Armandito

The also runs at a slightly greater frequency which means Coney Island commuters could get an additional train to Manhattan via the Brighton Line in addition to faster service. The runs at an average of 8 TPH compared to the at 7.5 TPH. Referencing one of my recent subway proposals (the X train), this type of layout could also enable extending Crosstown trains to terminate at Brighton Beach during the hours the operates as the station's turning capacity is expanded.

IIRC there was an earlier mention about terminal capacity at Brighton Beach being set to a maximum of 12 TPH at its current layout. With this setup it is possible to make better use of the stub tracks to increase turning capacity as they would connect to both platforms as opposed to just one platform. On the other hand, the presence of flyovers south of Sheepshead Bay would require reconfiguration of existing service patterns along the Brighton Line: On weekdays until 10 p.m., trains replace the to and from Stillwell Avenue, with the latter terminating at Brighton Beach trains operate to and from Stillwell Avenue on weeknights after 10 p.m., late nights, and weekends only

Going back to here, this is what I had in mind to increase terminal capacity at Brighton Beach:

@Caelestor Going in line with your proposal, I revised my map once again, this time rerouting it away from Whitestone to the Broadway LIRR station in Queens, and from 34th Street to 48th Street and West End Avenue to the 72nd Street station. The planned train yard at the defunct Flushing Airport will still be in the books though. On the other hand, the following stations along 48th Street would serve as transfer points: Broadway-7th Avenue 5th Avenue-Rockefeller Center 3rd Avenue

If I recall, the MTA proposed a new crosstown line below 48th Street (as a spur off the SAS) back in 1969. At the time it was simply known as the Midtown Manhattan Route: https://commons.m.wikimedia.org/wiki/File:06_NYCTA69_newroutes_map.jpg#mw-jump-to-license

One reason for Brighton Beach's limited capacity as a terminal station could be that the tail tracks connecting from the local tracks end at stubs rather than merging with each other. I suppose one way to increase terminal capacity could be to raise those stub tracks to some sort of flying junction above the Ocean Parkway station so terminating local trains can relay there to switch between the Coney Island-bound and Manhattan-bound tracks. How's this idea? I provided a link to the track map for reference: https://www.nycsubway.org/perl/caption.pl?/img/trackmap/detail-coney.png

Hence why I opted for a crosstown line via 34th Street as opposed to funneling it into an existing trunk line and forcing a reroute of all other subway lines to accommodate it.

The and shuttle services use OPTO specifically because they operate trains with fewer cars, rendering the need for a conductor as redundant.

On the other hand, if such a tunnel would've already been dug during the 1920s to 1930s, it would've been a different story.

But that could only get you so far. As a matter of fact, existing crosstown subways have already reached capacity.

Along the express segment of the and on Northern Boulevard the Whitestone tracks would be located at the same depth in a 4-track layout, with the and nonstop and the latter parallel to them on the sides. 36th Street and Queens Plaza would both have side platforms located below the existing stations while Court Square would be an island platform beneath the level. (It would still be helpful if someone knew how to create their own track maps for me to show these blueprints visually.)

There would be a flying junction at the location where the Whitestone Line crosses the QBL (Northern Boulevard and Broadway where the and trains stop) with a pair of tracks curving east toward the Jamaica Yard onto the local tracks. By the way, how do I modify those track maps from nycsubway.org so I could add in that connection myself?

The Canarsie and Flushing lines have similar issues, too.

@engineerboy6561 After looking at your proposal, I decided to revise my map by rerouting the line from Astoria Boulevard and 86th Street to Northern Boulevard and 34th Street. The segment within LIC would run underneath the existing QBL with lower-level stops at 36th Street, Queens Plaza, and Court Square. I also plan to establish a new train yard at a largely vacant area near the Whitestone Expressway close to where the NY Tines has their building. A non-revenue track connection to the QBL is planned as well.

Does it have to do with construction costs or something else related to that?

How's this for a new subway line to Whitestone? https://www.google.com/maps/d/edit?mid=1h0Q4cPzuGMCyrTqZiUQQ57lA9yeWhNYI&ll=40.76973725716101%2C-73.9411849956531&z=13 If built, the stations along its westernmost segment would lie underneath the existing Central Park West corridor with non-revenue tracks connecting to the at Columbus Circle (the terminal).

Returning to my old SAS service plan proposal, here are a few revisions I want to make: Ex-Lefferts trains will be extended to Rockaway Park at all times except late nights Rockaway Park shuttle operates late nights only Everything else is unchanged, assuming the SAS gets connected to the Fulton Street Line in the distant future.

Nice idea, but I'd terminate the extension at Cedar Avenue and Fordham Road. Sedgwick is very wavy which might make the construction of a subway rather infeasible.

If the ever comes to life, what kind of subway cars would it use as rolling stock and which yard would it be based at?

Better yet, have it run as a spur of the train instead of using a new desingator.

If that's so, I'm not sure if this service plan would work out well, especially if it means local riders along Brighton would have to lose a one-seat ride to Manhattan: Rush hours and middays: and via Brighton Express to Brighton Beach; X via Brighton Local to Coney Island All other times: via Brighton Local to Coney Island

The runs more frequently than the other three lines to Stillwell but the terminal can't handle all trains coming in at once, which is why some trains terminate at Kings Highway during rush hours. The and X, on the other hand, would both run at 6 TPH for a combined total of 12 TPH on the segment north of Bedford-Nostrand. The , on the other hand, runs at 7.5 TPH. If both and X trains were to terminate at Stillwell, the platform would need to have a capacity of 13.5 TPH. Though it could also be helpful to revive the as you mentioned, I would limit it to one local train as a express from Brighton Beach to 96th during the AM rush and vice versa during the PM rush.

True, but if the X were to run express to Brighton Beach, at least there wouldn't be merging delays near the terminal. Better yet, a new set of tracks connecting directly between the 7 Av station and the local tracks at Prospect Park currently leading to the Franklin line could alleviate that choke point.

At first I proposed running it express along Brighton but the layout of tracks at Prospect Park creates yet another bottleneck: https://www.nycsubway.org/perl/caption.pl?/img/trackmap/detail-franklin.png

Not only that, there would also be more frequent service along the portion of the route north of Bedford-Nostrand. This could benefit gentrifying neighborhoods along the route, much like what the experienced over the last two decades.