Tommy Meehan wrote:At present, of forty-nine westbound morning Peak trains from the Hempstead, Long Beach and Far Rockaway branches, twenty-nine of them go to Penn Station and twenty to Brooklyn. Are trains from those branches routed to Brooklyn because of their ridership -- a high percentage going to Brooklyn? -- or are those trains selected for other reasons? In other words, what percentage of the peak hour riders from those three branches ride to Atlantic Terminal rather than NYP? Obviously the LIRR has the figures. My guess is it's not too high.
According to this LIRR 2012 ridership report, total ridership on the three branches was about 32,300 riders per weekday. Ninety percent of LIRR weekday rush hour riders traveling to or from a western terminal are traveling to or from Penn Station and ten percent for Atlantic Terminal. I wonder if that percentage holds true for rush hour riders on the Hempstead, Long Beach and Far Rockaway Branches? If so it would seem maintaining through service to Brooklyn for those three lines is not critical.
It seems to me when I have ridden PM Peak trains from Atlantic Terminal they were not especially crowded. They ranged from almost empty to comfortably full. They really filled up at Jamaica.
Head-end View wrote:The "drop-'n'-go" operation that Tommy mentioned might work and actually reduce delays during the rush-hours when there are plenty of trains running on all routes, so the wait at Jamaica shouldn't be too long. But during off-peak hours it might not work very well as there can be a much longer wait for a train to any destination. So the best answer might be to retain the timed-connection operation during off-peak only.
NIMBYkiller wrote:The next question then is this: Is there some way to reconfigure Jamaica so that the number of trains operating thru can be increased AND thru-FBA service can be retained?
lirr42 wrote:NIMBYkiller wrote:Does anyone know if they're keeping ANY thru-service to FBA? From the looks of this, I'd say no, but I'm not 100% familiar with the track configuration approaching Jamaica from the east. A damn shame since they're pretty much undoing a huge chunk of the capacity boost they're getting with ESA, and at a time where Brooklyn is the fastest growing part of the city. Whose bright idea was this anyway?
It would not be completely impossible to maintain through service to Brooklyn, even with the new platform F. Since the new platform would straddle tracks 10 and 11, those two tracks continue east of Jamaica, and actually parallel the Main Line all the way to just west of Hillside. Trains can come out from Brooklyn, over to the new platform F, stop there, then proceed east and jump up to Main Line 4 in HALL and then continue east on their merry way from there. And you could still streamline things through much of HALL and JAY. You would lose out a convenient way to get to the Atlantic Branch east of Jamaica, but you would be able to maintain some semblance of through service to Atlantic Terminal.
- Construction - Part of future 2015-2029 Capital Programs
Phase II - Improve Jamaica Infrastructure
-Increased train capacity
-Improve interlocking by installing a higher speed track configuration
-All existing station platforms will be 12-cars
-Reduce the “Jamaica Crawl”
New York Building Congress - MTA CApital Program 2015-2019 Long Island Rail Road
24 May 2016
see pdf pg. 17
New York Building Congress Transportation & Infrastructure - Long Island Rail Road Capital Program
13 November 2014
see ppt pg. 11, 14
MTA Capital Program Oversight Committee Meeting
23 February 2015
see pdf pg. 58-60
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