Armandito

It's true. The line has too many high ridership stations to justify an express service. Local stops along Jerome became more crowded along with the locals serving them when the express used to run, not to mention longer waiting times heading toward Manhattan. Expresses, on the other hand, were flying past those stations half empty. It was a recipe for disaster which led to its demise after just a few months.

and train service will remain unchanged in my plan.

Better yet, have the H routed up 21st Street and the GCP to LaGuardia, and combine it with an underground Franklin Avenue branch for a new through Crosstown service between Queens and Brooklyn. Will certainly help make service along most of the Crosstown Line more frequent without having to sacrifice service along the four-tracked segment of the Culver Line to make way for more frequent service.

And my X proposal is aimed at making the Franklin corridor more useful in addition to providing a one-seat subway ride to LaGuardia Airport. If NIMBYs in Astoria didn't want the extension because they rejected an el outside their homes, an underground line via 21st Street and the Grand Central Parkway would likely alleviate their complaints. I admit that it won't come cheap, given how ridiculously expensive it was to build Phase 1 of the SAS. If it were to be built after WWII, that's a different story.

I get your point there, but wouldn't that be inconvenient for passengers? There would be confusion as to which platform to board at if you'll have trains terminating at both of the outermost tracks.

I suppose the crossover reconfiguration could be better presented graphically as opposed to words.

In that case you'll need to use the layups at Bedford-Nostrand to build them, and even then it'll lead to a bottleneck between locals and expresses at that station. Realistically speaking, I don't see sufficient demand along the Crosstown Line to warrant an express service. It would be more logical for trains via Franklin Avenue to run local and supplement the , given that it's not possible to increase service along this route alone. This is due to the sharing of track space with the more popular train south of Bergen Street, which means the gets more priority since it serves Manhattan. I can see that his H proposal closely mirrors my X proposal with a couple of differences. Another thing to note, however, is that Prospect Park can only handle up to 6 TPH when used as a terminal from Franklin Avenue, given the design of the track layout at that station. Same with the at Whitehall which also has only one track for terminating trains.

But the Crosstown Line doesn't have express tracks...

Useless. During my early times here, I learned the hard way that you can't make up a proposal out of thin air like that. You need to have a solid, justifiable rationale behind it, and have dialogue with others to see if it should be changed or scrapped altogether.

You're just extending the PW Branch one stop north. And I'm not sure if there's enough demand north of the current terminus to warrant it.

The merging at 96th will certainly be a deterrent to running the as a local to South Ferry/Bowling Green, not to mention the former shuttle platform at the latter station being too short to accommodate full-length trains.

You think that would apply even with the swap that was proposed before? On paper, if the flying junction at Sheepshead Bay or Neck Road and the resulting route swapping were to take place, there would be more capacity at Brighton Beach to allow for the laying up of X trains while still maintaining the same current service frequencies on the (you'll see two maps depicting proposals for the swapping in one of my most recent posts here, in case you missed them).

Doesn't the extension already cut through the former lower level at the PA station?

The abandoned platform at Bowery could be repurposed for a relocated Transit Museum.

The proposed would also be an intraborough route as well. It would indeed be very beneficial for the SAS to get extended via the old Court Street station (Transit Museum) to the Fulton local tracks, which means trains could run express while the becomes a Rockaways-exclusive route. Sadly, reality says this is wishful thinking...

Let's face it, much of the B Division as it was built was designed specifically to allow for interlining, which could partly explain why there's been a lot of it happening with subway routes then and now. If deinterlining should be a priority, it's basically sacrificing one convenience for another in many respects. While track capacity would indeed be increased, it would inevitably come at the expense of many one-seat rides customers prefer today.

Update: The routing along Astoria Boulevard would run underneath the innermost two lanes along the Grand Central Parkway instead of Astoria Boulevard North. Within LGA, the route would mostly run underneath Runway Drive until reaching the southernmost end of the Central Terminal Building.

This would work best if there's a and terminal swap, which means switching the local and express tracks via a flying junction at Neck Road or Sheepshead Bay. It would help increase terminal capacity at Brighton Beach in addition to providing one-seat express service to Manhattan on weekdays. Two versions are pictured here: Version 1: Version 2:

Franklin-Crosstown connection:

Only the service lanes along Astoria Boulevard North and the GCP from Hoyt Avenue to 82nd Street would be used. Between 82nd Street and the Central Terminal it would run underneath the access roads within the airport. By the way, the LaGuardia Line is part of my revised proposal for a new X train (not a extension) between LaGuardia Airport and Brighton Beach. It would operate the following service patterns: Weekdays from about 6 a.m. until 9 p.m.: between LaGuardia-Central Terminal and Brighton Beach Weeknights from about 9 p.m. until midnight and all weekend: between LaGuardia-Central Terminal and Prospect Park Late nights: shuttle between Bedford-Nostrand Avenues and Prospect Park. An shuttle replaces X service between LaGuardia-Central Terminal and Court Sq-44 Dr; use trains for connecting service. Link to the full route: https://www.google.com/maps/d/edit?mid=13I9vecZGJDpc7SIpyjtbMZdPGwJW3OaY

I use Imgur and use the "Direct Link" option to copy the URL onto the forum page.

@Bklyn Bound 2 Local here's the track map for my LaGuardia subway line:

For this to work, the Queensbridge station on the would need to be relocated to the other side of 21st Street not only to allow for the building of a transfer, but also to make way for a provisional SAS connection downtown via 63rd Street. (A track map would be uploaded soon.)

LaGuardia Airport could certainly benefit from a subway link of its own that could be better than the ill-conceived AirTrain proposed by the governor. One earlier suggestion I posted a couple of days ago consisted of building a branch of the Crosstown Line along 21st Street and Astoria Boulevard to the Central Terminal, with transfers to the at 44th Drive, the at 40/41 Avenues, and the at 31st Street. Since the line would run underground, it likely wouldn't attract as much criticism as the proposed extension of the late 90s, given that the Astoria Line is elevated.

My mistake.