EvilMonologue

I think PATH and Subway integration is something that should definitely happen, at least in so far as allowing free transfers between the two systems. Personally, I'd like it if the and were extended to NJ, since I agree that the is in a preferable location to serve as a 72nd St line, and there is a lot of demand to connect NJ with NY. I understand Hudson County isn't as populous as Brooklyn, but if Brooklyn has 9 track pairs, I'd think NJ could handle 1 or 2 more. Queens is a greater priority though. I mean the MTA operates Metro North trains through New Jersey and into Connecticut, so I'm not sure that is necessarily the case.

I'd add a stop where the Triboro Line would intersect with Northern Blvd, so that would mean either adding a stop by the BQE or moving the one at 73rd St. Also, for the stops in Manhattan, sending the line down 11th Av and either above or below the would be complex and expensive, so I might have a terminal, at least for the time being, at 10th Av. Also it's worth considering having the stop on Broadway instead of 8th Av, connecting the with trains instead of with the , just because they are spaced closer together, though I understand the logic of doing it as you've done. Just my two cents.

IMO the shorter term solution to a 3rd Av service in the Bronx is to improve Metro North frequency and lower price, rather than a new subway on 3rd Av or running the subway along MNRR tracks

Well if the would be made the local, then I'd say connectivity is more important than speed. I guess if it improves operations for terminals, that's good, I hadn't thought about it in that regard. I think I'd still have the peak express and trains make the local stops until Fordham and Parkchester, respectively, though.

I wouldn't reroute the in a way that necessarily removes the possibility of a transfer to the Astoria line. Unless I'm misunderstanding, I don't see much of a need to have peak express stations on the Myrtle Av Line, especially when the space for the third track is only for three stops. I do think that converting the platforms on Central Av, Knickerbocker Av, and Myrtle-Wyckoff Avs into island platforms, filling in the space where the third track would be, and adding ADA accessibility would be good, though. Adding the upper level to the Myrtle Av station to make merges easier with the is also something I'd do there. I wouldn't do #1 or #2, I think a would work better in a similar way to the , where trains don't move onto the third track until after stopping at several stations. In this case, the could make all stops until a converted Fordham Rd stop, and then continue until Yankee Stadium, which would also be converted. I know it isn't in a particular order, but I'd say #1 and #3 are the most pressing. Also, regarding Queens Plaza, someone posted the idea of using the 11th St Cut for the , making it able to stop at Queens Plaza. I think that would be a good idea, making Queens Blvd de-interlining more palatable.

So how would the Eastern Parkway be split up?

Would it be possible to have the stop at the local platforms, and build a structure connecting those tracks to the express tracks before the rises from the lower level? (If that makes sense) Alternatively, would it be possible to have the be local on 8th Av and have the and another service be express? This would make 50th at least more palatable. My concern with 57th is just how Phase 3 SAS would connect, at least since I think there should be a station around 60th - 63rd Sts to connect the with 59th St station complex, and the other station would then be around 50th St, connecting to the at 53rd St. Though I suppose the station could be located around 55th, it would be very close to a 61st (ish) St station. Maybe that's preferable though and an argument for 57th St. Also, regarding the , I've imagined the going up Crescent St after Court Sq, connecting at Queensboro Plaza, and then turning West along Queens Plaza N, then turning North to connect to the at 21st St - Queensbridge. If you were to continue the up 21st St and then into Manhattan, I think it should go along 86th St rather than 125th St. I think 125th St could be served by the Triboro.

How easy would it be to convert 50th St on 8th Av into an express station, and have the as the 8th Av express lines? Thinking about this with regard to a 50th St line.

I was just wondering, why it is that they decided to build the tunnel on 63rd St as opposed to 61st St, where, it would be able to connect to the Broadway lines and the Lexington lines?

How much would something like that cost? Presumably more than the Jay St - Metrotech Connection which was shorter and something like $150 million? Or was that cost mainly because of station renovation? I also wonder if there are better transfers that could be constructed or station upgrades for that kind of money.

How long of an in-station transfer is still useful? I think we'd agree the connection to the to the rest of Times Sq is too far, but would a connection from the at 50th St to the at 7th Av be within the realm of feasibility? Likewise, would connecting the at 57th St - 7th Av to the at 7th Av be too far? These are connections that I suppose can be made at Times Sq, after the renovation, but it would be less of a walk, and would improve the 's role as a crosstown line. Is it just not worth the money? Maybe it is?

Idk if you just were talking about the route initially being an extension of the but I'd point out that a subway connecting to LGA should go to Manhattan since that's where most people flying in would want to go. That being said a transfer would not be the end of the world, though if you are catering to air passengers, having a multi-level transfer with luggage would likely be a pain. That being said, it is an interesting proposal for sure.

Is it a crazy idea to just have more shuttles sort of like what is done on weekends? As in the would end at Myrtle Av, the Dyre Av Branch of the at 180th St, the just being a shuttle from Lenox Terminal to 135th St, the running from Bay Ridge to 59th St in Brooklyn... If you timed the transfers right it could be a good way to cut down on costs, though it would be a pain for riders. Also, the most recent post from Second Av Sagas talked about the budget shortfall, and basically concluded with saying that cuts to service, like we saw after the 2008 Recession, really only saved around $20 million, and that organizational fixes like having one conductor per train on LIRR could save much more than service cuts. Either way it seems like the MTA needs a bailout from the federal government because no amount of reasonable service cuts are going to close the gap in the budget.

It might be better to have 57th St as a separate line connecting NJ, Manhatthan, and Queens, rather than having Bergenline/JFK be split up into North and South sections feeding into 57th St. I'd imagine having a continuous line would be in high demand.

You'd also probably have most PATH riders upset because now the train doesn't go where most of the jobs are