The novel coronavirus, a.k.a. COVID-19, wreaked havoc on mass transit systems nationwide. In NYC, lockdowns, telework, changes in commuting behavior, and increased wariness about transit use led to massive ridership drops on subways, buses, and commuter rail. Worse, vehicular traffic has already returned to pre-pandemic levels – and it’ll likely worsen.
With no sign of relief in sight, the MTA warned of doomsday cuts at a level not seen in decades. Given these dire circumstances, where does that leave NYTIP?
Find out on this edition of the NYTIP INSIDER.
Welcome back to my NYTIP series! In my last post, I discussed ways of achieving full de-interlining of the Queens Boulevard trunk line – some of which also de-interline the J and M lines in North Brooklyn. A consequence of that de-interlining, however, is that the G train must terminate at Court Square…or does it? Are there feasible options for extending the G train with Queens Boulevard out of reach?
UPDATE (11.27.2020): Added a new service option and updated some images.
Welcome back to my NYTIP series! When I revised my post on the Queens Boulevard de-interlining, I referred to the partial de-interlining option as “Phase 1”. This is because full de-interlining requires major capital investment – it isn’t possible to implement using existing rolling stock or infrastructure. I alluded to some of those investments in that post – namely, a new “K” line, and the Worth Street subway. As I delved into these options to determine whether they were worth pursuing, I noticed that they dovetailed nicely with the Utica Avenue subway. How, you ask?
[Read on to find out!]
If you’ve read my blog for any length of time, you’ve noticed I’m hard at work on a personal project called the New York Transportation Improvement Plan, or NYTIP. With regard to subways, NYTIP prescribes a three-point plan – enhance, extend, and expand. NYTIP is about the long game, but in order to win that game, one must lay the proper foundation.
[let’s set the foundation!]
UPDATE (11.27.2020): Post substantially revised with modified extension recommendations, updated images, and additional commentary.
Welcome back to my NYTIP series! The borough of Queens, despite its size, has little subway coverage in its eastern half. Previously, I discussed options for serving Northeast Queens by extending the Flushing line. In this post, I explore options for providing subway coverage in Southeast Queens.
[let’s go south!]
UPDATE (11.20.2020): Post updated with a modified recommendation for the westward Flushing extension due to new developments on the Hudson River near 14th Street.
Welcome back to my NYTIP series! Nowhere is the need for subway extension more pronounced than Eastern Queens, which has very little subway service at all. In this post, which is the first of two covering Eastern Queens extensions, I will explore options for extending the Flushing line (today’s 7 train) to fill the gap in Northeast Queens. This post also explores westward extension options.
[let’s get lucky!]
UPDATE (10.23.2020): Post substantially revised with new recommendations.
Welcome back to my ongoing NYTIP series! In the comments section of my post on SAS Phase 2X, commenter mrsman gave some interesting commentary about alternate de-interlining strategies (also see this Reddit thread). It got me thinking about how to handle the Astoria/Broadway and South Brooklyn de-interlining in the absence of a new yard north of Astoria – Ditmars Blvd station. Let’s explore, shall we?
UPDATE (12.21.2019): Post updated with Mayor Bramson’s response (it’s great news) – see below.
After arriving with much fanfare, I received a shocking update on New Rochelle Bike Share via email yesterday. The update? An article whose title explains it all – Bike Share to Leave New Rochelle.
Since there’s literally nothing about this on the media or Google, I gotta ask – what the hell happened?!
[let’s find out]