As a D train rider, the Co Op City extension would absolutely be beneficial to all Bronxites. We will finally get some Crosstown in the Bronx. Gun Hill Road has one of the highest bus ridership to Co Op City which proves that the D extension would be very useful. Also, I proposed the D to have a peak direction express similar to the 6 train with the B running to Bedford all the time.
They should focus on the Pelham 6 line to be extended to co op city because pretty soon the metro North is gonna definitely have four stations Hunts point moriss avenue parkchester co op city. Leave the B D trains alone . Focus on the IRT lines like the 8 train s running back to south Bronx between Gun hill road and Clearmount Avenue Webster Ave 149 street connecting with the 2 5 trains and 138 street connecting to the Pelham 6 line. Bad enough the D trains goes to Coney island stillwell Ave Brooklyn and the B trains to Brighten Beach and Bedford Park Bronx.
Focus on the A devisin iRT lines instead of the B decisions that definitely needs to happen like the 6 train being extended to co op city mall barto Bronx and the 8 3rd Avenue Elevated line. And the 10 trains could run to throggs Neck Avenue and Hunts point. I'm keeping it 100% real .
@@leecornwell5632 no doubt that 3ave El in the Bronx would have been so useful today had they the MTA haven't torn it down it could have been rebuilt and upgraded to Handle Second Ave IND train
@@DARTHBLUNT713 Exactly 💯% true . They was dum enough to tair something down like this wich that really helped out the 2 5 trains 🚃 to get to point A to point B with no issues. Now it's a big issues No 3rd Avenue Elevated line line wich is torrible thing to do and wasted what goes around comes around.
Definitely agree. Gun Hill Rd could use that relief on the roads and co-op could use the service. They should also extend the 6 to coop as well. This would provide options for intra Bronx traffic.
Most definitely likely the Pelham 6 line is gonna definitely be extended to co op city mall Bronx because sonna or later the Connecticut metro North is coming to Pennsylvania station Manhattan Hunts point moriss parkchester and co op city 🏙️ . I have a real spriital feeling that the 8 Thrid Avenue Elevated line is definitely coming back I'm telling you. We have a new governor cathy hucko and she is in charge of the MTA and she is stepping here game up . The interborough Express is definitely coming to Brooklyn and Queens connecting with 17 Subway lines. Make sure that you vote for Cathy hucko in November.
I would like to give my opinion on the Broadway & Astoria Lines and the Queens Boulevard Line. I honestly agree with your plans for the non-Broadway trains on the QBL. I can definitely picture QBL express service being much faster with the (E) and (F) serving 53rd street together again. I also think that the (M) train should go all the way to Forest Hills 24/7 and via 63rd street. It can definitely help out with service. There have also been proposals started by other people to extend the (M) line to the Rockaways called "Queenslink". I think this can work too, but it depends on whether the MTA decides to do this or not. I think all 4 trains can stay on the Broadway Line, but I would make it a little different for less issues and more trains available. With that, here's how I think it should go: (N): Same pattern up until 34th street. Now, I was a little hesitant about this at first, but I honestly agree with you. While I think it should go to Queens still, it should go to the QBL instead to help out the (R), but it should enter the line via 63rd street and the Broadway line's express tracks. I wouldn't mind taking the (N) out of Astoria cause I remember going there all the time in the past and most of the time, there was construction rerouting the (W) train to 96th street, leaving the (N) running to Astoria alone. I guess maybe it wasn't such a bad idea to have only one train running to Astoria after all. On top of that, it does get frustrating waiting for the (N) train to switch from the local to the express track and vice versa cause this does hold up service. Now while the (M) does a decent job, I feel that local service can be expanded. I've heard with CBTC on the way for QBL, local service will be expanded. While at first I was having high hopes about the (G) coming back to Forest Hills, overtime I realized that the possibilities of that happening are pretty slim. However, I do think that QBL needs another local service, and with QBL riders demanding more service to Midtown Manhattan, I feel that the (N) is the perfect choice for this. (Q): Unchanged (R): Unchanged; it should stay on the QBL line but with extra assistance from the (M) and (N) trains. (W): Same pattern but with service expansions. I honestly don't think the (W) should be eliminated again. I do understand why some people feel that this line has no purpose, but I feel that this route has a lot of possibilities. With my plan, the (W) will serve Astoria alone. It will follow the same pattern, but instead of terminating at Whitehall Street for the whole day, it should follow the service of the Brown (M)'s former route through Downtown Brooklyn. However, instead of going with the (D) train to terminate at Bay Parkway, it should terminate at the Sea Beach Line at either Kings Highway or 86th street. It already follows this pattern with a couple of trains so I think this should become official. I feel that this is also the cheapest plan to fill in the hole the Brown (M) train left since everything's already set up for the (W) to take over and it's from the same line as the (R). I know that the problem is that there's not enough equipment to expand the (W), but hopefully with the order of the R211s coming soon (I heard that they're ordering over 1500 cars), it can help expand service for this line. It could even serve on weekends too. I 100% feel that this can ease the stress of (R) train riders. With this, the (R) will have assistance from the (N) in Queens and the (W) in Manhattan & Brooklyn.
Well in my opinion I think the r should go to Astoria then make the n to 125 or 96 on the 2 avenue line then make the w be full time it can go to Forest Hills the on weekends it would go to 96 or 125 on the 2 avenue line just like the n well the w is gone both the e and m would be local on qbl
I ride the Q train quite a lot. The N train used to be where I was at. Know one thing I can say, is that the Q train is pretty useful! But I think this can make it better. First off take away the Q from Brighton. Go ahead and put it on west end. I don't care what anyone says, unless it costs more money. Take the D train and run it on Brighton with the B train. Everything is good now and I think this is good because then dekalb can have the D B R and not have the trains have to switch into their bridge tracks. Instead it can just go one way. Also put the W with the Q on west end to bay parkway on rush hours it would make this way more fun!
Love the video, but there are some things I disagree with. For the Central Park West services, I find the complaints about loss of one-seat rides and “variety” a bit overblown. There are bigger issues to deal with such as the merge issues at 59th Street-Columbus Circle. This forces all B-division train schedules to be written around that one merge, even if a line does not operate anywhere near it. CBTC alone will not solve this issue, and more needs to be done. In fact, one can argue that deinterlining can fix these issues without loss of one-seat rides to desired areas (many of which are a short walk away from an alternate station). In fact, when you play your cards right (do it correctly), deinterlining CPW can benefit everyone greatly. The plan I have for this is: (A) (B): Unchanged (C): Express from Canal Street to 145th Street, then via the Concourse Line to 205th Street (D): Local from 59th Street to 168th Street, the new last stop. This would eliminate merges between 59th and 42nd Street and allow for more fluid train operations up and down the whole line, speeding up service for everyone. I know quite a few people will lose some one seat rides, but like I said, one can walk a short distance to the alternate station. Making the C express would not only increase train capacity on the express tracks, but also eliminate the merge at Canal Street, making train speeds more fluid there. To replace the C on the local tracks, the E train service would have to be increased, which brings me to my next point. The additional E trains will have to cut into capacity on Queens Blvd, which means that more deinterlining will have to be done. I’m clearly not a fan of having Broadway Line trains operate on Queens Blvd since it would take away capacity for improving service on the other lines. Rather, these extra E trains will replace R trains and a whole other set of service changes for the corridor. Specifically: (E) (F): Unchanged (M): unchanged except for operations via 63rd Street instead of 53rd Street (K): Extra E trains. 71st Avenue to World Trade Center via Queens Blvd Local, 8th Avenue Local-53rd Street. Replaces R train on QBL, M train on 53rd Street, C train on 8th Avenue Local. All four services would operate at 12-15 trains per hour. With the R train removed from Queens Blvd, it can be used for improving service on Astoria and 2nd Avenue. Specifically: (N) (Q) to 96th Street (20 trains per hour total) (R/W): to Astoria (20-24 trains per hour) This eliminates the merges at Canal Street and through the 60th Street Tunnel. Ultimately these service changes tie into longer term plans I have, such as a Nassau Street-8th Avenue connection and a connection between the Fulton Street, Broadway, and Jamaica Lines, all of which will require some deinterlining for optimal service. I do agree with some of the extensions though, just not having it go to White Plains Road/Gun Hill Road, as Burke Avenue seems to be more direct. I also recommend extension of the Queens Blvd Line deeper into Queens.
@@TransitTalkNYC Admittedly I was not really a fan of removing the R from Queens Blvd at first due to the yard access issues. Eventually, I’ve come to support that plan and even made some modifications to it. However I’m looking to add some service back there as a compromise since there are some physical constraints for R service. There’s the City Hall curve that limits train throughput through the Montague Street Tunnel and Broadway Line route to 20 trains per hour, and there’s the curve at 57th Street limiting train movement to 24 trains per hour. Finally there’s the switch configuration at Astoria-Ditmars limiting train movements there to 15 trains per hour. Assuming no other changes to the track infrastructure, the most amount of trains that could be run on the full R route would be 15 trains per hour with an additional five trains short turning at Queensboro Plaza and another four going between QB Plaza and Canal Street. The most one can do at this point is redo the switch configuration at Astoria-Ditmars and it could allow for those QB short turns to go to Ditmars, bringing up the max turnaround capacity to 24 from Ditmars to Canal Street and 20 trains into Brooklyn. Theoretically all 24 trains could go to Astoria or to make things consistent, if capacity is to be found, four of those trains (the Canal Street specials) can operate on the Queens Blvd Line as special trains.
What if instead of completely removing the R trains from Queens Boulevard, we just split the line from 59th street Because I *know* I *cannot* live at 63rd without it. I rarely ever see M trains heading to Manhattan during Friday evenings
@@butacrusader That’s not even going to work as well. Removal of the R train and replacing it with the service patterns I described above would mean no changes to todays commuting patterns as the 6th Avenue, 8th Avenue, and Broadway lines are all just a stones throw away from each other by foot. All one needs to do is walk to/from the alternate station and we’re good. However I’ve been open to compromises considering that there’s some spare capacity to work around.
@@butacrusader Well 63rd Drive will get the same (or increased) level of service without the R on there. My plans see a new K train via 8th Avenue-53rd Street alongside the M 6th Avenue Local (now via 63rd Street) serving all Queens Blvd Local stations.
This layout would be kind of like the 6, where it alternates between Parkchester and Pelham Bay Park. Catch is though: The B does not run express in Upper Manhattan and the Bronx, which means there will be little to no issues.
The only runs Express in Brooklyn between prospect Park and church Ave and New Kirk and kings highway and sheepshead Bay and Brighton Beach ⛱️. The B definitely needs to run on the weekends between Harlem 145 and Brighton Beach ⛱️ to help out the Q trains in Brooklyn.
As for the C they should have late night service or run C trains till 12 am from 168 to WTC. The last C is the 2209 out of 168 and 2225 out of Euclid. The A running the first local out of 207 is the 2208 and 2206 is the last express. The 2342 207/Lefferts should be the last express out of 207 and run local in Brooklyn.
There's no point of that, the A serves the eighth avenue line 24/7 running express all times except nights while the C operates local and when it's not needed during the night, the A takes over and unless there are two new branch proposals for the C train to use, it cannot operate 24/7. The same reason with the M which cannot serve forest hills and sixth avenue cause those routes are occupied by the F and the E which both provide service 24/7 while the R occupy the Queens Blvd line and the BMT Broadway line all times except nights. Service has to be lessen during non peak hours to keep the system in check in terms of maintenance and inspection scouting out any problem or see what needs fixing while the trains need to be check out since this is complex system is not without it's challenges
I think that C trains should run express on 8th Ave so less interlining can happen between E and C and then deinterline the D,B,N and Q in Brooklyn so Cpw trains run better. The only thing is that in order for C trains to benefit from running via 8th Ave is for another train to run Fulton street local and as of right now that is not possible until the second Ave subway is built to lower Manhattan. Where we can connect it to the Nassau street line have J trains terminate at chambers and then have T trains run via montague tunnel and then a track connection to the court street station.
My opinions with the lines in the video: - Concourse: Same thing as mentioned here. - CPW: Boot the (C) off CPW, have the (A) run local south of 145th Street, while the (B) and (D) will run express. Give Concourse trains more wiggle room to head to Concourse using the 145th Street Junction. As for 145th Street upper level and northwards, there are ways to tackle it. You can just have the (A) run the local tracks till 168th Street and let it switch to the Inwood tracks. However, if another line takes the local tracks at 145th, extend the platforms outwards to facilitate that, while having the (A) switch to the express to Inwood [there is a possibility for switches before the junction]. - 8th Avenue Line: Since the (A) is local in CPW, it will be local here too. As for the (C) and (E), they will be express at 8th Avenue. Those that want 8th to CPW express and vice-versa, transfer at 7th Avenue. As for the (A), I hope that Astoria Yard is built, so that we can extend it to Brooklyn via 4th Avenue. - 6th Avenue Line: Same as the video for the time being, but in the future, the (M) might have a different service pattern in my eyes. - Broadway+Astoria Lines: With Astoria Yard, retire the (R) completely to get rid of reverse-branching. Send the (N) to 2 Avenue with the (Q). If Astoria Yard is not built, the (W) would still have to go to 4th Avenue and West End [more on DeKalb junction in a separate comment]. - QBL: Have the (C) and (E) run express to 53rd Street, the (F) becomes local till 36th Street and head to the 63rd Street branch, along with the (M). The (G) will be extended to Queens Plaza [more on the (G) in a separate comment].
8:50 The R ideally needs a yard. I think the way to fix the 34th St switch without outright eliminating W service is to instead have N trains switch tracks at 57th St to the local tracks to get to the 60th St tube. Alternatively, you could forget about the T and just have the N/Q go up 96th together and the R/W be left untouched which would then raise questions for Brooklyn service. I wonder though if redirecting the N to Forest Hills via 63rd St would cause switch issues with the F and Q lines, unless if we would be proposing an F and M swap here too. The MTA plans on expanding the 38th St yard to store and maintain revenue service trains so we could see some R trains being stored and maintained here worst case scenario.
1:20 Just want to give a little update as of July 1, 2024, some B trains in the midday will go up to Bedford Park Blvd and the frequencies are increased from 10 minutes to 8 minutes. Evening service is still only up to 145th St though.
now transit talk is technically right on 6th Av line but the M train still runs on weekends and late nights on weekends the M runs between Delancey-Essex St and Metropolitan Av and on Late Nights from Metropolitan Av to Myrtle Av (broadway) to connect to the J
Have the M go to 96th all times, N Q would go to Astoria (no need for the W) and all express bypassing 49th st. the R would have same terminus (Forest Hills) but it will go via the IND 63rd st line and there would be an extension of the OUTER tail tracks at 57-7 av so it will merge to the IND 63rd st line after the X crossover. F would go via 53rd st with the E, and the semi-express stop (transfer to express going in the same direction, but not opposite) would be Steinway street on QBL(either that or extend the G train to forest hills). If the first option was picked this will leave queens plaza with the local tracks being unused.
THE Q TRAIN WOULD BE 24/7 EXPRESS BETWEEN UPPER EAST SIDE, EVENTUALLY HARLEM, WHEN THE 2ND AVENUE SUBWAY IS DONE & CONEY ISLAND. THE Q TRAIN WOULD BE 24/7 EXPRESS ALONG BROADWAY & KINGS COUNTY (BROOKLYN)
THE C TRAIN WOULD BE 24/7 LOCAL BETWEEN WASHINGTON HEIGHTS & SOUTH OZONE PARK-LEFFERTS BLVD, THEREFORE PROVIDING 24/7 LOCAL SERVICE TO CENTRAL PARK WEST
6th Ave Ideas: On late nights and weekends (Not Just to Foam) (D) & (F) Trains Use (B) Train Equipment. They share Coney Island, So Just Use The same Equipment.
The M operated to 96th st evenings and weekends for awhile during the Canarsie tube work. From what I've seen,the line worked pretty well. M trains are pretty much needed for evening and weekends 6th Avenue service. However, running through the 53rd st line creates bottlenecks at Queens Plaza. If you move the M to 63rd st,it will establish Local Queens Blvd connections with no back tracking . It could also serve as the local, replacing the E during late evenings ,and overnight . The M could also OPERATE full time between forest hills and Metropolitan Ave...killing off several service gaps and wait times.
I think they should swap the B and C Trains back like it was back in the 70's That way there is both a 6th and 8rh Ave option on both the Concourse and wash hgts line!
The E and F trains have used the 53rd Street Tunnel since the 1940's when the Sixth Avenue Line opened, and that pattern operated until 2010. Beyond that corridor becoming very overcrowded, as I discussed in another reply, the options for when things get f'ed up were limited. Sending F trains along the G line from Brooklyn to Queens, bypassing Manhattan does nothing for the hordes of riders at the Manhattan stations wanting to get to Queens, or for Manhattan riders needing to get home in Brooklyn! The 63rd Street Tunnel allows for two routes to/from Queens for two of the most heavily used subway lines. Your suggestion is not solving a problem!
@@michaelsherrell6389 Here’s a better idea. Coinciding with 8th Avenue deinterlining, have all 8th Avenue trains via 53rd Street and have all 6th Avenue trains on 63rd Street. Have them branch out to have one of each on both local and express tracks (long term the SAS connects to the line and the 63rd Street line is given a dedicated Queens line).
I WOULD HAVE THE M TRAIN 24/7 LOCAL BETWEEN MIDDLE VILLAGE & FOREST HILLS SO IT CAN PROVIDE 24/7 LOCAL SERVICE ON THE 6TH AVENUE LINE & QUEENS BLVD LINE. THE M WOULD TRAVEL ALONG THE 63RD STREET TUNNEL INSTED OF THE 53RD STREET TUNNEL AT ALL TIMES
For Qns Blvd, I say switch the roles the F and M lines have. The F running local with the R and the M running express with the E, and then let 71 av not be a terminal at all. F and R trains run to Jamaica 179 st and E and M train running Express to Jamaica Center. This change can de-interline everything the qns blvd had but one (36 st (where currently E and F trains merge.)), But I think CBTC can take care of that. Edit: On weekends F and R lines will have local service and E and M will always run express. Like what you said, M trains should always run to Forest Hills. For Late Nights, F trains can run by itself to Jamaica 179, and M trains running express to Jamaica Center. And finally, suspend the E train for Late Nights, since the M already covers the qns blvd section there and the A train covering every subway station the E had. (WTC included since chambers st exists).
@@djunruly7537 this plan was like 11 months old. Honestly I agree with most of it still except, for the Archer section, I say extend the E to Cambra Heights and the M to Rosedale. You then remove the bottleneck and also allow service for eastern queens
To Maximize Capacity by Deinterlining Lines Here's my version of the plan: -(A): Norwood-205th Street to WTC via Concourse Local/CPW Local/8th Avenue Local -(B): Inwood-207th Street to Coney Island via CPW Express/6th Avenue Express/4th Avenue Express (Sea Beach) -(C): Jamaica-179th Street to Lefferts Blvd/Far Rockaway via Queens Blvd Express/53rd Street Tunnel/8th Avenue Express/Fulton Street Express -(D): 168th Street to Bay Ridge-95th Street via CPW Express/6th Avenue Express/4th Avenue Express (Local South of 36th Street) -(E): Jamaica Center to Euclid Aveune via Queens Blvd Express/53rd Street Tunnel/8th Avenue Express/Fulton Street Local -(F): Forest Hills to Coney Island via Queens Blvd Local/63rd Street Tunnel/6th Avenue Local/Culver Express -(G): Forest Hills to Church Aveune via Queens Blvd Local/Crosstown Local/Culver Local -(J): Jamaica Center to Broad Street via Jamaica Local (Rush Hour Exp) -(L): 8th Avenue to Canarsie (Tail tracks past 8th Avenue) -(M): Metropolitan Aveune to Rockaway Park via Myrtle Avenue Local/6th Avenue Local/63rd Street Tunnel/Queens Blvd Local (Queenslink) (New Flyover track to Access the Myrtle Avenue Upper Level) -(N): 96th Street to Coney Island via Broadway Express/Brighton Express -(Q): 96th Street to Ocean Parkway via Broadway Express/Brighton Local (New Flyover track to turn trains around to Coney Island Yard) -(R): Astoria-Ditmars to Coney Island or Canal Street via Broadway Local/4th Avenue Local (West End)
7:45 I would prefer to just have the B run to 145th on the weekends, that way you kill 2 birds with one stone. The express issue on 6th Avenue isn’t much of an issue because the B/D only skip 2 stops anyway. I think it’s possible for the MTA to do it, I think the main issue is the lack of demand for additional B service, but with the MTA increasing midday B service to the Bronx, I think it would be possible in the near future.
Stations such as 21 St. Queens bridge, Roosevelt Island, and 63 St. Lexington Ave. would benefit having riders going to/coming from Queens via local into stations such as Steinway St., 36 St. 46 St. and 65 St. to attract even more riders and reduce the transferring around.
For M train extension, why not 57th street? If I remember correctly it used to be the northern terminal for the Air train so the infrastructure should still be there
As far as CPW is concerned the D should run local on weekends since the A runs 2 services Lefferts n Far Rock. On weekends the A runs 10 min headways out of 207 and 20 out of Lefferts n Far Rock. The C runs 13 minutes on weekends.
The concourse line was scale from a four track line to three and the terminal points aren't able to handle 15 trains per hour, but the D can accumulate that frequency if the line is extended to co op city along gun hill but the B train you need the baychester avenue end point reflecting the 1929 plan but that would not be fair to the C train service which is in a similar situation
D express service in the Bronx should be expanded to run during weekdays peak direction. That way, B trains could run to Bedford Park Boulevard all the time on weekdays.
The B could definitely run on the weekends to East Harlem 145 street to Brighton Beach ⛱️ to help out the Q trains in Brooklyn and the D trains in the Bronx.
As to Queens, I prefer E M run via 53rd St, FN 63rd St to cross East River, then MN express, EF local, a bit like current ABCD pattern at Columbus Circle. Connect Queens Pl and Queensboro Pl, or at least support free transfer. I don't see why R cannot, like, travel via D's track to Brooklyn 9 Ave Station and use 38 St Yard.
The A and C should be made into 8th Avenue express services. The K could be revised to run local in place of the C along 8th Avenue and Fulton st The C would take the Lefferts Branch..A to Far Rockaway. H trains would become the Rockaway line to and from Rockaway Blvd.
The Cranberry Street Tunnel is already at capacity, so there's no room for A, C, and K trains to fit in. My plan is to have the A and C express on the whole route, with the B and D trains being local north of 59th Street and the E and K being local south of 42nd Street (50th Street will still be served). The K is a route I propose to replace the C on 8th Avenue Local, M on 53rd Street (moving to 63rd Street), and the R on Queens Blvd (to be rerouted back to Astoria). The E and K would both terminate at World Trade Center. Meanwhile the A and C would retain the current routings in Brooklyn and Queens to prevent more merging on the line.
I agree the R train should run from 95th Street to Ditmars Blvd Astoria with the W train from Whitehall Street to Ditmars Blvd together and The N train should run from Coney Island to 71st Street it used to be that way a long time ago I don't know who decided to change it but it should have stayed that way
I’d say have the N switch to the local track at 57th street instead of 34th in it’s route to Forest Hills. Now Queen Plaza gets to still have a Broadway connection and have a local line. Only downside is that the M must always run to Forest Hills now
Or just get rid of the N train merge entirely. Have the N run to 96th with the Q and expand up W train service to Astoria to 15 trains per hour, with a few trains to 95th Street.
@@TheRailLeaguer that works well too the only issue is it’s more of a temporary solution as, when the 2nd Ave line is finished (prolly not anytime soon tho), the T line would then have to merge with both Q and now N trains
Have the C serve permanently on the Lefferts Boulevard Branch of the Fulton Street Line. Make it a four-car, OPTO shuttle between Lefferts Boulevard and Euclid Avenue during off-peak hours.
How about just delete the Lefferts Boulevard Branch and have more Q112 Service, with Q112s being sent to Euclid Avenue Station rather than Rockaway Boulevard Station.
They have tried something like that before from 1988-1992 but was dropped due to riders being dissatisfied with losing one-seat express service from the four local stations east of 71st Avenue and the reliability issues of the replacement R train service. The request to drop local service at these stations, which constitute 23% of the lines ridership east of 71st Avenue, was so intense that despite a majority of the ridership suffering a 3 minute increase in travel time, F train service to the local stations was restored. Since then, reliability of the R train has somewhat improved but it's still a bit iffy, and ridership on the system has increased as a while. However, I do recommend that the Queens Blvd Lines and Archer Avenue Lines be extended to further serve Southeast Queens. For example, have the F train extended past 179th Street to Springfield Blvd. The F would be shifted to all-day express service on the whole route (to avoid excessive changes to the runtime on a lengthy route like that) and the M and R would extend to 179th Street to replace the local service (my plans see the R replaced with another route). Then the E train would be extended via the LIRR Atlantic Branch to Rosedale, and the J Archer Avenue Line would receive a modest one-stop extension to 168th Street and Archer Avenue. With closer access to the subway, most ridership at these stations would switch to using the new stops, creating a drop off for ridership at the stations in Jamaica, and buses would be rerouted to not go into Jamaica but to other areas.
@@TheRailLeaguer You are the smartest person on here and you share my thoughts in a huge way and I have a slightly better idea which is to run all three lines along Hillside Avenue and have the F train running express to 268 street and Hillside Avenue making two stops after 179 street which is Springfield Blvd and than 268 and have the M and the R stop at 188 street, 197 street etc.
If you can’t stand the a and c merge at canal why you don’t complain when c and e merges going north? The purpose for f train to skip queens plaza is built that way. You can’t do anything about that and that why m train run local for that reason to supplement it . I have no problem riding the qbl. The problem is who is on ti E to get first move to use switch track!!
another solution for queens plaza on the E and M *make the M express and F goes local* ik this will have express trains on 53 and local on 63 and the M runs 8 cars but it removes the ennie meenie minni mo at Queens plaza and the J runs 8 cars and most of the time its express so why can the M do it and the M will also go to 179 street
The basic reason why the F-train was moved to the 63rd Street Tunnel has to do with connecting that tunnel to the larger transit in a basic productive way, since in the 1970's-1980's local Queens NIMBY politicians put in place laws and funding restrictions that killed any further expansion of the Queens Super-Express, and the further expansion of E and J train service in south-eastern Queens. The 63rd Street Tunnel was not originally designed to be connected to the Queens Blvd in the way it has been, but was done to make the best of a bad situation created during NYC' fiscal crisis years and aftermath. Also during this period the 53rd Street Tunnel was overwhelmed with riders, some even falling to their deaths from the over crowded platforms. And you want to return to that? Returning both E and F trains to the 53rd Street Tunnel on a regular basis is a terrible idea.
How about this proposal. D-Bay Ridge-95th St-Norwood-205th St via. 4th Ave Local/DeKalb Ave (Brighton Platform)-Manny B-6th Ave Express/CPW-Concourse Express W-Coney Is-Stillwell Ave-Astoria via. Brighton Expressl/Montague Tun/Broadway Local B-Coney Is-Stillwell Ave-145th St via. West End Express/4th Ave Express/6th Ave EXP/CPW Local R-Whitehall St-Forest Hills LOCAL Q-unchanged N-unchanged
How about splitting the R like they did with the A Send one train to Astoria and the next to Forest Hills Send one southbound to 95th and one to Coney Island
The concourse line. If the MTA can't have the B train at Bedford park Blvd weekdays then the only choice is to do the extension to Co op. The eight avenue line will have to resort to CBTC on the entire line and equipped with new cars. Having the A on the local tracks wirh the C is not a good idea since the C ends at Washington heights, this conflicts with one train ending at that point while the other continues resulting in delays and both of the A qnd C would not fit on WTC or the concourse because riders are used to be he current service on this line. The C was taken of the bronx because of alternating different terminals depending on the time and day creating confusion and the B was alternate towards the 63rd street line on evenings and weekends while the C did not help due to its current train length and headways creating problems. The C transverse in Manhattan and Brooklyn to utilize the local service at all times except nights while the A provides service 24/7. The E was taken off the Fulton street line for the same reason with the C operating it's current service. The sixth avenue line, M can only operate the main line and Queens Blvd line 24/7 is with the Queens link if it's chosen to be built as a subway would provide convenience on those lines as well as improving the Rockaway line by having to serve beach 116 street and the only change to make is have the M take the 63rd tunnel. BMT Broadway line, I say have the N skip 49 street and modified the N and W to balance the service. Having the R train at Astoria would lose the yard access at Jamaica and the new yard proposal is not going to help matters. Having the N on 63rd creates conflict with the F and Q while riders are going to complain about taking out the W since the N and R cannot increase their service. The Queens Blvd line, since the 63rd street line is poorly executed the way to improve service is with CBTC, two branches for the local trains to allow the G to come back to the line and an extension past 179 street to Springfield Blvd to allow additional service from the second avenue subway.
I am against the (D) to Co Op City because the density level in the North Bronx does not call for a Subway. I would just let the (D) terminate at Gun Hill Road and White Plains Road. Regarding the Queens Blvd line, I would let the Queens Blvd Local extend to 179th Street, but that means the (E) will have to run less frequent as Jamaica Center can only accommodate 12 trains per hour. I would build a transfer between Queens Plaza (E), (M) and (R) and Queens Boro Plaza (7), (N) and (W). I would, however, terminate (R) trains at Whitehall and extend (W) trains to Bay Ridge.
That’s not a valid excuse, since there’s still and opportunity to extend the D further crosstown. Co-op City still lacks subway access and extending the D crosstown (via Burke Avenue and Gun Hill Road, somewhat following the original plan) to Co-op City can solve everyone’s request.
@@TheRailLeaguer There's other approaches for a Co Op City Subway. I would prefer the approach via Schuylerville and Soundview, but then the argument of that being built into the RBB line directly servicing LaGuardia Airport (which would be better than the proposed Q50 SBS). The (D) can end in Eastchester with the (5) as Boston Road has density (more density than Gun Hill Road).
@@ahmadfrw1 None of what you’re proposing are sensical alternatives to the D train crosstown extension to Co-Op City, especially since Eastchester does not need additional train service, nor does it have more density. The 5 train connection at Seymour Avenue is more than sufficient. As for RBB, it has no business going to the Bronx or LaGuardia Airport at all, so it’s better for that line to better tie into the Queens Blvd Line and have all the service there go to Long Island City and Manhattan via that route.
Exstend the 6 Pelham line to co op city mall because it's much closer than the B D trains I'm telling you. If they wanted to exstend the B D trains to co op city they could definitely did this along time ago. including the 6 Pelham line to co op city.
You miss the understanding about 623 st tunnel. It got 21 st quwwnsbrudgw which back grebe mta sosebr want that stop. There no problem with merging of any of these trains. It got to squeeze somewhere. You can’t win it alll. The only thing I like to say the n should switch at 57 st instead 34 except when w is not in service at 49 st.
The best way to deal with the N train merge is to get rid of it entirely. Have the N run to 96th with the Q, expand W train service to fill in the remaining track capacity, and you’re all set.
@@TheRailLeaguer I'd have the N and Q swap north terminals, with the Q serving Ditmars and the N serving 96th Street. In addition, the Q would run local in Manhattan via the Montague Street tunnel. The W wouldn't be needed at all.
I would hate the n going back to queens blvd, having it on Astoria is great and a bunch of people currently in Astoria like it that way. If y’all hate the 34st junction that much why not just go back to the pre 2016 service pattern with N,Q, and r trains and just have the q running 96st and the n being a local train
That pre-2016 pattern is pretty much the same thing + one more merge. Almost nothing different. In fact, the solution to dealing with the merge is to remove it entirely. (N) and (Q) to 96th Street (R/W) to Astoria.
Keep dreaming. Also when you mention that m train should go on 63 st to avoid Ernie Bernie miner no , how about when m train merge with r train T 36 st from 63 sr line? The problem here is no matter you think it will work it won’t because train in both direction still need to deal with Ernie meenie miner mi. On cpw if the c run express who take care of 50 st upper level?
As a D train rider, the Co Op City extension would absolutely be beneficial to all Bronxites. We will finally get some Crosstown in the Bronx. Gun Hill Road has one of the highest bus ridership to Co Op City which proves that the D extension would be very useful. Also, I proposed the D to have a peak direction express similar to the 6 train with the B running to Bedford all the time.
They should focus on the Pelham 6 line to be extended to co op city because pretty soon the metro North is gonna definitely have four stations Hunts point moriss avenue parkchester co op city. Leave the B D trains alone . Focus on the IRT lines like the 8 train s running back to south Bronx between Gun hill road and Clearmount Avenue Webster Ave 149 street connecting with the 2 5 trains and 138 street connecting to the Pelham 6 line. Bad enough the D trains goes to Coney island stillwell Ave Brooklyn and the B trains to Brighten Beach and Bedford Park Bronx.
From what was told on the news the inter borough express light rail between Queens and Brooklyn connecting with 17 subways.
Focus on the A devisin iRT lines instead of the B decisions that definitely needs to happen like the 6 train being extended to co op city mall barto Bronx and the 8 3rd Avenue Elevated line. And the 10 trains could run to throggs Neck Avenue and Hunts point. I'm keeping it 100% real .
@@leecornwell5632 no doubt that 3ave El in the Bronx would have been so useful today had they the MTA haven't torn it down it could have been rebuilt and upgraded to Handle Second Ave IND train
@@DARTHBLUNT713 Exactly 💯% true . They was dum enough to tair something down like this wich that really helped out the 2 5 trains 🚃 to get to point A to point B with no issues. Now it's a big issues No 3rd Avenue Elevated line line wich is torrible thing to do and wasted what goes around comes around.
Definitely agree. Gun Hill Rd could use that relief on the roads and co-op could use the service. They should also extend the 6 to coop as well. This would provide options for intra Bronx traffic.
Most definitely likely the Pelham 6 line is gonna definitely be extended to co op city mall Bronx because sonna or later the Connecticut metro North is coming to Pennsylvania station Manhattan Hunts point moriss parkchester and co op city 🏙️ . I have a real spriital feeling that the 8 Thrid Avenue Elevated line is definitely coming back I'm telling you. We have a new governor cathy hucko and she is in charge of the MTA and she is stepping here game up . The interborough Express is definitely coming to Brooklyn and Queens connecting with 17 Subway lines. Make sure that you vote for Cathy hucko in November.
I would like to give my opinion on the Broadway & Astoria Lines and the Queens Boulevard Line. I honestly agree with your plans for the non-Broadway trains on the QBL. I can definitely picture QBL express service being much faster with the (E) and (F) serving 53rd street together again. I also think that the (M) train should go all the way to Forest Hills 24/7 and via 63rd street. It can definitely help out with service. There have also been proposals started by other people to extend the (M) line to the Rockaways called "Queenslink". I think this can work too, but it depends on whether the MTA decides to do this or not.
I think all 4 trains can stay on the Broadway Line, but I would make it a little different for less issues and more trains available. With that, here's how I think it should go:
(N): Same pattern up until 34th street. Now, I was a little hesitant about this at first, but I honestly agree with you. While I think it should go to Queens still, it should go to the QBL instead to help out the (R), but it should enter the line via 63rd street and the Broadway line's express tracks. I wouldn't mind taking the (N) out of Astoria cause I remember going there all the time in the past and most of the time, there was construction rerouting the (W) train to 96th street, leaving the (N) running to Astoria alone. I guess maybe it wasn't such a bad idea to have only one train running to Astoria after all. On top of that, it does get frustrating waiting for the (N) train to switch from the local to the express track and vice versa cause this does hold up service. Now while the (M) does a decent job, I feel that local service can be expanded. I've heard with CBTC on the way for QBL, local service will be expanded. While at first I was having high hopes about the (G) coming back to Forest Hills, overtime I realized that the possibilities of that happening are pretty slim. However, I do think that QBL needs another local service, and with QBL riders demanding more service to Midtown Manhattan, I feel that the (N) is the perfect choice for this.
(Q): Unchanged
(R): Unchanged; it should stay on the QBL line but with extra assistance from the (M) and (N) trains.
(W): Same pattern but with service expansions. I honestly don't think the (W) should be eliminated again. I do understand why some people feel that this line has no purpose, but I feel that this route has a lot of possibilities. With my plan, the (W) will serve Astoria alone. It will follow the same pattern, but instead of terminating at Whitehall Street for the whole day, it should follow the service of the Brown (M)'s former route through Downtown Brooklyn. However, instead of going with the (D) train to terminate at Bay Parkway, it should terminate at the Sea Beach Line at either Kings Highway or 86th street. It already follows this pattern with a couple of trains so I think this should become official. I feel that this is also the cheapest plan to fill in the hole the Brown (M) train left since everything's already set up for the (W) to take over and it's from the same line as the (R). I know that the problem is that there's not enough equipment to expand the (W), but hopefully with the order of the R211s coming soon (I heard that they're ordering over 1500 cars), it can help expand service for this line. It could even serve on weekends too.
I 100% feel that this can ease the stress of (R) train riders. With this, the (R) will have assistance from the (N) in Queens and the (W) in Manhattan & Brooklyn.
Well in my opinion I think the r should go to Astoria then make the n to 125 or 96 on the 2 avenue line then make the w be full time it can go to Forest Hills the on weekends it would go to 96 or 125 on the 2 avenue line just like the n well the w is gone both the e and m would be local on qbl
The N W trains definitely needs to exstending to Lagardia Airport.
I ride the Q train quite a lot. The N train used to be where I was at. Know one thing I can say, is that the Q train is pretty useful! But I think this can make it better. First off take away the Q from Brighton. Go ahead and put it on west end. I don't care what anyone says, unless it costs more money. Take the D train and run it on Brighton with the B train. Everything is good now and I think this is good because then dekalb can have the D B R and not have the trains have to switch into their bridge tracks. Instead it can just go one way. Also put the W with the Q on west end to bay parkway on rush hours it would make this way more fun!
D train local. B train express
Love the video, but there are some things I disagree with.
For the Central Park West services, I find the complaints about loss of one-seat rides and “variety” a bit overblown. There are bigger issues to deal with such as the merge issues at 59th Street-Columbus Circle. This forces all B-division train schedules to be written around that one merge, even if a line does not operate anywhere near it. CBTC alone will not solve this issue, and more needs to be done. In fact, one can argue that deinterlining can fix these issues without loss of one-seat rides to desired areas (many of which are a short walk away from an alternate station). In fact, when you play your cards right (do it correctly), deinterlining CPW can benefit everyone greatly. The plan I have for this is:
(A) (B): Unchanged
(C): Express from Canal Street to 145th Street, then via the Concourse Line to 205th Street
(D): Local from 59th Street to 168th Street, the new last stop.
This would eliminate merges between 59th and 42nd Street and allow for more fluid train operations up and down the whole line, speeding up service for everyone. I know quite a few people will lose some one seat rides, but like I said, one can walk a short distance to the alternate station. Making the C express would not only increase train capacity on the express tracks, but also eliminate the merge at Canal Street, making train speeds more fluid there. To replace the C on the local tracks, the E train service would have to be increased, which brings me to my next point.
The additional E trains will have to cut into capacity on Queens Blvd, which means that more deinterlining will have to be done. I’m clearly not a fan of having Broadway Line trains operate on Queens Blvd since it would take away capacity for improving service on the other lines. Rather, these extra E trains will replace R trains and a whole other set of service changes for the corridor. Specifically:
(E) (F): Unchanged
(M): unchanged except for operations via 63rd Street instead of 53rd Street
(K): Extra E trains. 71st Avenue to World Trade Center via Queens Blvd Local, 8th Avenue Local-53rd Street. Replaces R train on QBL, M train on 53rd Street, C train on 8th Avenue Local. All four services would operate at 12-15 trains per hour.
With the R train removed from Queens Blvd, it can be used for improving service on Astoria and 2nd Avenue. Specifically:
(N) (Q) to 96th Street (20 trains per hour total)
(R/W): to Astoria (20-24 trains per hour)
This eliminates the merges at Canal Street and through the 60th Street Tunnel.
Ultimately these service changes tie into longer term plans I have, such as a Nassau Street-8th Avenue connection and a connection between the Fulton Street, Broadway, and Jamaica Lines, all of which will require some deinterlining for optimal service.
I do agree with some of the extensions though, just not having it go to White Plains Road/Gun Hill Road, as Burke Avenue seems to be more direct. I also recommend extension of the Queens Blvd Line deeper into Queens.
@@TransitTalkNYC Admittedly I was not really a fan of removing the R from Queens Blvd at first due to the yard access issues. Eventually, I’ve come to support that plan and even made some modifications to it. However I’m looking to add some service back there as a compromise since there are some physical constraints for R service. There’s the City Hall curve that limits train throughput through the Montague Street Tunnel and Broadway Line route to 20 trains per hour, and there’s the curve at 57th Street limiting train movement to 24 trains per hour. Finally there’s the switch configuration at Astoria-Ditmars limiting train movements there to 15 trains per hour. Assuming no other changes to the track infrastructure, the most amount of trains that could be run on the full R route would be 15 trains per hour with an additional five trains short turning at Queensboro Plaza and another four going between QB Plaza and Canal Street. The most one can do at this point is redo the switch configuration at Astoria-Ditmars and it could allow for those QB short turns to go to Ditmars, bringing up the max turnaround capacity to 24 from Ditmars to Canal Street and 20 trains into Brooklyn. Theoretically all 24 trains could go to Astoria or to make things consistent, if capacity is to be found, four of those trains (the Canal Street specials) can operate on the Queens Blvd Line as special trains.
What if instead of completely removing the R trains from Queens Boulevard, we just split the line from 59th street
Because I *know* I *cannot* live at 63rd without it.
I rarely ever see M trains heading to Manhattan during Friday evenings
@@butacrusader That’s not even going to work as well. Removal of the R train and replacing it with the service patterns I described above would mean no changes to todays commuting patterns as the 6th Avenue, 8th Avenue, and Broadway lines are all just a stones throw away from each other by foot. All one needs to do is walk to/from the alternate station and we’re good.
However I’ve been open to compromises considering that there’s some spare capacity to work around.
@@TheRailLeaguer
When I said 63rd I meant 63rd drive
I'ma edit that rq
@@butacrusader Well 63rd Drive will get the same (or increased) level of service without the R on there. My plans see a new K train via 8th Avenue-53rd Street alongside the M 6th Avenue Local (now via 63rd Street) serving all Queens Blvd Local stations.
Highly agree with the B train alternating routes, THANK YOU
This layout would be kind of like the 6, where it alternates between Parkchester and Pelham Bay Park.
Catch is though: The B does not run express in Upper Manhattan and the Bronx, which means there will be little to no issues.
The only runs Express in Brooklyn between prospect Park and church Ave and New Kirk and kings highway and sheepshead Bay and Brighton Beach ⛱️. The B definitely needs to run on the weekends between Harlem 145 and Brighton Beach ⛱️ to help out the Q trains in Brooklyn.
4:21 bro the tracks are sparking.
4:49 I hated that they didn’t let people know which leaves first… 70% I got it wrong… lol
As for the C they should have late night service or run C trains till 12 am from 168 to WTC. The last C is the 2209 out of 168 and 2225 out of Euclid. The A running the first local out of 207 is the 2208 and 2206 is the last express. The 2342 207/Lefferts should be the last express out of 207 and run local in Brooklyn.
There's no point of that, the A serves the eighth avenue line 24/7 running express all times except nights while the C operates local and when it's not needed during the night, the A takes over and unless there are two new branch proposals for the C train to use, it cannot operate 24/7. The same reason with the M which cannot serve forest hills and sixth avenue cause those routes are occupied by the F and the E which both provide service 24/7 while the R occupy the Queens Blvd line and the BMT Broadway line all times except nights. Service has to be lessen during non peak hours to keep the system in check in terms of maintenance and inspection scouting out any problem or see what needs fixing while the trains need to be check out since this is complex system is not without it's challenges
Alternate Midday B trains will actually be following that service pattern to 145/Bedford Park in the near future.
I think that C trains should run express on 8th Ave so less interlining can happen between E and C and then deinterline the D,B,N and Q in Brooklyn so Cpw trains run better.
The only thing is that in order for C trains to benefit from running via 8th Ave is for another train to run Fulton street local and as of right now that is not possible until the second Ave subway is built to lower Manhattan. Where we can connect it to the Nassau street line have J trains terminate at chambers and then have T trains run via montague tunnel and then a track connection to the court street station.
My opinions with the lines in the video:
- Concourse: Same thing as mentioned here.
- CPW: Boot the (C) off CPW, have the (A) run local south of 145th Street, while the (B) and (D) will run express. Give Concourse trains more wiggle room to head to Concourse using the 145th Street Junction. As for 145th Street upper level and northwards, there are ways to tackle it. You can just have the (A) run the local tracks till 168th Street and let it switch to the Inwood tracks. However, if another line takes the local tracks at 145th, extend the platforms outwards to facilitate that, while having the (A) switch to the express to Inwood [there is a possibility for switches before the junction].
- 8th Avenue Line: Since the (A) is local in CPW, it will be local here too. As for the (C) and (E), they will be express at 8th Avenue. Those that want 8th to CPW express and vice-versa, transfer at 7th Avenue. As for the (A), I hope that Astoria Yard is built, so that we can extend it to Brooklyn via 4th Avenue.
- 6th Avenue Line: Same as the video for the time being, but in the future, the (M) might have a different service pattern in my eyes.
- Broadway+Astoria Lines: With Astoria Yard, retire the (R) completely to get rid of reverse-branching. Send the (N) to 2 Avenue with the (Q). If Astoria Yard is not built, the (W) would still have to go to 4th Avenue and West End [more on DeKalb junction in a separate comment].
- QBL: Have the (C) and (E) run express to 53rd Street, the (F) becomes local till 36th Street and head to the 63rd Street branch, along with the (M). The (G) will be extended to Queens Plaza [more on the (G) in a separate comment].
8:50 The R ideally needs a yard. I think the way to fix the 34th St switch without outright eliminating W service is to instead have N trains switch tracks at 57th St to the local tracks to get to the 60th St tube. Alternatively, you could forget about the T and just have the N/Q go up 96th together and the R/W be left untouched which would then raise questions for Brooklyn service. I wonder though if redirecting the N to Forest Hills via 63rd St would cause switch issues with the F and Q lines, unless if we would be proposing an F and M swap here too. The MTA plans on expanding the 38th St yard to store and maintain revenue service trains so we could see some R trains being stored and maintained here worst case scenario.
1:20 Just want to give a little update as of July 1, 2024, some B trains in the midday will go up to Bedford Park Blvd and the frequencies are increased from 10 minutes to 8 minutes. Evening service is still only up to 145th St though.
now transit talk is technically right on 6th Av line but the M train still runs on weekends and late nights on weekends the M runs between Delancey-Essex St and Metropolitan Av and on Late Nights from Metropolitan Av to Myrtle Av (broadway) to connect to the J
Have the M go to 96th all times, N Q would go to Astoria (no need for the W) and all express bypassing 49th st. the R would have same terminus (Forest Hills) but it will go via the IND 63rd st line and there would be an extension of the OUTER tail tracks at 57-7 av so it will merge to the IND 63rd st line after the X crossover. F would go via 53rd st with the E, and the semi-express stop (transfer to express going in the same direction, but not opposite) would be Steinway street on QBL(either that or extend the G train to forest hills). If the first option was picked this will leave queens plaza with the local tracks being unused.
THE Q TRAIN WOULD BE 24/7 EXPRESS BETWEEN UPPER EAST SIDE, EVENTUALLY HARLEM, WHEN THE 2ND AVENUE SUBWAY IS DONE & CONEY ISLAND. THE Q TRAIN WOULD BE 24/7 EXPRESS ALONG BROADWAY & KINGS COUNTY (BROOKLYN)
THE C TRAIN WOULD BE 24/7 LOCAL BETWEEN WASHINGTON HEIGHTS & SOUTH OZONE PARK-LEFFERTS BLVD, THEREFORE PROVIDING 24/7 LOCAL SERVICE TO CENTRAL PARK WEST
I agreed on CPW and since that would be good A trains would go to 168fh Street, B trains to 207th Street and C trains would have their 1970's route.
I approve of the D train going to co op city as a bx crossover train and also agree wit the E and F on the 53rd st line like they used to in the 90s
6th Ave Ideas: On late nights and weekends (Not Just to Foam) (D) & (F) Trains Use (B) Train Equipment. They share Coney Island, So Just Use The same Equipment.
Weekend 63rd St Shuttle
The M operated to 96th st evenings and weekends for awhile during the Canarsie tube work.
From what I've seen,the line worked pretty well.
M trains are pretty much needed for evening and weekends 6th Avenue service.
However, running through the 53rd st line creates bottlenecks at Queens Plaza.
If you move the M to 63rd st,it will establish Local Queens Blvd connections with no back tracking .
It could also serve as the local, replacing the E during late evenings ,and overnight .
The M could also OPERATE full time between forest hills and Metropolitan Ave...killing off several service gaps and wait times.
THE R TRAIN WOULD BE 24/7 LOCAL IN KINGS COUNTY (BROOKLYN), BROADWAY & QUEENS BLVD BETWEEN BAY RIDGE & FOREST HILLS
You introduced a criss cross pattern at Lex 63 on weekends because you have N trains switching to M tracks and Ms to Ns.
@@TransitTalkNYC a pleasure
I think they should swap the B and C Trains back like it was back in the 70's That way there is both a 6th and 8rh Ave option on both the Concourse and wash hgts line!
THE 8TH AVENUE LINE: I AGREE WITH YOU
M to 145… that route would solve for CPW on weekends too
I like the idea of sending the E,F train down 53 Street.
The E and F trains have used the 53rd Street Tunnel since the 1940's when the Sixth Avenue Line opened, and that pattern operated until 2010. Beyond that corridor becoming very overcrowded, as I discussed in another reply, the options for when things get f'ed up were limited. Sending F trains along the G line from Brooklyn to Queens, bypassing Manhattan does nothing for the hordes of riders at the Manhattan stations wanting to get to Queens, or for Manhattan riders needing to get home in Brooklyn! The 63rd Street Tunnel allows for two routes to/from Queens for two of the most heavily used subway lines. Your suggestion is not solving a problem!
@@michaelsherrell6389 Here’s a better idea. Coinciding with 8th Avenue deinterlining, have all 8th Avenue trains via 53rd Street and have all 6th Avenue trains on 63rd Street. Have them branch out to have one of each on both local and express tracks (long term the SAS connects to the line and the 63rd Street line is given a dedicated Queens line).
A and C need more service north of 59 and more reliable service
THE W WOULD BE LOCAL IN QUEENS, LOCAL ALONG BROADWAY & LOCAL IN KINGS COUNTY (BROOKLYN) TO CONEY ISLAND.
THE F TRAIN WOULD BE 24/7 CONEY ISLAND TO JAMAICA-179TH STREET VIA 6TH AVENUE LOCAL & QUEENS BLVD EXPRESS VIA 53RD STREET
I WOULD HAVE THE M TRAIN 24/7 LOCAL BETWEEN MIDDLE VILLAGE & FOREST HILLS SO IT CAN PROVIDE 24/7 LOCAL SERVICE ON THE 6TH AVENUE LINE & QUEENS BLVD LINE. THE M WOULD TRAVEL ALONG THE 63RD STREET TUNNEL INSTED OF THE 53RD STREET TUNNEL AT ALL TIMES
AS I SAID BEFORE, THE B WOULD BE ALL DAY EVERY DAY TO BEFORD PARK AVE SO THAT THE B CAN PROVIDE EXPRESS SERVICE ALL DAY EVERY DAY ON WEEKENDS
For Qns Blvd, I say switch the roles the F and M lines have. The F running local with the R and the M running express with the E, and then let 71 av not be a terminal at all. F and R trains run to Jamaica 179 st and E and M train running Express to Jamaica Center. This change can de-interline everything the qns blvd had but one (36 st (where currently E and F trains merge.)), But I think CBTC can take care of that.
Edit: On weekends F and R lines will have local service and E and M will always run express. Like what you said, M trains should always run to Forest Hills. For Late Nights, F trains can run by itself to Jamaica 179, and M trains running express to Jamaica Center. And finally, suspend the E train for Late Nights, since the M already covers the qns blvd section there and the A train covering every subway station the E had. (WTC included since chambers st exists).
That would work but the E and M train would have issues with the turn around it would start a bottleneck problem down there
@@djunruly7537 this plan was like 11 months old. Honestly I agree with most of it still except, for the Archer section, I say extend the E to Cambra Heights and the M to Rosedale. You then remove the bottleneck and also allow service for eastern queens
To Maximize Capacity by Deinterlining Lines Here's my version of the plan:
-(A): Norwood-205th Street to WTC via Concourse Local/CPW Local/8th Avenue Local
-(B): Inwood-207th Street to Coney Island via CPW Express/6th Avenue Express/4th Avenue Express (Sea Beach)
-(C): Jamaica-179th Street to Lefferts Blvd/Far Rockaway via Queens Blvd Express/53rd Street Tunnel/8th Avenue Express/Fulton Street Express
-(D): 168th Street to Bay Ridge-95th Street via CPW Express/6th Avenue Express/4th Avenue Express
(Local South of 36th Street)
-(E): Jamaica Center to Euclid Aveune via Queens Blvd Express/53rd Street Tunnel/8th Avenue Express/Fulton Street Local
-(F): Forest Hills to Coney Island via Queens Blvd Local/63rd Street Tunnel/6th Avenue Local/Culver Express
-(G): Forest Hills to Church Aveune via Queens Blvd Local/Crosstown Local/Culver Local
-(J): Jamaica Center to Broad Street via
Jamaica Local (Rush Hour Exp)
-(L): 8th Avenue to Canarsie
(Tail tracks past 8th Avenue)
-(M): Metropolitan Aveune to Rockaway Park via Myrtle Avenue Local/6th Avenue Local/63rd Street Tunnel/Queens Blvd Local
(Queenslink)
(New Flyover track to Access the Myrtle Avenue Upper Level)
-(N): 96th Street to Coney Island via Broadway Express/Brighton Express
-(Q): 96th Street to Ocean Parkway via Broadway Express/Brighton Local
(New Flyover track to turn trains around to Coney Island Yard)
-(R): Astoria-Ditmars to Coney Island or Canal Street via Broadway Local/4th Avenue Local (West End)
7:45 I would prefer to just have the B run to 145th on the weekends, that way you kill 2 birds with one stone. The express issue on 6th Avenue isn’t much of an issue because the B/D only skip 2 stops anyway. I think it’s possible for the MTA to do it, I think the main issue is the lack of demand for additional B service, but with the MTA increasing midday B service to the Bronx, I think it would be possible in the near future.
Please MTA, just PLEASE make a transfer at 21 St - Queensbridge to the N,R,W, E, and M trains! We Need It!
I would like to see the M run on SAS every weekend.
Queens Blvd, you need the Rockaway branch and the jewel avenue branch and restore the G train
Stations such as 21 St. Queens bridge, Roosevelt Island, and 63 St. Lexington Ave. would benefit having riders going to/coming from Queens via local into stations such as Steinway St., 36 St. 46 St. and 65 St. to attract even more riders and reduce the transferring around.
For M train extension, why not 57th street? If I remember correctly it used to be the northern terminal for the Air train so the infrastructure should still be there
As far as CPW is concerned the D should run local on weekends since the A runs 2 services Lefferts n Far Rock. On weekends the A runs 10 min headways out of 207 and 20 out of Lefferts n Far Rock. The C runs 13 minutes on weekends.
The concourse line was scale from a four track line to three and the terminal points aren't able to handle 15 trains per hour, but the D can accumulate that frequency if the line is extended to co op city along gun hill but the B train you need the baychester avenue end point reflecting the 1929 plan but that would not be fair to the C train service which is in a similar situation
AS I SAID BEFORE, THE B TRAIN WOULD BE ALL DAY, EVERY DAY TO BEDFORD PARK BLVD THEREFORE PROVIDING LOCAL SERVICE ALL DAY EVERYDAY TO CENTRAL PARK WEST
#ExtendDToCoOpCity
Yeah
D express service in the Bronx should be expanded to run during weekdays peak direction. That way, B trains could run to Bedford Park Boulevard all the time on weekdays.
The B could definitely run on the weekends to East Harlem 145 street to Brighton Beach ⛱️ to help out the Q trains in Brooklyn and the D trains in the Bronx.
1:59 “The trains don’t go there on their own”
Me: Then make the trains automated
Lol jk I don’t want this to happen
As to Queens, I prefer E M run via 53rd St, FN 63rd St to cross East River, then MN express, EF local, a bit like current ABCD pattern at Columbus Circle. Connect Queens Pl and Queensboro Pl, or at least support free transfer. I don't see why R cannot, like, travel via D's track to Brooklyn 9 Ave Station and use 38 St Yard.
AS LONG AS 6TH AVENUE IS CONCERNED, NO CHANGE TO THE D TRAIN
Which map did you use for the thumbnail?
M to 145 on weekends was a waste a few years back. All the Cs were packed and the Ms were empty.
1:19 Bro how you guessed this to the tee XD
The A and C should be made into 8th Avenue express services.
The K could be revised to run local in place of the C along 8th Avenue and Fulton st
The C would take the Lefferts Branch..A to Far Rockaway.
H trains would become the Rockaway line to and from Rockaway Blvd.
The Cranberry Street Tunnel is already at capacity, so there's no room for A, C, and K trains to fit in. My plan is to have the A and C express on the whole route, with the B and D trains being local north of 59th Street and the E and K being local south of 42nd Street (50th Street will still be served). The K is a route I propose to replace the C on 8th Avenue Local, M on 53rd Street (moving to 63rd Street), and the R on Queens Blvd (to be rerouted back to Astoria). The E and K would both terminate at World Trade Center. Meanwhile the A and C would retain the current routings in Brooklyn and Queens to prevent more merging on the line.
THE B TRAIN SHOULD GO TO BEDFORD PARK ALL DAY EVERY DAY
On my weekends some trains are being rerouted or suspended do you have a problem where some subway skip,rerouted, and suspended
I agree the R train should run from 95th Street to Ditmars Blvd Astoria with the W train from Whitehall Street to Ditmars Blvd together and The N train should run from Coney Island to 71st Street it used to be that way a long time ago I don't know who decided to change it but it should have stayed that way
The M should go to Forest Hills weekends via 53rd Street. R trains should run to 96th weekends. R trains would be serviced at Coney Island yard.
I’d say have the N switch to the local track at 57th street instead of 34th in it’s route to Forest Hills. Now Queen Plaza gets to still have a Broadway connection and have a local line. Only downside is that the M must always run to Forest Hills now
Or just get rid of the N train merge entirely. Have the N run to 96th with the Q and expand up W train service to Astoria to 15 trains per hour, with a few trains to 95th Street.
@@TheRailLeaguer that works well too the only issue is it’s more of a temporary solution as, when the 2nd Ave line is finished (prolly not anytime soon tho), the T line would then have to merge with both Q and now N trains
@@stevenmarte3117 With CBTC, the line should be able to do 10 Q trains, 10 N trains, and 10 T trains.
@@TheRailLeaguer But SAS CBTC isn’t planned to be activated anytime soon, or at least until the R68s are retired
@@storm1602 Probably by the time SAS Phase 2 opens in 2029 or something (I know it will be delayed) the R68s will be up for retirement.
They should get rid of the Z train. It’s a waste.
Z train:😭😭😭😭😭
I would make M replace the T between 96th Street and Lexington Avenue and make an Lower level for the T to terminate at 96th Street
They should extend the L train to Hudson Yards to connect with the 7 train. Aha, there’s an idea
An the R train already uses coney island
Have the C serve permanently on the Lefferts Boulevard Branch of the Fulton Street Line. Make it a four-car, OPTO shuttle between Lefferts Boulevard and Euclid Avenue during off-peak hours.
Adding yet another merge to A/C train operations would not be wise unless new trackage is constructed to separate these movements.
How about just delete the Lefferts Boulevard Branch and have more Q112 Service, with Q112s being sent to Euclid Avenue Station rather than Rockaway Boulevard Station.
@@skrakaayyyyy_itzyostep Not really gonna fly with Ozone Park residents.
I live on lefferts and that’s the worst idea ever heard
@@TheRailLeaguer mmm true. Gotta think about the residential areas first rather than thinking a 3 stop spur is useless
What are your thoughts about the F train running full express to 179th and having the M and R trains running local to 179th?
They have tried something like that before from 1988-1992 but was dropped due to riders being dissatisfied with losing one-seat express service from the four local stations east of 71st Avenue and the reliability issues of the replacement R train service. The request to drop local service at these stations, which constitute 23% of the lines ridership east of 71st Avenue, was so intense that despite a majority of the ridership suffering a 3 minute increase in travel time, F train service to the local stations was restored.
Since then, reliability of the R train has somewhat improved but it's still a bit iffy, and ridership on the system has increased as a while. However, I do recommend that the Queens Blvd Lines and Archer Avenue Lines be extended to further serve Southeast Queens. For example, have the F train extended past 179th Street to Springfield Blvd. The F would be shifted to all-day express service on the whole route (to avoid excessive changes to the runtime on a lengthy route like that) and the M and R would extend to 179th Street to replace the local service (my plans see the R replaced with another route). Then the E train would be extended via the LIRR Atlantic Branch to Rosedale, and the J Archer Avenue Line would receive a modest one-stop extension to 168th Street and Archer Avenue. With closer access to the subway, most ridership at these stations would switch to using the new stops, creating a drop off for ridership at the stations in Jamaica, and buses would be rerouted to not go into Jamaica but to other areas.
@@TheRailLeaguer You are the smartest person on here and you share my thoughts in a huge way and I have a slightly better idea which is to run all three lines along Hillside Avenue and have the F train running express to 268 street and Hillside Avenue making two stops after 179 street which is Springfield Blvd and than 268 and have the M and the R stop at 188 street, 197 street etc.
If you can’t stand the a and c merge at canal why you don’t complain when c and e merges going north? The purpose for f train to skip queens plaza is built that way. You can’t do anything about that and that why m train run local for that reason to supplement it . I have no problem riding the qbl. The problem is who is on ti
E to get first move to use switch track!!
THE N TRAIN WOULD BE 24/7 BETWEEN ASTORIA & CONEY ISLAND. THE N TRAIN WOULD BE 24/7 EXPRESS ALONG BROADWAY & IN KINGS COUNTY (BROOKLYN)
another solution for queens plaza on the E and M
*make the M express and F goes local*
ik this will have express trains on 53 and local on 63 and the M runs 8 cars but it removes the ennie meenie minni mo at Queens plaza
and the J runs 8 cars and most of the time its express so why can the M do it and the M will also go to 179 street
I feel sorry for the local passengers between 53st and Roosevelt Ave.
Plants vs Zombies music?? W channel
The basic reason why the F-train was moved to the 63rd Street Tunnel has to do with connecting that tunnel to the larger transit in a basic productive way, since in the 1970's-1980's local Queens NIMBY politicians put in place laws and funding restrictions that killed any further expansion of the Queens Super-Express, and the further expansion of E and J train service in south-eastern Queens. The 63rd Street Tunnel was not originally designed to be connected to the Queens Blvd in the way it has been, but was done to make the best of a bad situation created during NYC' fiscal crisis years and aftermath. Also during this period the 53rd Street Tunnel was overwhelmed with riders, some even falling to their deaths from the over crowded platforms. And you want to return to that? Returning both E and F trains to the 53rd Street Tunnel on a regular basis is a terrible idea.
How about this proposal.
D-Bay Ridge-95th St-Norwood-205th St via. 4th Ave Local/DeKalb Ave (Brighton Platform)-Manny B-6th Ave Express/CPW-Concourse Express
W-Coney Is-Stillwell Ave-Astoria via. Brighton Expressl/Montague Tun/Broadway Local
B-Coney Is-Stillwell Ave-145th St via. West End Express/4th Ave Express/6th Ave EXP/CPW Local
R-Whitehall St-Forest Hills LOCAL
Q-unchanged
N-unchanged
Or, we can just tell passengers to suck it, and let them adapt.
How about splitting the R like they did with the A
Send one train to Astoria and the next to Forest Hills
Send one southbound to 95th and one to Coney Island
That would be confusing and redundant for all riders.
The concourse line. If the MTA can't have the B train at Bedford park Blvd weekdays then the only choice is to do the extension to Co op.
The eight avenue line will have to resort to CBTC on the entire line and equipped with new cars. Having the A on the local tracks wirh the C is not a good idea since the C ends at Washington heights, this conflicts with one train ending at that point while the other continues resulting in delays and both of the A qnd C would not fit on WTC or the concourse because riders are used to be he current service on this line. The C was taken of the bronx because of alternating different terminals depending on the time and day creating confusion and the B was alternate towards the 63rd street line on evenings and weekends while the C did not help due to its current train length and headways creating problems. The C transverse in Manhattan and Brooklyn to utilize the local service at all times except nights while the A provides service 24/7. The E was taken off the Fulton street line for the same reason with the C operating it's current service.
The sixth avenue line, M can only operate the main line and Queens Blvd line 24/7 is with the Queens link if it's chosen to be built as a subway would provide convenience on those lines as well as improving the Rockaway line by having to serve beach 116 street and the only change to make is have the M take the 63rd tunnel.
BMT Broadway line, I say have the N skip 49 street and modified the N and W to balance the service. Having the R train at Astoria would lose the yard access at Jamaica and the new yard proposal is not going to help matters. Having the N on 63rd creates conflict with the F and Q while riders are going to complain about taking out the W since the N and R cannot increase their service.
The Queens Blvd line, since the 63rd street line is poorly executed the way to improve service is with CBTC, two branches for the local trains to allow the G to come back to the line and an extension past 179 street to Springfield Blvd to allow additional service from the second avenue subway.
link to map with k train?
@@TransitTalkNYC 5:25
What is CBTC (Plz explain
@@TransitTalkNYC can you please make a video about it plz
Communication Base train control . That's what CBTCS stands for.
@@leecornwell5632 thank you
I am against the (D) to Co Op City because the density level in the North Bronx does not call for a Subway. I would just let the (D) terminate at Gun Hill Road and White Plains Road.
Regarding the Queens Blvd line, I would let the Queens Blvd Local extend to 179th Street, but that means the (E) will have to run less frequent as Jamaica Center can only accommodate 12 trains per hour. I would build a transfer between Queens Plaza (E), (M) and (R) and Queens Boro Plaza (7), (N) and (W).
I would, however, terminate (R) trains at Whitehall and extend (W) trains to Bay Ridge.
That’s not a valid excuse, since there’s still and opportunity to extend the D further crosstown. Co-op City still lacks subway access and extending the D crosstown (via Burke Avenue and Gun Hill Road, somewhat following the original plan) to Co-op City can solve everyone’s request.
@@TheRailLeaguer There's other approaches for a Co Op City Subway. I would prefer the approach via Schuylerville and Soundview, but then the argument of that being built into the RBB line directly servicing LaGuardia Airport (which would be better than the proposed Q50 SBS).
The (D) can end in Eastchester with the (5) as Boston Road has density (more density than Gun Hill Road).
@@ahmadfrw1 None of what you’re proposing are sensical alternatives to the D train crosstown extension to Co-Op City, especially since Eastchester does not need additional train service, nor does it have more density. The 5 train connection at Seymour Avenue is more than sufficient.
As for RBB, it has no business going to the Bronx or LaGuardia Airport at all, so it’s better for that line to better tie into the Queens Blvd Line and have all the service there go to Long Island City and Manhattan via that route.
Exstend the 6 Pelham line to co op city mall because it's much closer than the B D trains I'm telling you. If they wanted to exstend the B D trains to co op city they could definitely did this along time ago. including the 6 Pelham line to co op city.
IRT superior division
You miss the understanding about 623 st tunnel. It got 21 st quwwnsbrudgw which back grebe mta sosebr want that stop. There no problem with merging of any of these trains. It got to squeeze somewhere. You can’t win it alll. The only thing I like to say the n should switch at 57 st instead 34 except when w is not in service at 49 st.
The best way to deal with the N train merge is to get rid of it entirely. Have the N run to 96th with the Q, expand W train service to fill in the remaining track capacity, and you’re all set.
@@TheRailLeaguer I'd have the N and Q swap north terminals, with the Q serving Ditmars and the N serving 96th Street. In addition, the Q would run local in Manhattan via the Montague Street tunnel. The W wouldn't be needed at all.
I would hate the n going back to queens blvd, having it on Astoria is great and a bunch of people currently in Astoria like it that way. If y’all hate the 34st junction that much why not just go back to the pre 2016 service pattern with N,Q, and r trains and just have the q running 96st and the n being a local train
That pre-2016 pattern is pretty much the same thing + one more merge. Almost nothing different. In fact, the solution to dealing with the merge is to remove it entirely.
(N) and (Q) to 96th Street
(R/W) to Astoria.
Better idea increase W service and kick n out of Astoria problem solved.
@@qjtvaddict So essentially my plan I mentioned in an above comment but with some variations, right?
@@qjtvaddict as long as it ain’t the r I’m cool lmao
Keep dreaming. Also when you mention that m train should go on 63 st to avoid Ernie Bernie miner no , how about when m train merge with r train T 36 st from 63 sr line? The problem here is no matter you think it will work it won’t because train in both direction still need to deal with Ernie meenie miner mi. On cpw if the c run express who take care of 50 st upper level?
No sense (NR).
must you MAKE POPPING & WHOOSHING NOISES!!!!!!!!!!!!!!!!!!!! VERY ANNOYING!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!