Congestion Pricing

"seb(MA)27" <NsOeSbPmAbM@arsienne.calm> wrote in message
news:Xns9A7CD53A062F2sebma27@216.196.97.142...
> Quoth Ed(NY):
>
>> I clearly remember efficient operation along the E/F [with] 1 3/4
>> minute AM rush hour headways, as well as 33 TPH on the Flushing Line.
>> This worked because motormen were allowed to key by red signals (with
>> no accidents) and passengers didn't treat door closings like the last
>> helicopter leaving the American embassy in Saigon.
>
> Maybe passengers didn't treat door closings like the last helicopter
> leaving the American embassy in Saigon because there were more frequent
> trains? There is a cause/effect question being begged here.
>
> - seb
Actually, there were more frequent helicopters.

<> Possible solutions:
>
> * More traffic cops directing traffic at busy intersections - keeping
> intersections from becoming grid-locked.
> * Tweak the rules on deliveries of all goods by truck.
> * Increase and promote Central Bronx local service on MNCR
> * Offer Express commuter service from Bronx with express buses meeting
> MNCR
> shuttle trains at new Yankee Stadium Station for express bus fare
> * Run some E or F service via 63rd street with a termination at WTC.

No additional capacity on Queens Blvd. so it doesn't matter how you route
the trains into Manhattan.
> * Run some G trains into Manhattan via Rutgers tunnels - ternination point

You can't switch the G without reversing somewhere. What you can do is run
additional trains (like the V) thru the tunnel, but not until the express
tracks are back in service at Bergen - not enough capacity on the existing
upper level. This is probably the only trunk line into Manhattan with
significant additional capacity.


> TBD
> * In general - increase promotion and use of CityTicket


There's not much that can be done on the subways without either better
signaling to allow more TPH or new trunk lines (like 2nd Avenue). We're
talking billions, not millions.