Theli11

21 hours ago, 2Av said:

Navy Blue (O)

Bronx

Norwood - 205 St  

Bedford Park Blvd 

Kingsbridge Rd 

Fordham Rd 

182-183 Sts 

Tremont Av (P)

174-175 Sts 

170 St 

167 St 

161 St - Yankee Stadium 

Manhattan

142 St (P)(X)(Y)

125 St (P)(X)(Y)

110 St - Duke Ellington Cir (P)(X)(Y)

96 St (P)(X)(Y)

72 St/5 Av (P)(Y)

Grand Army Sq (P)(Y)

5 Av/53 St (P)(Y)

14 St (P)(Y)

Sullivan St

W 4 St - Washington Sq 

I'm assuming this is on 5th Avenue, but there's no way in the world you'd close 5th Av to build a subway there. 
5th Av is right in the middle of Union Square and 6th Av (stations), it'd be a walkway to connect to the and seeing that you don't have transfers to either or you don't know which one you'd choose either. 

It'd probably do better if you elaborated where your (P) (Y) (X) and  trains fit in this equation but you'd also have 3 trains on your 6th Avenue, and there's 5 trains on 5th Avenue so I'm assuming there's going to also be 3 on one track there too. Nuff said with the way this proposal is, it'd be much clear with the other trains in mind as well. (though suggesting a train on 5th Av is a non starter).

19 hours ago, T to Dyre Avenue said:

The  merge (  southbound) at 63rd certainly could be a potential choke point, but barring a way to easily convert 36th St in LIC into an express station, I can’t really go for either version of the oft-mentioned  plan. An infill station on the 63rd St would at least keep QB local riders from being cut off from LIC if the  are local, but it would still be some distance away from the heart of LIC and would be just out of reach for a connection with the  at the existing Queens Plaza and possibly the  at Queensboro Plaza.

Would it be out of reach of the 39th Av station, that way you'd have service to trains/LIC.

21 minutes ago, 2Av said:

Here's every IRT route on my map

: Eastchester - Dyre Av to Brighton Beach via Esplanade Av Local, Westchester Av/Southern Blvd Local (Express during rush hours), Lexington Av/Park Av Express, Lafayette St Express, Eastern Pkwy Express, Upper Nostrand Av Express, Lower Nostrand Av Local, Manhattan Beach Local.

: Avenue E to Brooklyn Bridge - City Hall via Lafayette Av (Bronx) Local, Pelham Line Local, Lexington Av/Park Av Local and Lafayette St (Manhattan) Local.

: Avenue E to South Ferry via Lafayette Av (Bronx) Express, Pelham Line Express, 125 St (IRT) Local, Broadway Local, 7 Av Local, Greenwich St Local.

I'm gonna need you to elaborate for these 3 because what in the WORLD is on Avenue E that people are just dying to go there? Why Avenue E specifically? Why is the  running on Pelham? Why is the express and why is it going crosstown on 125th St? and why are you listing every street all these trains run on but i still have no idea what's going on with Nostrand/the . And why doesn't the have Upper/Lower like the does? I understand all the other ones except for maybe the since the and both terminating at New Lots isn't possible. and the can't just have a stop on 40th St/10th Av, just make it 42/10th, it's a two block difference.

43 minutes ago, 2Av said:

First Proposal

Bring the  to The Bronx. For some reason there are no transfers on the  in The Bronx and having the  intersect the  at 138 St - 3 Av would be very efficient including a connection between the 2nd Av and Lexington Av lines. After 138 St - 3 Av it would continue to the  and  lines with a station at 143 St & 3 Av called 143 St - Mott Haven. This would give the 7th Av/Broadway and 2nd Av lines a connection. The  would continue up 3rd Av until Fordham Plaza. Then it would turn onto Webster Av making stops until Gun Hill Rd. At Gun Hill Rd it would  turn onto Gun Hill Rd and then meet with the  and  at Gun Hill Rd Station.

New Stations

106 St at 106 St and 2 Av

116 St at 116 St and 2 Av

126 St at 126 St and 2 Av with connection to 125 St Station at 125 St and Lexington Av

143 St - Mott Haven at 143 St and 3 Av

Melrose Commons at 156 St and 3 Av

161 St at 161 St and 3 Av

167 St at 167 St and 3 Av

Claremont at Claremont Pkwy and 3 Av

Cross Bronx at Cross Bronx Expy and 3 Av

180 St at 180 St and 3 Av

Lorillard Pl at Lorillard Pl and 3 Av

Fordham Plaza at Fordham Rd and 3 Av

197 St - Fordham University at 197 St and Webster Av

Mosholu Pkwy at Mosholu Pkwy and Webster Av

Parkside Pl at Parkside Pl and Webster Av

210 St at Gun Hill Rd and Webster Av

 

Second Proposal

 

Astoria Shore to Pelham Bay Line. The  would need to be cut back for this one. The  would be cut back to Lexington Av - 59 St to go into Queens a different way. It would have a stop at the Roosevelt Island Bridge and then it would go to 21 St and 30 Av for the next stop. Then it would go up 21 St to Ditmars Blvd where there would be a new shuttle connecting the two Ditmars Blvd stations. From there it would go into Hunts Point stopping at Tiffany St and then going across Oak Point Av. After Oak Point Av is finished it will then go on Randall Av to Castle Hill Av and then up Castle Hill Av to meet with the  where it would terminate.

New Stations

Roosevelt Island Bridge at Main St and Roosevelt Island Bridge

30 Av at 30 Av and 21 St

Hoyt Av at Hoyt Av and 21 St

23 Rd at 23 Rd and 21 St

Ditmars Blvd - 21 St at Ditmars Blvd and 21 St

20 Av at 20 Av and 21 St

Tiffany St at Tiffany St and Oak Point Av

Longfellow Av - Whittier St at Oak Point Av between Longfellow Av and Whittier St

Avenue E at Avenue E and Oak Point Av (There is an Avenue E in The Bronx you can search it on google maps)

Soundview Av at Soundview Av between Randall Av and Lancombe Av

Castle Hill-Randall Avs at Castle Hill Av and Randall Av

Hermany Av at Hermany Av and Castle Hill Av

Unionport at Haviland Av and Castle Hill Av

 

 

 

I made a longer post but that got deleted so to put everything briefly. Your  train doesn't need to stop at 126th - 2nd Ave for a transfer because you have more direct transfer to the and trains. Some stations are at weird intersections that put them too close to other stations (143, Melrose Commons, and Lorillard Pl on your  and Avenue E, 23 Rd, and Hemrany Av on the ), you also have the making too many stops in one area. You only needed 3 stops in the Bronx to connect with the at Castle Hill and that's really just the station, Castle Hill/Randall Av and Hunts Point Av. You don't even need to have the train on 21 St, you can just extend the Astoria Line (though it could probably just go to LaGuardia for all of that work.) 

3 hours ago, subwaykid256 said:

 Train Extension Proposal 

 

Close 148 St. Extend 145 St into a full platform

 

Extend to Bronx via Exterior St & Jerome Av

 

161 St - Yankee Stadium/ Jerome Av 

167 St - Shakespeare Av/ Jerome Av

170 St / Edward J Grant Hwy

Featherbed Lane / University Av

Tremont Av/ University Av

Burnside Av - Bronx Community College/ University Av

183 St / University Av

Fordham Rd / University Av

Turn West on Kingsbridge Rd

Sedgwick Av-Kingsbridge Rd

Turn right on Bailey Av

Terminal. Kingsbridge 230 St

It’s not the worst idea.. should probably transfer to the  at Broadway or swing crosstown. 

45 minutes ago, trainfan22 said:

 is out north of 181 due to flooding at Dykeman, surprised that's the only weather related service change right now.

I was on a Bronx Bound train that got held right before 125th St at around 5:00, the was already out and was ending at 125th, 145th and 168th Sts. I didn't attribute this to the rain since I didn't know it was raining and there wasn't any particularly wet people. All the PA said was a signal malfunction, i guess the rain just exacerbated the issue.

17 hours ago, Q43LTD said:

So M101 East Village Astor Pl via Amsterdam/Lexington and M102 East Village Astor Pl via Lenox/Lexington. The M103 short turn can read Astor Pl or Cooper Square

If the 103 short turns it can just read Astor Pl like the other two busses, though I don’t really see that short turns much. 

2 hours ago, Wallyhorse said:

The  would (again!) not be affected.  It would remain a local with the new "black " as well also running.  One would not affect the other as the would still be merging as it does now at Prospect Park going to Manhattan.  Only difference would be the other way.  You might have 1-2 trains per hour at peak times terminate at Sheepshead Bay, but that would not be enough to derail such a move for a line that would be a true crosstown between Southern Queens and Southern Brooklyn.  

What? The is merging with your black train because it'll be on the same track as it. I don't see how this is more useful than the other flying junction plan. You can just extend the Shuttle to Bedford-Nostrand rather than putting it on Myrtle. End of the day, nobody needs this service while Jamaica/Myrtle Riders need better service/to be upgraded to match the rest of the system. Building subways around Emegency Re-Routes over service that actual people need isn't a good plan. Yes, there should be flexibility but there also needs to be some sort of ridership that wants to go from Point A to Point B via the route. Your plan would result in *less* trains, which is the service that Brighton Riders prefer the most. 

A while ago, the M101 changed the signage to be East Village/3rd Avenue - 6th Street. The actually last stop is St. Marks Place/Astor Place and 3rd Avenue, 6th Street is where the buses turn at. Honestly, I think they should either have it as East Village - St. Marks Place, Astor Place, or 8th Street. It's just annoying and it doesn't really mean much but still.

9 hours ago, T to Dyre Avenue said:

The Williamsburg Bridge's issues are with the sharp curves before and after the bridge and that the middle track merges in with the Manhattan-bound local track before entering Marcy Ave instead of after. If Marcy was a proper dual-island station, like Myrtle Ave-Broadway, that would help immensely. The flat junction at Myrtle isn't great, but it does get the job done. And whatever issues the junction has would still be there if the  went back to being the old .

 

Most of Jamaica's problems stem from it's horrible layout, sharp turns, trains crossing over  trains each other, skip stop being shortened more and more without any real replacement for the service, missing that transfer.. The best way to deinterline that is just rebuilding it piece by piece: Add in a flying junction at Myrtle Av (on the Westbound side) and consolidate Hewes and Flushing to make a  transfer at Union, make a Jamaica line or bypass. It really just needs to be its own project. And they need to lengthen all the stations. Jamaica needs serious remodeling, it limits the train and subsequently the Queens Blvd Line.

I'd be down to take the  off and run it to 96th St and just have trains run local and  trains run express (via 63)  can also be express, with trains on the CPW Local. DeKalb you just needs Brighton Express and Local, Sea Beach, West End, 95th-Astoria, Eliminate the . 
 

On 6/26/2021 at 7:19 PM, Wallyhorse said:

On 6/25/2021 at 9:50 AM, T to Dyre Avenue said:

At least the  would have a pocket track to turn back at Broadway Junction, while the  operates through. But I have to wonder if an all-stop  after between Broadway Jct and Parsons-Archer wouldn't add a significant amount of time to the 's running time. And the new  and  would likely have to run more frequently than current ones do, which could be a problem due to the limitations of the flat-junction with the  at Myrtle, the  peak express merging back in with the  at Marcy, and the sharp curves on both sides of the Willy B . 

On 6/24/2021 at 3:31 PM, aemoreira81 said:

 in the rush hour. Instead of skip stop service...the  would be all stops to Broadway Junction, express to Marcy Avenue (stopping at Myrtle-Broadway) in the peak direction. The  would be Broadway Junction to Broad Street only, all stops. (There could also be two put-ins from 111 Street on the .

 

For this to better work, I'd be considering rebuilding Atlantic Avenue on the to at least four tracks (most of the infrastructure there was NOT torn down other than mainly the part that curved off to the Snediker Avenue platform, so this could be done), setting up where either this incarnation of a  train terminates there OR the is shortened to/from Atlantic Avenue to better serve the much more heavily ridden part of the line past Atlantic with this version of the  replacing it to Canarsie. This would be a maximum of 8 TPH and would for now supplement the in Brooklyn while the  is mostly shortened to Chambers save for 4 TPH that either would continue to Broad Street OR run with the to South Brooklyn on 4th Avenue, terminating at 9th Avenue on the  so the handful of trains that did that did not interfere with the .  This version of the  would be a 24/7 line and would eliminate the need for the shuttle in the overnights as except for Whitehall Street, this  would cover ALL of those stops. 

1. If you're running a train every 7-8 minutes you don't need a full terminal, 
2. The  will be running air 
3. Leave the alone, as someone who regularly takes the its only problem is that once the train is screwed.. it's screwed. You either have to take the train or the M14 bus to wherever you need.  The  wouldn't be helping in terms of that and Canarsie will just be seeing the same service on a different train. The  is frequent, it runs when it needs to, no need for the there.
4. I forget why 9th Avenue is a popular terminal.. but if you really wanted more service to 95th St, you'd probably cut the back and keep the shuttle/ local (overnight)
5. You're not making anything work better either, the problem is  trains would all be at max capacity (Looks like you'd have to cut service, and any service (The service that Bay Ridge Riders preference) that's left would be extremely packed.

There's too much merging for this to work, increasing service means cutting services and specifically service East of Broadway Junction.. The will be merging with the  and that'll only make  trains worse... 

26 minutes ago, Lawrence St said:

Wrong, the weekend  is a reduced length interborough route. 

Doesn't change the fact that the is an entire line, the is like 13 stops back and forth it'll take you maybe 20 minutes to get to the other end of the route. The is about double that. 

21 minutes ago, Wallyhorse said:

Use the additional tracks going into 135 to connect an SAS at St. Nicholas/125 to the 8th Avenue line.  This would create far greater operational flexibility where if something happened on CPW for example that prevented services between 59 and 125 to operate, the  and  could be re-routed to where they run on the SAS to 63rd, then run from there via 6th Avenue, with the on its regular route from there and the  going on 6th Avenue to West 4th, then returning to its normal line after there.   Also the opportunity to have Yankee Stadium specials on the SAS as well as potentially for example a that continues via 125 and 8th Avenue to the Concourse Line, further helping relieve the  with some people changing at 161 for example.  

The , ,    trains already serve as alternatives for the and . Lets say CPW is down, and the SAS is running to St. Nicholas without the connection to CPW, you'd have  trains covering service from 207 to Chambers St, service covering the Bronx (where you can transfer to the at 149th St, or  at Atlantic Av,   for Broadway Service (which is right next to 6th Avenue) at Union Square, 59th or 125th - Lexington. There's option without you needing to connect service to Central Park West. That's extra, unneeded work for little reward. 

1 hour ago, Wallyhorse said:

It is already supposed to actually go to around 5th/Lenox Avenue on 125 for storage IIRC.  It would just continue across 125 in this case to Broadway/12th Avenue.  

You're making it seem more simple then it is. 5th/Lenox won't been an issue all the way up to St. Nicholas won't be an issue either, but once you get to Amsterdam, you're constructing under a fault that'll make the station super expensive. If I was the MTA I wouldn't even bother. 

1 hour ago, Wallyhorse said:

The SAS station I would do at 125th/Broadway-12th Avenue would be underground.  The idea of such a crosstown is it would have stops at Lenox Avenue (transfer to ) and St. Nicholas Avenue (transfer to ) before reaching Broadway and the aforementioned transfer to the .  There would also if possible as I would do it be a connection between the SAS and the 8th Avenue Line at St. Nicholas/125 that would allow the and  to when necessary be re-routed via the SAS and then 63rd Street, as well as allow for SAS specials to/from Yankee Stadium and possibly down the road a Concourse line via SAS.  

As for Metro-North, it's been widely expected for a while once they bring Metro-North into Penn Station, part of that would include a new Metro-North Station along the way at 125th Street and 12th Avenue.   That, and the expansion of Columbia University are also why I would extend Phase 2 of the SAS all the way across 125.  

How would you extend it across 125th St?

9 hours ago, Wallyhorse said:

Not only that, 116 is a MAJOR stop on the  with Columbia University as are 110 and 125, though those stations main riders go in the reverse direction of peak.   This has been why I have the SAS in Phase 2 go all the way across 125 to Broadway-12th Avenue to in addition to Columbia and the  connect to a likely new Metro-North station there.   

like most of your plans there’s a fault..

The 125th St-Broadway intersection  (the fault in question) wouldn’t be able to sustain a tunnel going under or a train going through it and becoming elevated. It’s close to the river for one, and you’d probably have to build it extremely deep. That transfer would have to be carefully constructed if it was even possible (since the elevated station is pretty far off the ground). At the end of the day, the  has the  at 168th and the at 96 St. 125th St (Equidistant from both stations is 4 stops apart which isn’t that bad  if you need 125th St crosstown you can also use Bx15 or M125 buses. 

I don’t even know where the Metro North fits into this on.. 

1 hour ago, Trainmaster5 said:

It seems that some people don't know the reasoning behind the  combo. They are a direct replacement for the BMT Jamaica line A and B service from 168th St to Eastern Parkway. It was originally created to relieve the overcrowding and resultant delays on the line during the rush hours. Some stations like Sutphin Blvd would be severely crowded because of the LIRR or 160th, 168 because of the buses discharging in the vicinity. The A-B service, like today's   combo was created to relieve the jams by having selected trains skip some stops with the followers stopping at the passed stops. Absent a third track on the line this is the best that can be done. The  is a  train, period. It's not a separate line. Eliminating the  just recreates the problem that existed beforehand. BTW that A-B combo I mentioned did run express to Manhattan in the rush. We had local service originating at Atlantic, Eastern Parkway, and a few coming from Rockaway Parkway that used the flyover from the Canarsie to the Broadway ( Brooklyn) lines. That was the # 14 service to Canal St while the Jamaica trains were #15 and the Canarsie was #16. Of course with the changing demographics of today's  and the demolition done at Atlantic Ave it looks like today's service pattern can't be modified much. Just my opinion and history lesson. Carry on.

I think the reasoning behind it is understandable for the time. But how Jamaica is now I don’t see much purpose of continuing the  service unless it did something different/useful. If not the  it’s be the  so we can boost up  service as much as we can though the capacity on Broadway, 4th Av and QBL might not allow that. Any other route would be detrimental to the places that they serve and without any replacement there would be outrage, or just too much readjustment to be made. In short, the  is the weak link that can be easily deleted replaced by  service and we can call it a day. 

1 hour ago, aemoreira81 said:

 in the rush hour. Instead of skip stop service...the  would be all stops to Broadway Junction, express to Marcy Avenue (stopping at Myrtle-Broadway) in the peak direction. The  would be Broadway Junction to Broad Street only, all stops. (There could also be two put-ins from 111 Street on the .

 (resurrecting the  and an old service pattern... local to 96th, express 96 to 157 (northbound) and 145 to 96 (southbound) (both peak direction), running the full distance, and the  running to and from Dyckman only.

You're still running half capacity on all of the  stations and every station past Dyckman/Junction on the . It's the same issue. For Example, if a rider needed to get from Chauncey St to Norwood they'd have to take the  to transfer at Broadway Junction [This applies to any local stop along the line]. On Broadway-7th Av if a rider needed to get to 116th St from 207th (or any stop north of Dyckman), They'd have to take the to the .  It's the same issue but just looks different. 

12 minutes ago, BreeddekalbL said:

If you eliminate the do you increase the ?

Why wouldn't you? the only merge the  would have is with the  so it would just have to split on the bridge now. 

eliminating the  would be an improvement. Eliminating anything else would seriously hurt the areas they cover.

29 minutes ago, Wallyhorse said:

The staying on the local track, running at all times and continuing via the new connection and running to 95th Street-Bay Ridge (with the express at all times on 8th Avenue and also Fulton).

32 minutes ago, Wallyhorse said:

The becoming a full-time line and operating from Broadway Junction (or a rebuilt Atlantic Avenue station that would allow it to be used as a terminal) to 95th Street-Bay Ridge, running via the old  route (/Brown  route from Chambers southward).  WIth this, the  could terminate full-time at Chambers Street save for a handful of rush-hour trains that would continue to Broad Street or run with the  via Montague and 4th Avenue to the 9th Avenue station where such would end at/begin from

Can’t run both  and  trains if you also have  trains running, you’d hurt service to Nassau, Whitehall, And Rector Sts.  Plus all 3 trains only run 8 cars meaning  trains are going to be really crowded.  trains are also going to be limited by the  train on Williamsburg bridge, running only  trains would mean only 3-4 trains will be able to run full route to Broadway Junction (which probably has limited terminal capacity if you’re only using one track.)

43 minutes ago, Wallyhorse said:
The becoming a full-time 8th Avenue express, running with the on Fulton like it used to (in rush hours back then) as a local on Fulton to Euclid Avenue (extended late nights to Lefferts).

The becoming City Hall-71st Continenal at all times (possibly late nights: City Hall to Times Square).

Stop extending trains to Lefferts, the capacity isn’t there and you’re merging the  with the  at Euclid (late nights), Hoyt and 50th St. since the  and  run frequently there’s probably going to be some cut service on way or another. The  is another merge to worry about and you can’t just cut it or lower service for the sake of  service among Broadway and 53 St.  trains ending at Times Square for what?  and  service is just as long a local route as each other the difference is that the  just has better turning capabilities at 168 vs Forest Hills. Honestly if you’d drop the  service change and replaced it with some 2nd Avenue service it’d be much better. 

1 hour ago, paulrivera said:

The bridges and tunnels are seeing more traffic now than even pre-COVID. I think people are already finding other ways of getting around.

There's been random service gaps all over the place, but nights and weekends are a whole other level of hell. This weekend, the is scheduled to have 16 minute headways in the Bronx. Add a missing run to that equation and that's a 32-minute wait in a worse case scenario? F that, I got 2 express buses and 3 Metro-North lines within a 1-mile radius of me with the same level wait times but with a much better chance of getting a seat if I need to go into Manhattan. Less riff raff too.

You might as well take the   There actually as a huge gap on the  with some trains skipping 170, Mt Eden and 174 Sts to end at Burnside. (Just shows  why a  express is such a bad idea.)

1 hour ago, randomnewyorker23 said:

You're right on that one, the subway is made for efficiency, not aesthetics.

Doesn't act like it is though.

On 6/13/2021 at 6:24 PM, NBTA said:

They changed the signs on the M101/M102, to East Village-3rd Avenue-6th Street, also I think they glitched the sign cause I saw Via York Avenue.

Wouldn't 8th St be more accurate? Or rather St. Marks Place? 

On 6/10/2021 at 8:32 PM, RandomEnthusiast22 said:

There’s already an  service in Brooklyn

Do you just search by least relevant? At least your name is accurate.

2 hours ago, Wallyhorse said:

I have in the past proposed the idea of doing one long route from 95th St.-Bay Ridge to Jamaica Center that would actually be a split into two lines that would both terminate at Chambers: The  that would do so and relay to go back on the "express" tracks at Chambers from Jamaica Center while you could have a "Brown " train run from Chambers (terminating on the "local" track at Chambers and once a comes through from Canal to Chambers quickly relayed from the "uptown local" to the "downtown local" track at Chambers to start back once the next train arrives at Chambers and people have a chance to cross over (NOTE: As part of this, during rush hours the would actually run in both directions (skip-stop and express in the peak direction) between Jamaica Center and Broad Street as the "Brown " would be maxed at 8TPH since the would also still be running.  The "Brown " would in the overnights replace the that would not run at all except if a G.O. forced service to be suspended on Nassau with the then running its current late-night route in that situation only.   

As an alternative to this, I would look to reconnect the Manhattan Bridge to the Broadway-Brooklyn line in the Brooklyn-bound direction only and have such a "Brown " become a Nassau Street loop line that would at Jay-Metrotech, Court, Broad, Fulton and Chambers operate northbound only with Chambers technically being the northbound "terminal" but for all intents and purposes the line having only one terminal at 95th Street-Bay Ridge as this line would operate via the tunnel to Manhattan and the Bridge back to Brooklyn.  If need be in this scenario, I would have a limited number of trains operate via the tunnel southbound during peak hours to accomodate this "Brown " if it were run as a loop line. 

I feel like your brown  is too much. There's easier, more simpler ways to get service to Bay Ridge

19 hours ago, T to Dyre Avenue said:

What if the  and  were the Queens Blvd express services, while the  and  were the locals? This way, there would be no messy merging in the Queens Plaza/36th St area, like with the current setup. Admittedly, there would be some delays at Lex-63rd with the  merging in with the , but the absence of merging at Queens Plaza and 36th St might make it possible to run more  and  trains. The  would stay as is.

Always felt like 63 Express 53 Local was the way to go, but i was thought of that was via 63 instead of  + Broadway Express. I like this idea (your idea) best. 

2 hours ago, Wallyhorse said:

: As noted, as part of this I would have it run to 96th Street/2nd Avenue with whatever Broadway line train runs at all times (becoming a 24/7 line).  This would give SAS riders both a 6th Avenue and a Broadway option at all times (which likely would become more important once the line is extended to 125th Street). 

 and : I like the idea of the  replacing the as the 96th Street-2nd Avenue train from the Broadway Line, but in reality, you could have either the or  operate between Coney Island and Jamaica Center in this scenario (with also in this scenario, if necessary some  or  trains operating to 179th street during peak hours).  

I think this will result in double merging which will ruin the point of the plan. I'd say leave the  alone for now.