Southeast Queens Line | Lines that Never Were
HTML-код
- Опубликовано: 6 янв 2023
- In this video we will talk about different proposals to bring subway service to Southeastern Queens and give our own thoughts on whether the Southeast Queens line makes sense today.
76th St Video by @nicobknyc
• Exploring the myth of ...
Sources/Further Reading
www.vanshnookenraggen.com/_in...
www.vanshnookenraggen.com/_in...
www.vanshnookenraggen.com/_in...
www.wikiwand.com/en/Proposed_...
new.mta.info/agency/new-york-...
Music used in Intro
Aether - Darren King
Excellent analysis. Just adding that the original plan in 1968 was to run alongside, not replace LIRR service on the Atlantic Branch. This would've required taking more private properties to expand the embankment to 4 tracks. Engineering for this iteration of the line was completed in 1970. It wasn't until 1974 that the MTA considered completely taking over the Atlantic Branch and adding a third track to the Montauk Branch, and by 1978 the feasibility report for that line was completed. But by then most of the Program for Action lines had been shelved.
That is interesting, thank you for the information!
@@jointransitassociation Well I agree on your plan on southeast Queens however lets say if people wanted to go for LIRR at Rosedale then we would have to make a separate Terminating station for the E trains Extension and make a connection to LIRR(note it would be above the LIRR station).
I like the idea of turning the LIRR Locust Manor branch into a subway, but I think it should terminate at Rosedale, which is near the Queens/Nassau border instead of Springfield.
Excellent presentation. I used to live in Laurelton Queens back in the day and moved to Atlanta the year after the Archer Ave extension opened. I remember how impressed I was with that. It's about time to give this part of Queens this long overdue service.
Thank you for watching!
All of these subway ideas should have been built. Queens is very overcrowded on train riders that takes it daily.
We definitely agree with your statements, but for our recommendations, we had to pick the one that had the most realistic chance of happening.
Eastern Queens, in general is undeserved. The 7 line, F line, E line, and A at Lefferts should all be extended eastward. The same thing as well for a Horace Harding/ LIE subway. The E line using the LIRR row is not a bad idea if the
Montauk branch can be widened. When I was younger, intrigued by the 2nd system, I drafted a subway map that included all the above in addition to a Union Tpke subway that connected to a 6 track subway line under Queens Blvd, creating a super express line that ran under all the stops and connecting with the 63rd st tunnel. Several parts of Queens that have zero subway service would have existed had it not been for the great depression.
We agree with your remarks, though adding another 2 tracks to Queens Blvd will be hard. But you can add those two tracks on the LIRR Main line ROW, as there used to be six tracks on the main line, but only 4 of them have tracks.
How many MTA planners think "projected weekday ridership is under 10k, let's not build a station here"?
@@bootmii98It's backwards thinking because the businesses and ridership go where the stations are. That's why NIMBYs hate these proposals so much.
Good Presentation I agree with you the M train should be routed to the ind 63st line for weekdays only while the F train should use the ind 53st line on M-F and weekend and late nights use the ind 63st line.
If the current Atlantic Avenue/Far Rockaway/Long Beach line trains are relocated to the Montauk Branch, the capacity should be expanded to four tracks, not three. And if the Southeast Queens line were built, it should terminate at a new transfer station on the LIRR.
Our plan calls for three tracks with space for a fourth. Since there is an imbalance between peak and reverse peak trains, we can maintain the same service patterns by building three tracks. But, if ridership warrants, we have space for an extra track.
As for the LIRR connection, you can do that, but remember that you would need to take some land to build a wide ROW to fit 6+ tracks (3 plus space for a fourth LIRR tracks, 2 subway tracks), station platforms, and tail tracks at Rosedale. Or, you can build an infill station at Laurelton on the Montauk branch.
I wanna see Southeast Queens (E train on LIRR ROW and over Conduit), the C extended to Cambria Heights via Liberty Avenue and Linden Boulevard, a new track connection involving the opening of 76th Street, the F to Floral Park on Hillside, and the J extend to Belmont Park. Funded by tolling interstate highways and congestion business tolling! All lines would end at the border of Nassau.
That is a lot of proposals and we agree with all of them.
@@jointransitassociation Glad to hear. We can work toward a common goal!
Can't wait because I live in richmond hill I never knew they were planning to put it on lefferts or extend liberty/101 ave
I don't think they ever put it on Lefferts, but they did want to put it on Van Wyck. But, they did want to extend the Liberty Ave el further east in the 1929 IND Second System plan.
@@jointransitassociation Liberty extension would've been a good idea for people from south east not having to take long bus rides then get on Jamaica Archer/Sutphin to get to the city.
Mta should build a subway line on woodhaven Blvd,that connects queens blvd. This line could connect to the existing A train line and ends in far Rockaway.
How about a elevated tram instead of Subway line on woodhaven blvd? Building a Subway line would be rather complex and challenging. Select Bus service would be replaced a streetcar.
I've heard this when I use to live in queens NYC family members told stories about it where the E train was going to laurelton use either new tracks or use lirr tracks plus I've heard plans E train would had went as far as south ozone it was never planned out since the parson archer station was built in the 70s into the 80s it never it would has work and the only train that would had been at the border in Nassau County was the only thing F train due to money issues from Nycta
Wow. I never know e train run through Brooklyn. I known queens blvd to world trade centers.
Back when they originally built the IND Queens Blvd Line in the 1930s, they had provisions to extend the line to Rockaway Blvd, probably JFK. Instead, the Program for Action turned it into the Archer Av line, which definitely needs to be expanded into SE Queens & Nassau County. Now the original proposal covers the AirTrain Jamaica Line along the Van Wyck. I would also like to see the A/C extend into Nassau County as well.
I don't think any subway line should be extended outside of New York City.
@@DTD110865 right. That’s probably something that would have to be discussed with Nassau county officials. The most you can get from the A and C extension is up to the Cross Island parkway by the border.
A Rockaway Blvd line would be ideal. If anything, they should launch that Queenslink plan and have one of the Queens Blvd lines turn down Woodhaven Blvd and onto Rockaway Blvd heading to JFK. It’s perfect because Rockaway Blvd is a commercial street. That would also actually be pretty cool because if they were to go with the plan of taking the M to Rockaway Beach, the R could go down Rockaway Blvd to JFK, The Rockaway Blvd Station could be a Junction and they’d call it Rockaway Junction. (Just a fun thought)
Where in Nassau County? I have the running to Freeport-Mill Road via Merrick express, while the (C) should run to Ozone Park-Lefferts Boulevard. The should always run to my proposed Far Rockaway Loop, while the (A) should run to Hamilton Beach. The should run to South Hempstead-Southern State Parkway via Merrick Local & Peninsula Boulevard, while the (E) should terminate at Roy Wilkins Park-Foch Boulevard.
I have the & (X) running onto the BMT Rockaway Boulevard Elevated Line from the BMT Jamaica Elevated Line. The should run all the way to Lawrence, while the (X) should terminate at 133rd Avenue.
The southeast Queens service is long overdue. The 1968 plan definitely needs to be reconsidered again as well as having a Merrick Blvd line terminating at Hook Creek Blvd at the Queens/Nassau border, somewhere on Linden blvd should be a line that terminated at the Cross Island, and at least extending the F train on Hillside until at least Hollis Court Blvd
14:23 I agree wholeheartedly with one change. The F should go to Springfield Blvd at a minimum. Hillside Ave widens there and tracks for turnaround and storage could be built. Of course my preference for the F is to take it to Little Neck Pkwy. That is just under a mile away from the Nassau County border and was one of the ideas envisioned back before the 1929 crash stopped everything.
We definitely agree that the E and F both need extensions to adequately serve Southeastern Queens!
@@valiathoughts426 I think you are talking about a different proposal, called the Hillside Ave extension, which is different from the Southeast Queens Line proposal. Both proposals serve different but highly important corridors. We may make a video on the Hillside Ave extension.
@@jointransitassociation I'm looking forward to that one now.
If you’re going to end the F extension at Hollis Court Blvd, you might as well continue all the way to Springfield Blvd to connect with other routes as well.
Continue beyond Laurelton to the Long Beach and Far Rockaway branches, removing these trains from the congested approach to Penn. West Hempstead branch trains would serve St Albans, and all branches would stop at an additional island platform at Valley Stream. I am proposing 12 trains per hour off-peak to Locust Manor, of which 4 continue to Long Beach, 4 to Rockaway & 4 terminate. 6 more would run at peak times, some (as ‹E›) skipping a few outer branch stations SIR-style.
cant wait!!!!
That's a lot of 8th Avenue proposals goddamn.
You’d have to restore the old Springfield Gardens station on the LIRR for that to work. Laurel ton would be affected.
I think that the Southeast Queens Line is a great idea. The only thing, though, is that if the Locust Manor branch is going to be converted into a Subway line instead of an LIRR line, then the Southeast Queens Line should terminate at the existing Rosedale LIRR Station.
Extending the Southeast Queens Line to Rosedale is going to be tricky, as the ROW might not be wide enough to support 6 tracks, plus tail tracks, as you would need 3 tracks (plus space for a fourth) to keep current LIRR service and two tracks for Southeast Queens Line trains. But if you take some land, it can be doable.
I have the running to Rosedale.
@@jointransitassociation Why not build the Rosedale terminal underground?
@@ejm1225 It would cost more and if you are doing cut and cover, you will have to disrupt the LIRR services above.
Why not rebuild the Rockaway Division as it was before 1950 and return it to LIRR operation? You could have trains run in a circle between Grand Central and Penn, via Far Rockaway. All you would have to do, basically, would be to rebuild the demolished portion of the line between the LIRR-Far Rockaway and IND-Far Rockaway stations. (See the book, "Change at Ozone Park", by Herbert George.) As for the present connection between the Rockaway Line and the Fulton Street El, you might have joint LIRR-IND service, if you really wanted to. I do not know what power issues you might encounter; but they could perhaps be solved. And if some homeowners objected to the ensuing noise, why then, buy them out and help them to find new homes--or else, provide them with sound insulation or baffles.The present service to the Rockaways is an abomination.
Glad to see a video on this as I mess around more with my own maps and try to get some opinions on things to do with it. Curious though, you mentioned Queens trunk line tings and it got me thinking, do you think that this project by itself is enough to assist with the way things are in the Cambria Heights/St. Albans/Laurelton/Queens Village type areas or is there additional things that can be done in tandem (albeit maybe requiring more capital) to make the area denser with subway service?
I'm also very curious about that IRT New Lots Line extension using Conduit Blvd, the alignment looks perfect but do you think something like that is worthwhile?
This has been a nice show. I am in favor of anything to promote making rapid transit.
It’d be nice if the E was extended via the locust manor branch, because I basically parallel but it’s still a 15-20 minute walk from my home so I still need to take the bus :/
If my bus lines have enough ridership maybe we could get a light rail or something 🤷♂️
As a LIRR rider I disagree on converting the Locust Manor Branch into Subway. Even with a Third Track installed on the other branch to the “South Branches”, it will cause the Babylon, Long Beach, Montauk, Far Rockaway, and West Hempstead liens to run reduced service. Reducing service on the Babylon especially is VERY crucial as many people use the line.
So how can the (E) run to Southeast Queens then?
I say the (E) can run underneath the Locust Manor Branch until a portal leading or Linden Blvd, then serve on Linden Blvd until Cambra Heights.
The LIRR won’t get rid of any existing tracks to convert to subway. We don’t have to worry about that. I am not in favor of additional spending on subway construction except on small projects that make sense like finishing the next phase of 2nd ave subway to connect to Metro north or perhaps adding a new station if required on existing lines due to changes in usage where community needs change. Small tweaks are fine but there is no reason for any major subway projects at this time considering the crime problem and lower usage.
There is an imbalance between peak and reverse peak trains, so adding a third track will allow service to remain unchanged. Moreover, we want 3 tracks on the Montauk branch with a space for a fourth track, just in case the LIRR wants to boost reverse peak service. As for running the (E) via Linden Blvd, that could be another alignment that could work, but beware that Linden Blvd is a bit narrower than streets that have two track els.
@@jointransitassociation I support a Third Track. I don't support converting the Locust manor branch to Subway Status though
@@adamjulius3842 I'm saying IF they do. I won't support it
@@adamjulius3842 I respectfully disagree with your take on subway construction. Firstly, although the subway has seen lower usage, the subway is still congested. Take the 7 or the E. Any commuter will tell you how crowded both lines are during rush hours and CBTC alone is not going to save them. The 7 implemented CBTC in 2019, and even with the reduced ridership, ridership is still very high. The E is on track to get CBTC on the Queens portion of its route, but it is still very congested.
Part of the reason why I lean towards the E getting an extension over infill stations and regional rail is capacity. Jamaica Center is a terrible terminal, only able to handle 12 tph. By building a much more efficient terminal, the E can run 18 tph. Now you are opening the door for a fully deinterlined Queens Blvd line, as all express trains could run to Southeastern Queens, as the terminal could handle 36 tph.
NYC needs new lines to sustain itself, as there are new commuting patterns that the NYC Subway does not have Any line that goes from Brooklyn to Queens without going to Manhattan for example. That would include the Queenslink and IBX, and would revolutionize how we would travel. Even an extension of the Franklin Ave shuttle to Bedford Nostrand on the G would help. Moreover, city officials want to lower car usuage in NYC, which is a great goal, but we need alternatives. Bikes and buses are great, but in order to move a great number of commuters a day, we need to beef our rail system up.
LIRR capacity should *not* be touched with any subway expansion plans. Considering that LIRR ridership hasn't rebounded as quickly as subway ridership, they should instead lower LIRR tickets (something politically favorable in SE Queens, to boot). Recently they have been going in this direction, now with a $7 peak CityTicket for all travel within NYC, and $5 off-peak. Compelling for a 30-minute ride to Penn Station or Atlantic Terminal, which no bus+subway combo can compete with - and with congestion pricing around the corner. In the long term, more through-running trunks will allow trains to be very frequent (which NJ needs, requiring frequent reverse-peak train movements so that it can also run service from LI - and even this can help current N6 NICE Bus riders going to Hempstead). At this rate, squeezing Locust Manor trains to the Babylon branch - already top 2 in LIRR ridership - would constrain capacity. First of all, why should subways get maximum capacity but not railroads? Second, even today, instead of the post-East Side Access service pattern that's shown to be unpopular, they should, uhh, *deinterline* so that only Far Rockaway and Long Beach trains serve Atlantic (via tracks 3 and 6 in Jamaica, restoring cross-platform transfers), opening up capacity on the Main Line so that all branches (including Port Washington, relevant in other subway proposals) can run more frequently (and transfers can be more easily facilitated).
That said, yes, we will still need subway extensions - but if they don't have to parallel or take over LIRR corridors, then where should they go? One should definitely run along Linden Blvd to Cambria Heights, the neighborhood furthest away from any LIRR line (and where a massive high school complex is located). The other could go to Guy R Brewer; there's multiple dense anchors in the form of NYCHA and Rochdale Village, and the alignment points it towards either Far Rockaway or JFK, potentially attracting ridership in the opposite direction from Manhattan as well.
I've lived here for 7 years now so I'm definitely advocating for myself too. 😅
Southeast queens desperate needs a line, and it could spur economic growth over there too
At the 74th Street and Roosevelt Avenue, E and F train subway station. There is another abandent station on top. It follows 75th Street. This station was completely built with public connections to the E and F line. Tracks were even laid for this. No other tunnels were built beyond it. You did not mention this proposed line. Do you have any info on this?
That is the IND Winfield Spur, and we have an entire video dedicated to that.
ruclips.net/video/3PSAnMUamMI/видео.html
5:02 unpractible?
If you want an extended E, just remember theres the QM21 bus.
Buses are not trains.
I know lol, just saying the fact the QM21 was made after a failed E extension down to Springfield
The train would terminate at a new set of platforms at Rosedale.
I confused. Focus one line a time.
Do they ever plan a train extension to Jamaica.
Great presentation. However, i think your proposal to convert a park into a rail yard will be a political non-starter. Maybe they could use the space that is the parking lot by the Locust Manor Station, and include a new parking deck above it.
That is a fair point, but the parking lot is not big enough to store all of the E trains than Gwen Ifill Park. The park is still zoned for transportation, meaning it is easier for the MTA to turn the park into a yard. There could be tree barriers that obstruct the view of trains and sound barriers to block any sound the trains might make while in the yard.
I agree, lots of people won't know that it's zoned for transportation and will have a negative reaction. One suggestion could be a cap on part of the railyard, like you see highway caps with parkland. But that's $$$ and this is New York, so this would all take a century anyway.
it should go all the way the lirr station at rosedale or keep the lauralton station asan ergency turn around point for when jamiaca station has problems. also why no station at farmers blvd where you meet the bus to jfk
We are going off of the 1968 plan, where trains end at Springfield Blvd so that there is ample space for tail tracks and storage. If you want a station at Farmers Blvd, you will replicate the switch placement problem at Archer today because Sutphin and Parsons are so close together, and Farmers and Springfield are extremely close together. If you would like a bus that you can connect to at JFK, take the Q10 at Kew Gardens, or extend the Q77 to the airport.
As for extending the E to Rosedale, that might be tricky, as the ROW is not wide enough for the LIRR to keep its current service (3 tracks at least with a space for a 4th one), but is doable provided you take some land.
@@jointransitassociation tunnel it and curve the line back on itself to jfk
@@alexisdespland4939 I don't think that is worth the cost, considering that you can connect to the AirTrain at Sutphin Blvd. If you want to have the AirTrain connect to Southeastern Queens, why not put an infill station on Van Wyck Blvd?
@@jointransitassociation The E extension to Rosedale can also be built in the middle of the Sunrise Hwy and Conduit Avenue. After Springfield Blvd, the line would leave the LIRR tracks at about 230th Place, approximately where the line curves to follow Conduit Avenue. From there it would operate in the median of the highway with a single stop at Francis Lewis Blvd. The tracks would then end at Hook Creek Blvd with provisions for expansion.
Not only would bring service to this neighborhood, but it can also improve transit access for current LIRR riders. Currently, the Rosedale station sits on the north side of the Sunrise Highway. This location requires prospective riders to cross the dangerous 8 lanes of both South Conduit Avenue and Sunrise Highway’s fast moving traffic to get there. Not very fun to do in any weather. To add insult to injury, service to the station is usually pretty poor as well. By extending the E route to Rosedale-Francis Lewis Blvd, access to mass transit is improved a bit since the station is built in the median between South Conduit and Sunrise Highway, which means you’re just crossing South Conduit Avenue to get there. There could also be a pedestrian overpass over Sunrise to directly link the subway and LIRR. At this point, you can also get away with reducing the number of lanes from 4 lanes to maybe three east of Brookville Blvd by widening the median to be 24 feet from end to end. Also while we’re at it let’s throw in a center running bus lane on both South Conduit and on Sunrise Hwy directly adjacent to the median for better bus service to/from Nassau County. This should also improve crossing the roadway since there’s just two moving lanes with slightly slower traffic and a bus lane in each direction. No need to end the line at Springfield Blvd in Laurelton.
And speaking of Nassau County, I know this is wishful thinking, but the line can be extended a little ways east to Green Acres Mall, remaining in the median of Sunrise Hwy, improving access to the Mall for SE Queens residents.
Southeast Queens is severely lacking in train service. Buses cannot keep up with it. MTA wants to revamp bus service going into 2024/25 to create “faster service” but all that will do is confuse passengers and add more buses on the road. The LIRR is easily accessible for many, but NOT for most and it’s also not rapid transit. The E & the J layup tracks extend all the way to Brewer Blvd/Tuskegee Airman Way. Transit REALLY should continue this route and have the E or J run on Brewer and another line on Merrick Blvd. Not sure if a subway or an elevated line would be better, but either way, it really should happen. Buses are overcrowded and take 30 mins to get to the overcrowded Jamaica Center Station.
The IND Pitkin Ave Line extension should b a line proposed and constructed, having three more locals stops for the C and one more express stop for the Rockaway A instead of running it solo on Liberty Ave would speed things up for ppl getting to JFK or the Rockaways.
I don't think the IND Pitkin Ave Line is a great project. Firstly, there is not much around Pitkin Ave, and Liberty Ave has more developments and businesses. This all translates to 5k riders using the Q7. For reference, the Liberty Ave el sees 26k riders.
Second, by extending it via Pitkin, you are bringing 5 tph frequencies (on the C) to areas that see upwards of 15 tph (on the A) today. That is a huge non starter, and will likely get the entire project canceled, because riders don't want billions of their taxpayer dollars to be spent on giving them worse service.
Finally, even if the Pitkin extension is completed, you only save 0.4 miles. That is negligible, and will only save maybe a minute or two in running time. All the while, you increased waiting times for thousands of commuters that use Grant Ave, 80th St, and 88th St, increased the walking distance of thousands of commuters, and made businesses lose revenue from daily commuters.
There are other projects that can be done that could improve the commutes and frequencies of the Rockaways and Queens as a whole. The Queenslink is a far superior project, as it will not only boost capacity in the Rockaways, but give Rockaway residents a shortcut, shaving 15-20 minutes off of their commutes. That is more than the one or two minutes that the IND Pitkin line could save.
Another project is to build an additional east river tunnel to the IND Fulton St line. This would end the A and C split, and allow for the IND Fulton St line to use nearly 100 percent of its capacity. Now, the A and C can run express on the line, and a potential local service won't take ages to show up. Moreover, the C can now be sent to Lefferts, and the A can be sent to Far Rockaway. Combined with the Queenslink to Rockaway Park, this means that Ozone Park and Rockaway residents can see frequencies of 5 minutes or less.
@@jointransitassociation but wouldn't it b useful for ppl coming from Brooklyn, and would time rlly b that small if the A had only one stop before turning on the Rockaway line instead of 4 stops? Connecting it with the Queenslink would b effective. Even if there's not much out there, there's still ppl who commute from there to get to work or school in Manhattan or Brooklyn. I bet half of everyone at Grant Ave 80th and 88th Streets live south of Liberty Ave
@@harrykatsos The A will continue to exist. I don't really understand what you are talking about there. Brooklyn riders already have an express service into South Queens and the Rockaways. Queenslink has a transfer at 104th St, so that is extra service to the Rockaways.
Furthermore, express service doesn't save you much time. It is only 30 seconds per station, if you are lucky. Meanwhile, you introduced a terrible local service (the C) that runs 5 tph. Run times aren't everything. Wait times are another factor. Would you rather wait 3 minutes for an A or 12 minutes for a C during rush hour?
According to a population density map, there are more people who live north of Liberty Ave and people who live south of Liberty Ave. So I wouldn't move it to Pitkin, as there will be more people that are going to be inconvenienced than people that are going to be helped.
Finally, it is not just the people coming in from Grant Ave to 88th St. Rockaway Blvd, 104th St, 111th St, and Lefferts Blvd are decently used stations and serve a large number of businesses and residents. Demolishing them will not fly with those residents. So that leaves us with two options. The first option is to tunnel through Aqueduct, but Aqueduct is huge. By the time you are finished tunneling through Aqueduct, you have already arrived at Lefferts Blvd. Since no one lives in Aqueduct, there will be no beneficiaries of this new line and you are forcing Liberty Ave el commuters to travel more. Not good.
The second option is to curve north to Liberty Ave after Cross Bay Blvd. But again, that will require land taking, because you need a portal and gentle curves. This could balloon the cost to billions of dollars, and there will be no real benefits to the plan. In fact, you might have increased travel times for riders coming from the Lefferts branch, which again, is not good.
The Liberty Ave el is fine. It works and will continue to work. There is no need to demolish it and replace it with a subway.
@@jointransitassociation There r still two directions the A trains go to. One of em goes to Liberty Ave, the other Goes to Far Rockaway. Also I've seen the C train run faster than u say it does, it's very fast when it's within the distance between Lafayette and Hoyt Schermerhorn.
Or if it ever came to the day of the 2nd Ave line ever coming to BK then the T or some train on it would go on the Fulton Street local. The C could go on the Fulton express than it could go to Lefferts Blvd with the A train that goes there and still have the Far Rockaway A's go express on the Pitkin Line till Crossbay Blvd and the Queenslink.
Its interesting these lines never happened all because the Great depression and the world wars
And Fiscal crisis.
If you eliminate "LOCUST MANOR" you will displace an entire housing complex and surrounding residential homes... that's a busy station and keeps people off the buses
There is a replacement station at Baisely Blvd that would soak up all of the traffic. The reason why Locust Manor needs to go is because of yard access and it would be close to Springfield Blvd. The reason why the E should be extended is because of a capacity increase, and having stations too close together will replicate the Parsons/Archer problem, where Sutphin and Parsons are so close together that the switch placement kills capacity.
I'm walking distance from the Locust Manor station, but I always just end up walking to the Q5 stop to Jamaica Center instead, because the LIRR is so expensive. It sucks because the 5 is always packed, and there's also so many dollar vans that clog up traffic too. Making the Locust Manor stop a subway would do wonders for the area, but I'd also be okay with extending the E as well. Whichever is better for the community would have my support!
Why not just add infill stations to the locust manor branch then increase LIRR service to match subway service while cutting fares? More service on the Long Beach and far rockaway branches and time connections with Babylon trains?
The reason why we want the E train extended over regional rail here is because of capacity. The Archer Ave subway is not good at terminating trains (12 tph), which limits the E train's capacity. By extending the E train four stops to Springfield Blvd, we can increase the capacity of the E to 18 tph (remember the F runs 18 tph), already a 50 percent increase in capacity. Now you are opening the door to a completely deinterlined Queens Blvd Line, as you send all IND 6th Ave trains to 179th St and all IND 8th Ave trains to SE Queens, meaning 36 tph to SE Queens.
The IND Merrick Elevated Line, IND Utopia Elevated Line, IND Island Park Elevated Line, IND Springfield Boulevard Line, & IND Peninsula Boulevard Line. The BMT Jamaica Elevated Line should be rebuilt to & extended past 168th Street to Lakeville Estates. The BMT West Hempstead Line should run to West Hempstead-Sycamore Street. The should run to Rosedale-Francis Lewis Boulevard, while the (3) should run to New Lots Avenue. The should run to Breezy Point-Beach 222nd Street, while the (4) should run to Crown Heights-Utica Avenue. The should run to Rockaway Park-Beach 105th Street, while the (8) should run to Flatlands Avenue. The should run to the Far Rockaway Loop via Mott Avenue, Beach 13th Street, & Seagirt Boulevard. The new stations should be Gateway Boulevard, Plainview Avenue, Beach 19th Street, Beach 24th Stret, & the southern portion of Beach 36th Street. The should run to Freeport-Mill Road, while the (C) should run to Ozone Park-Lefferts Boulevard. The should run to South Hempstead-Southern State Parkway, while the (E) should run to Roy Wilkins Park-Foch Boulevard. The should run to New Hyde Park-Lakeville Road, while the (F) should run to Jamaica-179th Street. The should run to Inwood-Cypress Road, while the (I) should run to Forest Park-Myrtle Avenue. The should run to West Hempstead-Sycamore Street, while the (J) should run to 168th Street. The should run to Clearview-Willets Point Boulevard. The should run to JFK Airport-TWA Hotel, while the (V) should run to Jamaica-Atlantic Avenue. The should run to Lawrence, while the (X) should run to 133rd Avenue. The should run to Island Park-Austin Boulevard, while the (Y) should run to Springfield Boulevard. The should run to Bayside-Northern Boulevard, while the (Z) should run to Jamaica Center. The {FH} should run to JFK Airport-Federal Circle. The {} should run to Cambria Heights-229th Street, while the {(ACE)} should run to 76th Street. The {} & {(CJ)} should run to Cross Island Parkway. The {} should run to Lakeville Estates, while the {(JZ)} should run to 212th Street. The {} & {(ZK)} should run to Hollis Court Boulevard-188th Street. Any thoughts? Please let me know if you have any questions or comments on this.
Keep this up!!! #NAME? 'promosm'!!!