JGMR

I just saw one of the new XD40s go by on the N27. Looked pretty slick. Wish I had a need to ride it; I would've if I did. Funny thing is that it was preceded by an Orion V with a broken destination sign. The part where it would normally say the route number said "NOT", as in "Not in Service", while the other side was working as normal, so the destination sign said "NOT GLEN COVE". <3 NICE

I proposed two solutions: either use gap fillers, or divert the different trains onto different tracks at stations, with a cross-platform transfer, to ensure compatibility. I didn't know that gap fillers weren't ADA compliant; however, aside from the sides of the platforms, which can be solved by diverting onto two tracks with correctly sized platforms or by using gauntlet tracks, as Jcb suggested, and the different location of the train stops, which can be solved with stops on both sides, I don't see why an IND-class line can't handle an IRT train.

My proposal involves one new line, which would officially be two separate lines. More on that later. The first line (or really, part of the line) would be the IRT 125th Street Line, which would diverge from the IRT Broadway/Seventh Avenue Line and run crosstown via a new subway under (you guessed it) 125th Street. There have been several calls for a 125th Street crosstown line, with some even saying that it's more important than the IND Second Avenue Line (which I disagree with). In fact, the Second Avenue Line is planned to include provisions for an extension down 125th (as well as into the Bronx). However, I don't think 125th Street justifies the extra expenses of a B division-caliber line, and since a project as expensive as this would need to have as much of the expenses shaved off as possible, an IRT line is more than sufficient. The line would have two tracks, as express service across 125th Street would be mostly unnecessary, and would share most of it's stops with the M60 Select Bus Service, save for Madison Avenue, Lexington Avenue, and Madison Avenue, which would be merged into one stop at Park Avenue or Lexington Avenue, and connect with Metro-North, the 4, 5, and 6 trains, and the Q and T when those are running, which would probably be before something like this is even considered. It would then extend across to Queens via a new East River tunnel, possibly with a stop on Randall's Island, then go aboveground, most likely prior to the Astoria Boulevard station, where it would connect with the N train. The second part of the line would be called the MTA Grand Central Parkway Line. Why would you call it an MTA line and not an IRT/IND/BMT line, you may ask? Glad you asked. The line would be capable of handling both A division (IRT) trains, and B division (IND/BMT) trains. Now, before you accuse me of a felony and imprison me for 7 years for saying this, allow me to explain how this would work. The two reasons why you can't run an A division train on a B division line are that A division trains are more narrow than a B division trains, meaning that the gap between the train and the platform would be too big, and that the train stops, which activate the emergency break if the train attempts to bypass a red signal, are on different sides. Work trains are built to IRT standard, which is smaller than B division standard and thus will work fine on B division tracks, and have stop switches on both sides so that the functionality will be provided on both A and B division lines. So, the solution is to build an IND-class line, with track or retrofitted trains with train stops on both sides (although a CBTC-enabled line would negate the need for that, except in the case of a malfunction that would require the use of a backup signaling system), and at stations, either diverge the tracks to serve separate A and B division-compatible platforms, or have a moving platform to fill the gap, similar to the system used at the South Ferry loop on the 1 train. An ATS system that can tell trains apart, which would be standard with CBTC, would be able to tell the signaling system and platforms which side to raise the train stop on, and if a gap filler is necessary. The line would be connected to the 125th Street Line as well as to the BMT Astoria Line, and would run either alongside or above the Grand Central Parkway, with stops at Astoria Boulevard (where a free "Transfer is available to the N train") 31st Street, Steinway Street, and 77th Street. These stations would be accessible from the sidewalks of Astoria Boulevard via a footbridge. The line would then either swing north, going near/under/around 81st Street to LaGuardia's marine terminal, or would continue along the Grand Central Parkway, before slightly branching off to provide convenient access to the airport via separate stations at terminals B, C, and D. The line would then terminate at LaGuardia - Terminal D station. An extension of the Astoria Line to LaGuardia via tracks running alongside or above the Grand Central Parkway has been proposed before, and shot down by NIMBYs. The solution that's currently being pursued is building a new AirTrain from Mets - Willets Point on the 7 and LIRR to LaGuardia. However, in my opinion, that's a horrible idea, since it would increase crowding even more on the 7, which would be brutal for the daily commuters, especially if the crowding stems from travelers with bulky luggage. The best way to link the airports with the rest of the city by rail is with New York City's quintessential form of transportation: the subway. If the NIMBYs object, we can tie them up, duct tape their mouths shut, and throw them into an abandoned Culver Shuttle station. The trains serving the 125th Street Line and the Grand Central Parkway Line would be a revived 9 train, and the N train. The new 9 train would provide additional local service on the Broadway - Seventh Avenue Line (local for two reasons: there's already enough express service on that line from the 2 and 3, and local trains are better for tourists who are unfamiliar with the system, since they don't have to worry about if their station is an express stop), extending from the South Ferry loop (giving people from Staten Island easy access via the ferry) up to 125th Street, where it would turn onto the 125th Street Line, continue into the Grand Central Parkway Line, and terminate at LaGuardia Airport. This new 9 train would effectively replace the M60 Select Bus Service, which could then in turn be discontinued or downgraded to a local bus, with the far superior service available from a rail line. Also, the 9 would preferably use R188 stock for two reasons: to take advantage of possible CBTC on the new line, and because it's automated announcement system is good for tourists who are unfamiliar with the system. Meanwhile, the N train would diverge from the Astoria Line onto the Grand Central Parkway Line after the Astoria Boulevard station, and then extend to LaGuardia Airport. This arrangement would be similar to the A train in that you can get on a Ditmars Boulevard-bound N train or a LaGuardia Airport-bound N train. If they decide to bring back the W train to fill the gap in services on the Astoria Line after Q trains begin running up Second Avenue, the N could run to LaGuardia and the W to Ditmars, or the other way around. One more thing: the new stations along the Grand Central Parkway would be fairly normal aboveground stations, however, the stations at LaGuardia terminals would be equipped with a "visitor center" of sorts, which would include a station attendant, plenty of MetroCard machines, and an abundance of maps, brochures, and posters to explain the system. The trains, in addition to the standard "This is a LaGuardia Airport-bound 9 local train. The next stop is..." would have announcements for what airlines serve the terminal. Something along the lines of "This is: LaGuardia Terminal B. Airlines serving Terminal B include: Air Canada, American Airlines, Frontier Airlines, JetBlue Airways, Southwest Airlines, Spirit Airlines, United Airlines, and Virgin America." Travelers would also benefit from an announcement played as the train exits the LaGuardia area to welcome them to New York City and briefly explain the subway system, including local/express trains, number/letter and color/coding, the availability of maps in each car and station as well as online and in brochures available from station ticket agents, and the availability of 511 and MTA.info for information on possible service changes.