Wallyhorse

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.

Not the way I would do it because of the other thing I would do, move the to Nassau and make it brown (doing the necessary work to re-open the former northbound platforms at Cana Street and Bowery) that I have noted many times elsewhere.

Re-routing the on Friday 3/29 makes sense. It's a holiday for many and most do take that day (Good Friday) off on religious ground even if it's not an official paid holiday.

This is a good way to do it. Mine is similar except it would go under Schermerhorn Street on a level lower than the Transit Museum (with potentially a stop near Court Street below the Transit Museum) and then ram up to connect to the existing unused tracks near Hoyt-Schermerhorn and then operate as the Fulton Street Local to Euclid (extended late nights to Lefferts to replace the late-night there. This would allow the and to both operate as Fulton Express trains with the replacing the to Lefferts and the likely on a 4-3 split between Far Rockaway and Rockaway Park, eliminating the need for the Rockaway Park / except perhaps late nights or late nights with the using the old round-robin route to cover both Far Rockaway and Rockaway Park. Going under Remsen Street likely makes more sense if it allows for transfers to the and ( late nights) at Borough Hall from such as new line). It would serve the same purpose as my plan as it would allow the and to both run as Fulton express lines at all times ( except late nights with the to Lefferts at those times).

Yes, there has been a TON of development on the Upper East Side that has been going on since well before the SAS was built. This is already one of the most densely populated areas in the entire country and will the new high-rises coming on board in the next few years it will only get worse. And yes, having the going to 96th/2nd in addition to the is something very helpful for those working at the hospitals (mainly New York Presbyterian on York Avenue from 68th-70th) and Metropolitan Hospital at 97th and 2nd) in particular.

Of course. That is necessary but lets get it on 125 first.

I stay well in touch with happenings on the upper east side. If anything, that part of Manhattan is far more dense now than when I grew up there and with the new high rise buildings continuing to go up it is going to get worse.

It's not that I'm a buff. A lot of the things I see are things that could be done, especially in terms of one-seat rides. And I do like the idea of the to 96th full time if possible specifically because I know the area growing up there and know how densely populated the upper east side really is. Having 6th Avenue and Broadway service on the SAS to me would make it more appealing to many, especially given who knows when we'll actually see the .

Or with 63rd Street open, you do to 96th/2nd. I would actually consider putting the back on QBL and have the run to 96th/2nd 19/7 at least until the is running because I suspect UES riders would want a 6th Avenue service in addition to the in what is the one of the most densely populated areas of the entire country where the SAS was LONG overdue when it finally opened in 2017, especially those that work at the hospital on York Avenue that use the 69th Street entrance to the 72nd Street station (and also why when the 63rd Street tunnel was built they should have looked at building a York-1st Avenue station the could have been using now).

At least they can do that. I'd been myself possibly been looking to extend the to 145 that weekend but then I suspect pols would demand the do that on weekends full-time.

Ridiculous. Back in the day of the old marker lights, people seemed to know which train was which and which route was which. Plus, at DeKalb and also before Chrystie Chambers on the Nassau Line, you had signs that would light up the correct route as trains came in (or in the case of Chambers, whether trains were going over the Manhattan or Williamsburg Bridge I believe). The real problem is now people don't pay attention to route changes and the like even if there are signs in the stations pointing to changes. Sometimes it seems people are THAT IGNORANT.

And this shows why if possible they need to extend the 63rd Street tunnel so it reaches the 8th Avenue line. That would allow when needed for the to run via 63rd without any other detours along the way.

Yes, it's a relatively old board. There are some others I read that never changed from the late 1990's as well.

This must have been real bad. I suspect whoever was struck near High Street in Brooklyn was struck in a spot where they to shut off power everywhere between south of West 4th Street and Jay Street.

Electrical work? On the platforms?

OT seems to have always been, but I have rarely ventured there. Usually I stick to the main SubChat there. This has been out AGAIN for about 10 days or so which is why I brought this back.

Clearly SPAM in a four-year old thread that died a long time ago.

I believe before the express tunnel was built, West 4th used to terminate trains on the "express" tracks. I would think they could use some of the mezzanine at West 4th as crew quarters if necessary if W4 began terminating the on weekends. And you could also do it where the remains express on 6th Avenue with if a train gets to Broadway-Lafayette at the same time as an (M), the goes through first and then the crosses over to terminate at West 4th, This again is about providing additional transfer points off the to other lines on weekends. The two extra stops on the provide this to those riders.

And this was partially why originally I had said on weekends about terminating the at West 4th and using the crossover in the express tunnel to turn while the runs on the local tracks from Broadway-Lafayette to 34th before crossing back at 42nd Street. I was in that scenario talking about only two additional stops for the , but both are critical transfer points as riders on the can then transfer to the at Broadway-Lafayette (yes, you can also transfer to the at Essex-Delancey but Broadway-Lafayette is same platform) and West 4th for the . Maybe it can be done where on weekends the goes to 42nd and terminate on the southbound express track there with a crew ready to go at 42nd and have the train go right back southbound since that would have two more key transfer points at 34th and 42nd as well.

I was going to say the same things. Running the to 145 on weekends in place of the would work. Yes, I know it would mean a different terminal on weekends as opposed to during the week, but this is a case where it could be worth doing.

I suspect there is work being done between DeKalb and Prospect Park on the which is why this is being done. Personally, I would have on weekends have the run via the at all times between West 4th and 34th. This would allow the weekend to be extended to West 4th where it can terminate and use the express tunnel to turn.

The problem is, this is about "doing something" to appease politicians.

25 years ago you still had many more people born before WW II living there and they were used to the old names. Many of them have since passed away and have been replaced by those who were not even born when those names were changed, and most likely well after they were changed.

And for now, most of the time they would STILL be used that way. The point is, however, is connecting those to the SAS also allows for when needed those tracks being used to allow the and to run via the SAS if CPW happens to be FUBAR OR if there is a GO requiring CPW to be shut down.

This is why I had previously proposed (originally after politicians in Bay Ridge a few years ago called for the to be split) having the split into a Nassau running from Bay Ridge to Canal Street (rebuilt to be a terminal with this using mainly what is the current northbound (old "southbound express") track on the at Canal to terminate while the northbound side is fully reopened with the "express" tracks used to relay for any that terminates on the old "northbound express" track there) while the save for a few rush-hour trains that would end and begin at Broad Street would terminate at Chambers Street, set up where Canal Street southbound is the transfer point between the and with the reverse northbound at Chambers Street (the would use the "express" tracks at Chambers to terminate). This would include this based out of East New York and have in-service yard runs that end and begin and Broadway Junction while late nights and weekends would be extended to Metropolitan Avenue to absorb the late night and weekend shuttles. The would become 19/7 and run from Whitehall to 71st-Continental (with during peak hours, select trains ending and beginning on the tunnel level of Canal Street) and a new "Yellow " operating from 9th Avenue or Bay Parkway on the to Astoria via the Tunnel to accommodate those who need to reach lower Manhattan from 4th Avenue (this would max at 6 TPH).