N.Y. subway line review finds service opportunities
Studied all elements of how subway service operates on the line, including scheduling conflicts with other train lines that use the same tracks, how train personnel prepare their trains to enter service at terminals and where trains stop at stations.
The review found several opportunities to improve service, including additional trains during the afternoon peak period to operate every eight minutes instead of every 10 minutes, contingent on identifying $700,000 in additional funding for that service. Adjusting operating times and changing the locations where trains stop within stations can all help make the onboard passenger loads more even between scheduled trains and between the cars in individual trains.
Ad Loading...
The review studied all elements of how subway service operates on the line, including scheduling conflicts with other train lines that use the same tracks, how train personnel prepare their trains to enter service at terminals and where trains stop at its 21 stations — even where benches are placed within those stations. The review was performed at the request of New York State Senators Daniel Squadron and Martin Malavé Dilan.
The review found that G Subway Line Icon train ridership, while growing, is relatively light compared to that of other subway lines, and that the line performs well as measured by on-time performance as well as wait assessment measures. However, the need to share tracks with the F Subway Line Icon line in Brooklyn can cause uneven wait times and loading, which are more pronounced because G Subway Line Icon line customers make twice as many transfers as most subway customers.
The northern section of the G Subway Line Icon line was severely damaged during Superstorm Sandy in October 2012 and needs intensive restoration over the next year to remove and replace damaged equipment that was soaked in corrosive salt water. That work requires the G Subway Line Icon line to shut for 12 weekends in 2013 and for five weeks in the summer of 2014.
Caltrain and its partners have implemented safety improvements at specific locations in response to known risk conditions, operational needs, and available funding since the agency’s founding.
On a recent episode of METROspectives, METRO Magazine’s Executive Editor Alex Roman sat down with Ana-Maria Tomlinson, Director of Strategic & Cross-Sector Programs at the CSA Group, to explore a bold initiative aimed at addressing those challenges: the development of a National Code for Transit and Passenger Rail Systems in Canada.
Competitive FTA grants will support accessibility upgrades, family-friendly improvements, and cost-efficient capital projects at some of the nation’s oldest and busiest transit hubs.
The 3.92-mile addition will soon take riders west beyond its current Wilshire and Western station in Koreatown, continuing under Wilshire Boulevard through neighborhoods and communities including Hancock Park, Windsor Square, the Fairfax District, and Carthay Circle into Beverly Hills.
Under the plan, all long-distance routes will transition to a universal single-level fleet, replacing today’s mix of bi-level and single-level equipment.
The milestone is a significant step toward modernizing the MAX Blue Line’s power infrastructure, one of the oldest components of the region’s light rail system.
The firm will lead the Tier 2 environmental review program for the Coachella Valley Rail Corridor, including the conceptual and preliminary engineering needed to develop project-level environmental clearance.
The ATP board’s approval of ARC enables ATP to begin pre-construction activities and advance final design for Austin Light Rail under the first phase of what will be a multibillion-dollar contract.