yup. Credited in the description.
By scrolling through the comments. I wonder why does the (R) train really need a yard?
To ensure adequate fleet storage and reliability especially when transition between late night and weekend patterns to the weekday patterns.
Game name ?
I get the point of deinterlining but I really think that it should work but not on the level it is now. Like the A,B,C and D trains should only be interlining with each other. No N,Q or E trains. So like each train would only interline with 2 other lines. Send B trains to bay ridge and D trains via sea beach. Then once second Ave is built then a second Ave line can run local via Fulton. Then A and C trains run express. With C trains going to Lefferts and A trains going to the rockaways
I think any like that can be de-interlined, should be. People bring up the point that riders have preferences, but then you look at other systems around the world, and you see that other then Amsterdam, London, and Berlin, little to no other rapid transit systems have any interlining, yet people manage transfers really well.
@@TMC_BC London does not work. I’ve been to London before many times. Transfers are horrible. When the W&C was closed and I was expecting to use that, I had to go on the Northern Line to LB, and a crowded Jubilee Train to Waterloo, which one I had to not go on because it was completely full. I had to wait for a 10 minute connection for the Circle Line to go 2 stops. Also, interlining is somewhat prevalent in London, have you seen it?
@@peskypigeonx London doesn’t have any major interlining besides the sub-surface lines (mainly inherited commuter rail branches that are just part of the Tube) and they are de-interlining the Northern Line as we speak by upgrading transfer capacity at Camden Town and the Northern Line extension allowing each track pair to directly tie into only one trunk or branch. Every other line is de-interlined, especially the Victoria Line which runs on ATO at 36-40 TPH during peak hours (every 90 seconds!).
I actually disagree with the C via 8 Ave Express, at least the way you put it. When the C runs express from Canal St to 59th St - Columbus Circle, merging to the local tracks will cause delays to A & D service. The only way the C via 8th Ave Express could work, is swapping the C & D north of 59th St (the D to Washingon Heights, C to Norwood).
This is exactly what we propose.
@@TMC_BC It was never mentioned of the C via CPW express in the video or the last one.
Hm, I thought I mentioned that in the video. Apologies if I didn't. The plan is to have the (C) run Express from 145 St to Canal St.
@@iNevaan It will probably be mentioned in future videos
@@TMC_BC Ok
Your intentions are good but the F being all local will cause controversy in queens blvd and people wanting express on grand concourse BD and Washington Heights AC needing local will be upset and so I wouldn’t recommend it.
One sensible idea I came up with is this
B 168 street CPW Local Coney Island via sea beach 4th Avenue express
C 205 street CPW express
D Bedford Park Blvd CPW Local Bay ridge 95th street 4th Avenue express bay ridge local
N Coney Island Brighton local
Q Brighton Beach Brighton express
R Coney Island 4th Avenue local.
The Q train becomes a weekday only route
The A train runs local from 207th street 145th street on weekends and Late nights while the B train will likely have to be only runs up to Atlantic Avenue during those times. Since 6th Avenue and Central Park west ridership isn’t high enough to justify having 4 services on weekends and late nights
Both the C and D operate on the Bronx all day every day to encourage ridership the D replaces the C to 205th street during late nights.
N/Q 96th street Broadway Express
R/W Astoria Broadway local
M via 63rd Street.
Reopen the Rockway Branch
And now i present the proposed H train.
The H train would then run from Rockway Park 116th Queens Blvd Local 8th Avenue Local to World Trade Center. Woodhaven Blvd is now an express stop.
New switches should be added that way on weekends the E train can switch to the local tracks to stop at 67th Avenue to replace the M train that doesn’t operate on weekends and late nights. The M train should be extended to Jamaica 179th street allowing for F trains to run Express all the way in queens weekends and Late Nights F train run local from Jamaica 179th street - Forest Hills 71th Avenue. The H train on late nights will be cut back to Rego Park. The E train is fully local during those times.
The voice I recommend for H Kathleen Campion
What about dekalb Avenue and Essex Street
Dekalb Avenue:
D unchanged
B to sea beach
N local Brighton
Q express Brighton
Problem solve
With Essex Street the M train is too popular removing will anger a huge amount of Williamburg and ridgewood riders needing Midtown and cause crowding as if the M is sent back to Nassau their is no more direct train service to midtown from the Jamaica line and will leave the L train as the only direct route to midtown in Williamburg . Modifying the Jamaica in certain ways will be a better option
My master plan will built a new route in Williamburg used by 8th Avenue local E train and 2nd Avenue express K train
@@Amiri_Francis I think you need to go to re education because you seem to love worshiping THAT CANCEROUS CIRCLE with terminal that are walkable that has to go to bring back the famous V and Brown M. Everyone hates that circle
I've made a video about modified the mta in the Brand New Subway site and tell me ur thoughts
czcams.com/video/UamPaqPjbTc/video.html
50th street station is an issue
4:53; Mystic Transit, the "C" train has eight cars, not ten because the R-179 "A" train has 10 cars whereas R-179 "C" train has 8 cars.
That is not why.
The C has always ran 480’ trains, but the MTA now has a strong interest in extending the consist lengths of the C to 600’ with the R211 Order, transferring those R179s to ENY Yard
So, why the "K" train wants to change this service? How MTA is going to solve that?
@@randolphtwells1360 What do you mean? That sentence didn’t make sense
What is the solution for the "K" train?
Yeah, it is a pity that 'DISLIKE' has become irrelevant.
(As Newton said - '...equal and opposite reaction.')
And this matters why?
Send the R to LA Guardia airport not Astoria
It's not that serious!.
The "C" is fine. That 50 Street station is unique for the "C" as well as 155 and 163rd Streets.
The Astoria can't get two local trains. We must have an express option.
Extending the "M" is like extending the "R". It creates a two seat ride and a longer wait as the "F" will becomes express again.
Just shouldn't happen!
Astoria *can* have 2 locals. The express and local make the exact same stops until 34th Street, so I’d barely call it an express at that point. The increased frequency cancels out increased journey time farther south, as this R train will run at 21 tph, compared to 7.5 tph each on the N and W.
@@TMC_BC We survived with one local for years. Than we became what we are today when the W was introduced. And cuts backs making us an express terminal (N/Q). And back to our prior relationship with the W.
We like the N/W pattern the best.
I'm quite bothered how the "R" operates.
And my "N" running local anywhere (Queens Blvd) makes me feel unimportant. How am I going to explain to riders that I'm an express train now local?
It was kind of funny seeing N making local as a child on Queens Blvd with the GG, which I deemed as the 14 deluxe 😁
@@qolspony What you said is exactly why I feel that riders are really dumb with how they want service. The tracks are designed so that locals go to 60th Street and Astoria, while the expresses continue up 2nd Avenue to 96th Street. This way, you avoid the capacity issues that come with having an express reverse-branching with a local. You lose an express, but you end up with a much higher frequency local, with the trains coming at 2.5 minute intervals rather than 4.5 minute intervals. The rest of the system also benefits as well.
@@TMC_BC The local dead ending at 57th Street was a big mistake with subway planners. But we continue to live with that mistake today. By the way, Queens Blvd and Second Avenue was an afterthought. There were never any plans to extend the system north. And Queens Blvd did not exist at the time it was built. But the IRT Lexington line was already situated and provisions of an express station for that station (59th Street) was already on the drawing board. So here you had a single track that goes to the westside. With two double tracks serving Lexington Avenue.
Yes the discrepancy is there. But we are living with it everyday. This should have been like 57th Street. Passengers using the BMT deserved it.
This plan is BAD! Stop de-interlining just for the sake of de-interlining. If it isn't broken, don't fix it.
It is broken. Clearly. Just check the (F)'s headways on a Weekday and you'll see. This isn't just De-Interlining for the sake of it.
PRENCH PRENCH
@@MysticTransit de-interlining won't solve anything if the public isn't getting the service they want. I'm looking at it as a transit professional (now retired) instead of as a railfan. You may be eliminating one problem, but you may be creating multiple, larger problems.
@@pbatommy I think the public needs to experience at least a pilot to get a taste of the service and have time to adjust their commutes. The only reason de-interlining hasn’t been implemented yet is because we don’t have enough trains (yet), and the MTA simply doesn’t understand the politics behind it. I for one, think the public should stay out of this, because they simply have no understanding of how transit works.
@@TMC_BC And the fact that people don’t take well to change
Deinterlining has pros and cons
Bring back Catherine Cowdery and Kathleen Campion then we can bring back the K train ON ITS ROUTE from 168th street and WTC Bring justice to a train route wrong and prosecuted for no reason
WTF does prosecution has to know with this
Why don't you run the R-line with the F-line up to 179th st with the R-train staying local . The G-train should run local from Hoyt-Schermerhorn down to Church Ave with the F-line running express from Jay St-Metrotech down to church Ave
Because that keeps the merges down at Queens Plaza, which were covered in an earlier video.
@@TMC_BC oh okay, I saw the portion regarding allowing the G- line to run into forest hills again...I was thinking just keeping it as is running up to Court Square then back to church or maybe kings Highway
@@blkyankee7975 That should be fine, as long as the F runs Culver Express, which is how the tracks were designed to be operated.
@@TMC_BC that would definitely get people in from Southern Brooklyn into the city(Manhattan) alot quicker with that Culver express service being locked in with the G-line running local and extinging the train length grom 4 cars to 10 cars at max
@@blkyankee7975 Especially combined with other changes around the system to make service faster.
Jamaica archer needs to be extended 4 more miles.
To where?
@@MysticTransit don’t know. Somewhere more dense
return g to queens
G train was better off running to 71 ave queens!
No it was not, because it was lightly used, and we need to be conscious of the fact that most of the workforce is in Manhattan.