LGA Link N Train

Wouldn't it also Impact the buildings above the Tunnels as well?

Through Station, convert the current space reserved for a middle track into an island platform

And those customers usually transfer to the or

I've already Preached this already, but I personally think that Phase 2 should've ended at 3rd Avenue-149th Street where a connection could be established.

The thing about the upper level Roosevelt Platform is on the same level as the Mezzanine. If you go to the 75th Street Entrance and walk down a ramp. Before you reach the easternmost staircase that leads to the Forest Hills/Jamaica Bound Platform, there will be a door to your blocked by a metal gate. That gate leads right to the "incomplete" upper level which is currently an office for NYPD. So, In order to bring the and to that abandoned upper level, you'd have to reconfigure a majority the mezzanine to the point where I think would affect the surface level. So to answer your question, I don't think its feasible, but this seems like something worth looking into.

Does the do maintenance checks on Trains and whatnot at Pitkin Yard or no?

The first proposal is self explanatory And I don't understand what you mean by your second proposal. can you explain it?

Ugghhh. That must be a pain to deal with. People think they're entitled to do whatever nowadays. Also, this might just be me, but I don't understand why people leave their noses hanging in the open when wearing their masks. If they can't breathe in the mask that they're using without leaving their nose exposed, then they most likely need a better mask.

So Once it’s under Steinway Street, would the line straight up bypass Steinway Street and go to LGA? This is an interesting alternative, but it’d be nice if a Stop or 2 were made on Steinway Street to serve the commercial areas around it.

I think the subway system would've been a little bit better since the money used on Archer Avenue, 63rd Street and SAS Phase 1 could've been used on Modernizing the system. Albeit, we'd be stuck with the on Queens Blvd and the probably would've terminated at 57th Street. Heck, if we skipped out on any Program for Action proposal, Phase 1 of SAS could've turned out a lot better.

FASTRACK work is being done between Chambers Street and Borough Hall on the and , Meanwhile, Stations between Franklin Avenue and Utica Avenue have been closed for Signal Maintenance between 7/21 and 7/27 Trains will be truncated to Times Square-42nd Street Trains will be Rerouted to South Ferry and will run local between Chambers Street and 96th Street and Trains will be rerouted to Flatbush Avenue. Trains will run local between Borough Hall and Franklin Avenue (skipping Hoyt Street)

I know that, I was relying on a Historical map so that's why the stops are close to each other.

1) I probably forgot to Change the Descriptions under the and so disregard any descriptions that are underneath Certain lines. 2) Nah. As much as I’d like to extend the platforms along Myrtle, this scenario only focuses on if we strengthened the Infrastructure along Myrtle and the Brooklyn Bridge. Besides, the platforms south of Myrtle-Broadway would’ve probably have only been able to fit 8 car trains. In addition, WTC still provides a connection to the and whereas an 8th Avenue connection to Myrtle via Nassau provides connection to the and . Now you could make the argument about the and connecting with the and , but I also want to keep transfers at a minimal.

Recently, I've been noticing that there were a lot of missed opportunities that could've been done that would've benefited the subway system as we know it. For example, many of us on here would agree that the Myrtle Line south of Broadway shouldn't have been demolished. Now there have been certain circumstances as to why it was demolished, but after reading an article about some contest to redesign the Brooklyn Bridge, it got me thinking: Back when the IRT, IND and BMT unified in 1940, why did nobody think to Modernize the Myrtle El and connect it to the 8th Avenue Local Bellmouths at Worth Street via Chambers Street? - I know that Chambers Street was supposed to be a Transit Hub for downtown Manhattan, with the intention of trains coming from the 3 Bridges and 1 tunnel. SO I wonder why nobody capitalized on the idea of connecting 8th Avenue to Chambers Street and the Brooklyn Bridge. Other than the fact that planners couldn't get their S*** together, Could it have been that they were too focued on demolishing EL,s and trying to build the 2nd Avenue Subway? Could have been that Robert Moses took advantage of the power he had? Had the idea of connecting the 8th Avenue Local Tracks to Chambers and Myrtle along with Strengthening the Foundations of the Brooklyn Bridge and Myrtle El been executed, I think that the Subway would've been in a better shape in terms of connections. Service would also probably look like this, given we didn't do anything else differently: 8th Avenue/CPW Express. (20 10 ) 6th Avenue Express/CPW Local. (12 12 ) 6th Avenue/Culver Local/Express (18 ) 8th Avenue Local/53rd Street. (12 8 ) Other Services would've been unchanged. Trains would've Branch off at Worth Street, Stop at Chambers Street (Using the Western Most Tracks) then turn to run via the Brooklyn Bridge and Myrtle Avenue. The would've used the Eastern Most tracks. This map describes the scenario of what could've been: https://www.google.com/maps/d/edit?mid=1gzDg2qyMxKpl_4WEYLZSEG21Qpnxj8sU&usp=sharing

Since we're talking about service cuts, here's a combo of everything discussed along with some of my own ideas: - All Extra Trips and Short turns will be cut. ( 's to 179th, 96th Put ins, Short turns, short turns, short turns, etc). - An idea that @Deucey mentioned in another thread to swap the and (Sending 's to Broadway Junction, 's to Metro, Peak Express ) Its a service cut as 2 trains are being cut from the current along with skip-stop and another 2 trains from Myrtle are being cut. (in hindsight, 10 8 6 ) and then on weekends, the would be cut entirely - Rockaway and Dyre Avenue Trips would be cut outside of rush hours. Any train passenger needing to go to JFK would go to Lefferts Blvd and hop on the Q10 bus. - Trains would continue to Pelham Bay Park while Trains will end at Parkchester. This will be done to reduce complications regarding terminating trains. - All Shuttle Trips are cut. Weekends: - Service will be local between 145th and 168th and in Brooklyn. Service will be cut. - Service will be local on CPW since the doesn't run on Weekends - Service is cut - Service is cut as per usual. - Service is cut

delete.

This is off topic about whats being discussed (especially since the doesn’t have the money and everyone in 2 Broadway and Albany are reactivate towards everything), but what if we’re to swap the alignment of the White Plains Road line and Pelham line near Whitlock Avenue? How much value would we gain from it? This is an idea where infrastructure would be moved around and what not so I’m going to explain what I mean: The WPR Line between Sourhern Blvd and East 180th Street would be demolished and replaced with new track that goes straight down Westchester Blvd. Between East 180th Street and Whitlock Avenue, a new 3 track Structure would be built to connect with the Pelham Line via Sheridan Blvd. The intermediate stops (all local stations) along this new “connection” would be: • Jennings Street • 174th Street • (Maybe) Tremont Avenue. At Whitlock Avenue, a Transfer station will be built for the and the . The Station will be called Sheridan Blvd and will be a 3 Track, 2 Island Platform Station. From this scenario, a Mass potential of Reroutes are possible. The would become the New Pelham Line and the would become the new WPR Line in both Scenarios. Service would remain intact, but run differently. Scenario 1: The and become the Pelham Lines with the being the Rush Hour Peak Express Line. The and a new Local (8) Line will handle White Plains Road and Dyre Avenue Respectively. Scenario 2: The and Take over the new Pelham Line with the being the Peak Express Line whereas the and become the Lexington Local Lines with the handling Dyre Avenue as it does today. Service under this scenario would be doubled to 30 TPH as to not create any severe service cuts on Lexington. Depending on Whether or not Rogers Junction is deinterlined, service will run to New Lots at all times with half of all trains terminating at Utica. This idea is kind of out there, especially considering the financial and political situation that the , the City and the State are in cause of COVID, but hey.... this is the first time in some time that I let my imagination run wild.

This is really overkill. Here’s my version of a Doomsday map: - Untouched. I’d keep the in place of the mainly cause White Plains is more popular than Dyre and you can’t terminate trains at Franklin unless you deadhead them to Livonia or something. - No Rockaway Service (use Q52/53) All service goes to Lefferts. Trains will run Local to Compensate the loss of Service. - 145th Street-Coney Island via West End. (Days only) dead head runs to Concourse take place. For service to Concourse take the runs Local in Queens alongside a truncated are untouched. - Local Service in Manhattan. - Truncated to Whitehall. and all Shuttles are eliminated.

Ultra Wideband

While that is a common sense option, unfortunately the Port Authority didn’t see it that way. I forgot which study I looked at since it was months ago, but there was a feasibility study regarding the boondoggle train and how it holds up against other options to get to LGA. You already know this, It was skewed to make the AirTrain the most favorable option (which is BS).

You do realize that the AirTrain is nothing more than a people mover and not a viable asset to the overall transportation network in NYC.

That's not entirely a bad thing if you think about it. -The main problem with an SAS-Williamsburg connection is the lack of connections that it'll have with the rest of the Network. Hence why the option is more favorable. - Now if Nassau Service were preserved under the to Willamsbrug Option, that'll allow the to dedicate all of its service into 4th Avenue Local (acting more or less as the primary line or supplementing the ) its a win win for everyone. - If Nassau Were abandoned, then here's what can happen: Broad Street and Fulton Center can become employee or storage Facilities Bowery could become some sort of layup or small maintenance Facility for the Williamsburg Service. Canal Street can be extended into a full on Mezzanine (with the exception of the former Northbound "Local" Track so that trains can transverse through if needed). Chambers Street could be converted into a Transit Museum given its grand size.

There was a certain period of time where the website left it outdated to the point where you could view the train route.

Question: Do you still have to pay $2.75 to ride on any SBS lines or no?

This design choice is not new as other cities have BRT routes modeled similar to this. I’d like to see how this’ll go. Also, I think Hillside Avenue should adapt this model of bus lanes given its high amount of bus trafffic.