Wallyhorse

I suspect a lot of this is not having enough workers for such. Many people retired during the pandemic and will continue to take some time for all those positions to be filled again.

Which would be covered in an split to and "Orange " by having (once necessary CBTC work is done) having half of the trains operate to 71-Continental to during the week and at all times nights and weekends. This gives with the "Orange " 2nd Avenue riders a one-seat option on 6th Avenue while having half each of the current and trains cover QBL local with the .

A while back, I had proposed this myself by splitting the into and "Orange ." with the trains operating as they do now and the "Orange " trains operating to 96th Street-2nd Avenue. What likely would need to be done there would be if split the into and as I would do it, probably have every other train run to 71st-Continental to fill in the void of the being split (or course, CBTC work between Court Square and Queens Plaza on the would have to be completed before this could be accomplished). In this, the "Orange " would run at all times to 96th/2nd and eliminate the night and weekend shuttles. And the is utilized and why if they can do the necessary CBTC work between Court Square and Queens Plaza on the , I would return half of the service to QBL to compensate for the loss of the and in this case go back to having the operate entirely to 71-Continental when the is not running on QBL (with the late nights returning to be an express).

Going to address these: 1 and 4: If such connections can be done via a new underground passageway, then certainly. 2. Not sure how that would work. 3. That is definitely, especially if at some point the Rockaway Beach Branch is re-activated as subway. 5. Blatantly obvious. 6. You would need a long passageway on both 3rd and on Lexington Avenues for this to work. 7. This would help, especially once the SAS station also opens (here it would be possible since such a transfer would be through the Lexi/53rd station on the ). 8. Not sure this is feasible given the Broadway line station runs from 55th-57th and the station I believe is from 59th-61st. To me, it would be better if possible to extend the 63rd Street connector to the 8th Avenue Line if possible, allowing for an 8th Avenue service to access 63rd. 9. This is another no-brainer. You could do it from the north end of the side platforms at Prince on the ( late nights) to the stations around Houston).

Yep, though it seemed during the winter the was back to 11 cars on weekends, or at least for Jets games (I remember going out to see the only post-merger playoff game ever for the Jets at Shea when they lost to the Bills in the AFC Wild Card playoff). I also remember the would have one "game train" that was a full train on weekends after Mets games though most trains after Mets games were still six cars. The was replaced during rush hours by the back then.

Yep! That is EXACTLY how it was. The often was six cars on weekends as I remember going to Shea for Mets games then. Also, the was six cars during rush hours.

I actually rode a few trains that were shortened, especially doing messenger work in 1980-'81 when I believe they were really short on trains due to many of them being unavailable for service. Most of those trains were five cars. This was before and after the infamous day in January 1981 when one-third of the entire fleet was unavailable due to cars having issues.

I remember back in 1980 or so the used to be a half-length train (five cars) middays. The old would often be four cars then for example.

What is weirder is the old teal logo is there.

Originally posted this in Random thoughts but I realized it also belongs in this thread:

SEPTA in Philly is installing new turnstiles in the 69th Street station on the Market-Frankford Line in Upper Darby (just outside the city limits): SEPTA needs to make these gates taller and lower so people can't jump or crawl underneath. Otherwise, these are the kind of turnstiles the needs to be installing at subway stations to cut down on fare beating.

Didn't realize CPW was also tied up. The main purpose of the to 145 would have been to allow for an split between Astoria and 96/2 to allow for closer-to-normal service.

Why not then do the to 145 and have the and half of the both to 96th/2nd (trains not going to Astorita)? That would solve both issues,

Long overdue. They need to put in the kind of fare gates used by the PATCO system in Philly/South Jersey with the doors tall enough to avoid jumping and low enough to avoid crawling (also having them ADA compliant).

Maybe the Auto Show promoters paid the to have the shuttle in place?

Couldn't they have run at least some trains to Essex-Delancey (on the )?

What should have been done there was after 9/11, used that time to connect that part of the 8th Avenue line with the Montague line at Cortlandt-WTC, allowing for the to potentially continue to even 95th Street-Bay Ridge that way as that would have been straight through (possibly with cutting the back to City Hall as was the original plan of the Broadway Local back in the day and doing the required work on the lower level of City Hall). You could have then possibly closed the platform at Chambers-WTC and instead had a tunnel leading to a transfer to the at Chambers).

The is exactly as I would do it, except as noted it would be extended late nights to Lefferts to eliminate the late-night shuttle between there and Euclid (the would be the full-time express to Lefferts otherwise). I would have a , except this one would be a "black ( V )" that I have noted many times would run from Metropolitan Avenue to Coney Island with the current that also would be extended there as a second local on Brighton while the would become the express to Brighton (extended late nights and weekends to Coney Island). This would be done via after Myrtle-Broadway on the current station, this ( V ) would be black run via a short stretch of a rebuilt portion of the old Myrtle El with Tompkins Avenue and a transfer point to the most likely at Bedford-Nostrand before connecting to and absorbing the current Franklin Avenue Shuttle line with the stations rebuilt to two tracks and 600' stations (including Park Place on the current Franklin becoming two levels of single track if necessary) The you proposed as I would do it would run as you suggested with the (Q), but along the full route of the old 3rd Avenue El (either elevated or as subway) to Gun Hill Road (if elevated, either coming in on a rebuilt lower level or a new upper level of that station) with the stations from the old line considerably consolidated from the past. This as you suggest could serve as an express line. Your version of the I would in this instance I'll use the designation for could be the Queens branch of the SAS that would use the same lower level you would have your express tracks on, but would turn off at 79th Street to go to a new stop at York-1st Avenues on 79th and from there a new tunnel before continuing on a new route into Queens that would have it potentially wind up using the never-used upper level of Roosevelt Avenue (or a new lower level) and then run with the as you suggested. I would also add extending the current into the Bronx by adding a new station and potential yard at 21st Avenue, then continuing across the East River to the Bronx to Food Service Drive that would be the lone elevated stop on this line in The Bronx before going underground and include stations around East 180th on the and Westchester/Elder Avenue on the before ending at Jacobi Medical Center. This would give people in the Bronx looking for Queens a way to do it without going into Manhattan first.

I got it a week ago to where it tried to come back, but I saw no posts nor the ability to do even a test post. I suspect it's down for good this time.

Much of that track (or at least the framework for that track) was originally laid down in the early 1970's and was/is over 50 years old. There likely were some serious cracks and they had to go all the way to the foundation to get at those. I wasn't even thinking about the other than possibly having to bring that back onto QBL late nights. Yes, there are those who do transfer at Court Square to the and an running local would miss that. Either you would need the also running 24/7 or the as noted brought back onto QBL late nights.

One small problem: The as you would do it would skip Queens Plaza. While many in Manhattan are with and one-block walk of the or can transfer to the from the at 34th or Queens Plaza, it still would for some be a considerable inconvience. You also would have to likely make the a 24/7 line for it to work (with the remaining a local late-nights since one line would need to serve Queens Plaza and the local stations unless you want to late nights bring the back to QBL late nights).

This was just. plain. sick. This as noted in the video actually happened on February 5. Why he would throw cans of fire at anyone is anyone's guess.

The person shot at Hoyt-Schermerhorn was shot with his own gun after brandishing it in a fight.

Accidentally hit send before I finished, resuming: would run eventually from 125/Lenox or further west to Euclid Avenue, extended overnights to Lefferts Boulevard. This would run via a new Remsen Street tunnel from likely Hanover Square, which would in Brooklyn have a stop around Court Street that would include transfers to the and current ( late nights) and as I would eventually have it my version of the and "Yellow " at Court. I would be looking to build this to at least Chatham Square even ahead of Phase 3 to it at least is running to lower Manhattan. It would then come in on the unused local track at Hoyt-Schermerhorn and run as the Fulton Local. In Manhattan, Seaport if possible also a transfer point between the and all trains in the Fulton complex, and would both run express on Fulton at all times ( except late nights) to Lefferts (as noted replaced by the late nights) while the is on a 4/3 split between Far Rockaway and Rockaway Park with either the only operating late nights from Broad Channel-Rockaway Park OR the running as a 6 TPH line late nights, equally split between Far Rockaway and Rockaway Park so one of the two branches runs every 20 minutes.

Not enough capacity for three full-time lines or that would be very appealing. That's why I have it terminate at Canal Street on weekdays and weekday evenings, and then nights and weekends such an is extended to Metropolitan Avenue to absorb the night and weekend shuttles. As this would be based out of East New York, there would be in-service yard runs from and to Broadway Junction that would be scheduled each day. My plan would be this, aside from this : runs 71st-Continental to Whitehall Street, with some peak-hour trains ending and beginning at Canal Street (Tunnel level) New "Yellow " runs from 9th Avenue or Bay Parkway on the to Astoria to replace the there. This would run as a 4th Avenue local via Montague to replace the between Court Street and Canal Street for those wanting lower Manhattan from Broadway and would run at a maximum of 6-7 TPH.