Wallyhorse

Actually, it's three additional stops (103rd, 110th and 116th) and 116th is the most important of that as that is Columbia University. How they would do that is beyond me. And they could have the end at 96th and switch over using switches that come up after the and go over to Lenox before 103 on the .

This is more about allowing (for now) emergency reroutes of the and (and GOs) when needed and letting those lines use the SAS when CPW is FUBAR.

I would do it where it goes to Broadway but ALSO has a connection to the 8th Avenue line at St. Nicholas. I would be looking at potentially doing a station as suggested elsewhere where you could transfer to the at the east end and the and at the west end of a station that ends east of St. Nicholas and west of Lenox, more easily allowing for the SAS to connect using the middle tracks on 8th Avenue on each side of the six-track setup and then continue either to the Concourse or Washington Heights. This would for now be mainly for G.O.s and emergency reroutes (and also Yankee Stadium specials from/to the SAS) but would allow for permanent runs from the SAS further uptown on the west side.

Excellent: As I have said before, if this is done west on 125, it should includes connections at St. Nicholas to and from the 8th Avenue line where SAS trains would enter/exit the 8th Avenue line north of 125th using the middle track in each direction of the six-track section that runs from there to north of 135. This would mainly for now be for G.O.'s and emergency re-routes but would potentially allow an SAS service to use the Concourse and 207th Street lines, allowing at the very least for Yankee Stadium specials on the SAS and so forth.

WTF? Are people THAT impatient to get on a train that they would point a GUN at a conductor? Some people are just. that. stupid.

Some people are just. plain, idiots. Sure, they might have been PO'ed about it but unless they specifically needed Queens Plaza they could have stayed on via 63rd to Manhattan and transferred where possible to the line they needed to be on or simply walked a few blocks. That was clearly an unavoidable situation. Obviously, there was a train or other incident at Queens Plaza and that forced the change. Obviously someone didn't do their job or simply didn't know you would have to go to 63rd until AFTER you left Roosevelt and it was a last-minute situation and that's why you didn't know sooner.

My god, I may not be the most patient person out there, but if someone is sick like that and clearly needs medical attention, that is the priority no matter how many people get upset about that. Those passengers need to realize taking care of the sick passenger comes first (though I'm sure some were that way because they were on their way to work and have employers who are super impatient and refuse to understand things like sick passengers happen).

Essentially, that is what I would be doing with what used to be the (and later Whitehall ) becoming the running from Whitehall to 71st/Continental (some trains during peak hours ending and beginning on the tunnel level of Canal Street). The stations at Canal and Bowery have their former northbound sides re-activated with Canal Street turned back into the terminal station it once was with the becoming brown and running from 95th-Bay Ridge to Canal on the , designed where transfer point between the and this is Canal street southbound (as excluding a few rush hour and that end and begin at Broad Street during peak hours, this version of the / would terminate at Chambers) with northbound the transfer point between this and the would be Chambers, in both cases cross-platform transfers. This would as noted before be based out of East New York with scheduled in-service yard runs on this that end and begin at Broadway Junction. Nights and weekends, this is extended to Metropolitan Avenue and absorbs the current late night and weekend shuttles. There is a new "Yellow " as part of this that would run from 9th Avenue on the (Max 6 TPH) via Montague to Astoria to accommodate those looking for lower Manhattan on the current route, with for those coming from Bay Ridge who use the current in such being able to do a same-platform transfer anywhere between 36th and Court on the current for this.

And of course now we have the blowback for someone's brilliant idea of doing it this way.

Ah! Congrats!

Some thoughts on this (replying to @MTARailFan's post that had a ton of emojis in it): The only change on the IRT I would make would be on the , where north of 135 I would add a new elevated connection for the that would close the existing 145 and 148-Lenox Terminal stations for a new, full-length elevated station at 145 running to 147 that covers most of the area Lenox Terminal goes to. From there, I would have such go over a new bridge south of the Macombes Dam Bridge and running to a new station in the Bronx at 153-Yankees above the Metro North Station of the same name. From there, the line would join the Jerome El south of 161-Yankee Stadium with likely a new upper level for that station before joining the line proper north of 161. This would run to Woodlawn with the (possibly with Woodlawn rebuilt as a three-track station to allow for more trains to terminate there) with some service terminating at Burnside or Bedford Park Boulevard if not all trains can terminate at Woodlawn. On the lettered/B Division lines, I would be looking to build an additional phase of the SAS where the operates via a new Schermerhorn Street tunnel to possibly first a new Schermerhorn Street station and a station at Seaport that would eventually be connected to the rest of the SAS before joining the Fulton Street line on the as-present unused tracks/platforms at Hoyt-Schermerhorn with the then becoming the Fulton Street local at all times to Euclid and extended late nights to Lefferts in place of the late-night shuttle currently in use on Lefferts. This allows in Brooklyn the and to both operate express and eliminate the merge/unmerge at Hoyt-Schermerhorn and another one at Euclid, allowing the to operate to Lefferts except late nights and the to fully operate in The Rockaways. The other significant change is the one I have noted many times: Having Canal Street on the return to being the terminal station it once was with the intention of moving the to Nassau and essentially having a split and operate between 95th-Bay Ridge and Jamaica Center with the interchange between the two lines occurring southbound at Canal Street (where this would terminate, something that was not possible until the current setup was done in 2004) and northbound at Chambers (where the / would terminate save for a handful of rush-hour / trains that would end and begin at Broad Street. This is mainly to improve service in Brooklyn that in the past Bay Ridge politicians wanted split because too often the had been the "rarely" in Brooklyn. On Broadway, the would replace the to 71-Continental running 19/7 (with some trains ending and beginning on the tunnel level of Canal Street) and a new "Yellow " operating from either 9th Street or Bay Parkway on the to Astoria on the Broadway/4th Avenue Local that would run at a max of 6 TPH and replace the along Broadway and Trinity Place/Church Street in lower Manhattan via Montague. These would be the only real changes I would make.

Obviously, not all of it is JFK. It's also the stations railroad south of Broadway Junction before Howard Beach and obviously the stations on the Lefferts line as well. The point is, the can run to Broadway Junction on the .

As noted, having the in a GO like this operate to Broadway Junction on the would give those wanting to head to Queens and JFK in particular would be able to do it as a two-seat ride instead of three on the that includes a shuttle bus. As the is 480' trains, it can be done. Also, anyone who was going to Broadway Junction would in that scenario would be able to do it from CPW as a one-seat ride instead of the usual two.

It would go south of West 4 to the 6th Avenue line (there are switches between the local tracks), stopping at Broadway-Lafayette on the . From there, it would operate via the to Essex-Delancey and then via the to Broadway Junction.

This is where if the is 8-car trains, I would look to have it run 168-Broadway Junction on the where it would be an alternative to transferring from the to the at 14th and back to the at Broadway Junction.

I presume work in the 53rd Street tunnel or between there and QP?

And speaking of 63rd Street I would have built that with provisions if not there now to extend to 8th Avenue so 8th Avenue trains could access 63rd from both directions if necessary (and also allowed Broadway Line trains to also access 8th Avenue north of 57/7).

Not surprising on the dig. Trump and his ilk seem to hate ANYTHING the Dems do nowadays. This is badly needed. I still think the is making a mistake not having it connect to the 8th Avenue line at St. Nicholas as such would have benefits beyond any actual use by a line, especially for GO's and emergency situations.

There is a reason even in the overnight normally the is express and that is the very long route it takes. That is also why we have the running via 53rd and originally had the when the moved to 63rd. The in the overnights when that is local I'm sure isn't exactly a picnic as that I believe is an even longer route than the . Yes, I come up with some crazy route ideas but some of them are to split routes in two that make them shorter (my splitting the into and for example with a "Yellow " supplementing the and having it handle those who actually use Montague to get to lower Manhattan).

I wonder what that debris was? Had to be significant to cause that.

And that is why I address the by turning it brown and having it run on weekdays to a re-done Canal Street station on the where the northbound platforms at Canal Street and Bowery are re-activated and Canal is converted back to the terminal it once was (and keep in mind, this version of the was not possible when Canal previously was a terminal because there used to be a crossover at the south end of the station that is no longer there). It would be set up where the terminates at Chambers (excluding a handful of rush-hour runs to Broad Street) where northbound, the transfer point between the and the is Chambers with the waiting across the platform from the , with the leaving first and then the crosses over to terminate on (usually) what is the current northbound track. Southbound, the reverse happens where the transfer is from the to the at Canal with the leaving first and then the crossing over to terminate on the terminal tracks at Chambers. (Note: As noted elsewhere, there would be in-service yard runs where this runs from and to Broadway Junction on the since this would be based out of East New York) while late nights and weekends, this would be extended to Metropolitan Avenue to absorb the current shuttles). Putting the on Nassau is the only realistic way to fix this problem IMO. The would become full-time and replace the in Manhattan between Whitehall and 71-Continental (with at certain times some trains ending and beginning on the tunnel level platform at Canal Street and turning there) while a new "Yellow " would operate from Bay Parkway or 9th Avenue on the (MAX 6 TPH) to Astoria to supplement the and keep the Montague Tunnel connection for those who actually use the to get to lower Manhattan on the Broadway line.

That pandemic caused many older workers (not just in transit) to retire en masse, some of whom retired up to 15 years before they originally had to because either they had long COVID and never recovered enough to return to work or feared getting COVID even if fully vaccinated. That doesn't even take into account how many workers DIED from COVID, and some of those who retired were forced to due to long COVID. We will be continuing to deal with the ripple effects of that pandemic for years to come.

And on top of that, any QBL local via 63rd misses Queens Plaza, which is a big stop. That in itself makes it an issue going via 63rd instead of 60th for any Broadway line.

This is specifically about solving longtime problems with the and as I would do it, it would only have a handful of "Yellow " trains and during rush hours a handful of trains to deal with. Unfortunately, the Nassau line at Canal, Essex and to a lesser degree Chambers provide the only places to do that and that is why I make the brown. Anyone on 4th Avenue south of 36th would likely transfer to the at 59th or 36th anyway (and likewise, those between 36th and Atlantic Avenue would transfer at Atlantic Avenue anyway) and those looking specifically for the stations between Atlantic Avenue on the 4th Avenue line and Canal Street on the Broadway line can do a same platform transfer between the and the "Yellow " ( late nights) anywhere between 36th and Court Street. There are more than enough transfer options to other lines as well that would allow this to run on Nassau to Canal (with in-service yard runs from and to Broadway Junction and late nights and weekends extended to Metropolitan Avenue specifically to eliminate the need for the shuttles when those currently run). Most people would adjust, only those who are lazy and would take the the full route would complain. This setup also allows for less issues with merging on the wherever it does merge with the (and in this case, the "Yellow ") in Manhattan.

This is good, but as I would do it: goes to Nassau and runs Bay Ridge-Canal Street (with the abandoned northbound platforms at Canal Street and Bowery reopened and Canal converted back to the terminal it once was). This as previously noted would be based out of East New York and would have in-service yard runs from/to Broadway Junction, Late nights and weekends, this is extended to Metropolitan Avenue to absorb the shuttles unless the is running to 96th/2nd. is shortened to Chambers except for a handful of rush hour runs from/to Broad Street. becomes full-time (except late nights) and runs Whitehall to 71st-Continental (at peak times and otherwise when necessary, some trains run from and to the tunnel level platform at Canal Street). , , and are unchanged EXCEPT the no longer stops at 49th Street (merge/unmerge with the locals now happens at 57th Street). A new "Yellow " operates (no more than 6 TPH) from 9th Avenue or Bay Parkway on the to Astoria to supplement the and cover those who ride the Broadway line via Montague and operate seven days a week. This and the would stop at 49th Street and make all other Broadway local stops. I still think moving the to Nassau helps solve that line's problems be severely shortening the route while the can replace it to Forest Hills and the new can supplement the in Queens. People who current travel to 49th can either way if necessary transfer to/from the local at 57th for 49th.