Since the E becomes the sole 53rd Street service under this option, service would need to increase to 24 TPH to preserve current service levels and to 30 TPH if the desired service level is the same as current QB express service. This would eliminate all merging conflicts on the QB line. Under Option 2, the E runs local while the F and M run express. Option 2 track map showing eliminated conflicts. Option 2: 6th Avenue service express, 8th Avenue service local It would also require an in-system transfer connecting Queens Plaza to Queensboro Plaza – otherwise, QB would be cut off from Broadway.) This yields two options. (This change requires a switch reconfiguration at Astoria – Ditmars Boulevard to increase capacity and reactivating the lower level of City Hall station to allow short turns due to the 21 TPH restriction south of there. In addition, all Broadway local service runs via Astoria, so all W trains become R trains in this scenario. Since the 53rd Street tunnel is the only tunnel connecting Queens to 8th Avenue, all 8th Avenue service should serve 53rd Street and all 6th Avenue service should serve 63rd Street. The 53rd Street tunnel connects to 6th Avenue and 8th Avenue, while the 63rd Street tunnel connects to 6th Avenue and Broadway the latter includes a provision for a future 2nd Avenue connection. Since such a drastic change isn’t necessary to achieve full de-interlining, NYTIP does not contemplate this option.īefore exploring full de-interlining options, let’s discuss the tunnels to Manhattan. RPA suggests doubling both E and F service to preserve service levels. This would leave QB with only the E express via 53rd Street and the F local via 63rd Street. The Regional Plan Association, in their Save our Subwayspublication, tries to get around this by rerouting the M via the J line to Broad Street. Furthermore, full de-interlining requires some level of capital investment. So long as the QB line serves more than two trunks or branches, full de-interlining is not possible. In conjunction with the South Brooklyn redesign, this option truncates R service to Whitehall Street, while the W serves South Brooklyn in its place. The purpose of the R extension is relieving congestion at Forest Hills – 71st Avenue station under Option 1b, only M trains turn at Forest Hills, mitigating “bunching/gapping” delays. Rather than extending the G train, Option 1b would extend the R train to Jamaica – 179th Street instead. Option 1b, like Option 1a, sends the F via 53rd Street and the M via 63rd Street to remove conflicts with the E. Meanwhile, the Q serves the Second Avenue Subway (SAS) via 63rd Street. Conflicts occur north of 34th Street – Herald Square station when the N joins the R and W on the local tracks the three services run together until reaching Queens, where the N and W serve Astoria and the R serves Queens Boulevard. The N and Q trains run express and cross the Manhattan Bridge, while the R and W trains run local via Lower Manhattan. The Broadway trunk line in Manhattan runs from 57th Street and 7th Avenue to Canal Street in Manhattan. While redesigning the former is trivial, the latter is much more challenging. In this post, we’ll explore the Broadway (N, Q, R, and W) and Queens Boulevard (E, F, M, and R) trunk lines. So far, the redesigns contemplated by NYTIP only involve operational changes. In my last post, I discussed the South Brooklyn redesign. This update adds commentary on the transfer passage between 51st Street and Lexington Avenue – 53rd Street stations. UPDATE (): Post substantially revised to reflect v1.0.0 v0.8.0 of the enhanced NYC subway on.
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