Wallyhorse

That makes sense.

I presume they don't enforce the anti-smoking laws on the subway.

I wonder what happened that caused them not to wrap up work on the when they were supposed to.

Or, for that weekend just have the be 24/7 on the full route. That would probably make the most sense.

I did look at that on satellite: More realistically, if that was rebuilt, The main four-track section would return to being such while the Snediker Avenue portion would likely be built to be stub tracks for usually storage but can in a pinch (or during G.O.'s) be used as terminal tracks.

I would never expect such to actually be used except for some weekend G.O.'s If there was a revival of the old to Canarsie (as another letter), as I would do it, those trains would go to Canarsie while the would be cut back to Atlantic Avenue to better serve the busiest part of the line with in most cases a cross-platform transfer at Atlantic Avenue between the two. The Snediker platform would mainly be for storage and a few early morning trains but would be done where it could be used in service if necessary.

As I would do it, I would rebuild the platforms taken out of service on the at Atlantic as well as the tracks that served Snediker Avenue (there was enough infrastructure level in place that such CAN be rebuilt). This also would allow for a potential revival of what used to be service to Rockaway Parkway on the for example.

They probably simply baked in some extra time to the schedule.

Not a surprise. They seem to not want to re-activate the RBB and use expenses as a reason.

This is about future needs: As CBTC takes over more of the system, eventually it is supposed to allow more capacity. By the time this would be completed, it's quite possible there would be the capacity to have an SAS line operate on 8th Avenue (as noted, coming in and going out on the tracks between the local and express tracks in the six-track zone on the line). It's quite possible by that point you could easily add an SAS line to the upper portion of 8th Avenue/Concourse.

My original idea for 125/Broadway-12th Avenue was to make that an elevated station, likely above the current station and extending to 12th Avenue where Metro-North is supposed to be. That might be the best way to do it. You could do a mezzanine from the downtown platform to reach such and stairs directly from the uptown platform. And it's very short-sighted not to look at a connection from the SAS to the 8th Avenue Line. For now, it would be more about "future proofing" and allowing for in an emergency the and being able to use the SAS if CPW is FUBAR (or for a G.O.) while having operational flexibility, including operating Yankee Stadium Special trains along the SAS to and from 161.

I would be looking at it, as the main purposes of such a connection to the 8th Avenue line from the SAS at 125/St. Nicholas would be (for at least now): Giving the SAS line access to Concourse and 207th Street yards. In an emergency, the and trains would be able to use such to get to the SAS and from there, go to 63rd/Lex and use that to eventually get back to their regular lines. Such also opens up a ton of operational flexibility for G.O.'s and the line, and even more so on the if eventually as I think should be done, Phase 4 is extended into Brooklyn through a new Schermerhorn Street tunnel that would run under the Transit Museum station (Court Street), possibly with a new stop south of the TM before joining the Fulton Street line using the as-present unused tracks/platforms at Hoyt-Schermerhorn, allowing the to be the Fulton local to Euclid (extended late nights to Lefferts) with the and both running express in Brooklyn.

Now it looks like (if they can find the money) they want to extend the SAS across 125: As noted before, I would do it where there is a connection at St. Nicholas to the 8th Avenue line, most likely using the tracks in each direction between the local and express tracks north of 125 to north of 135 to connect. This would allow for the SAS to go to to either upper Manhattan or the Concourse line (and give the SAS access to 207th and Concourse Yards) as well as in an emergency allow the and to access the SAS to get back to 6th and 8th Avenue respectively.

Um, we had 8 1/2" of rain hit between late Thursday and Saturday afternoon before this finally cleared out. NYC broke the single-day record for rain by a lot (even more than Sandy). This likely was unavoidable.

I do remember that actually. And I should clarify, what I meant was we have too many "ambulance chasers" that include some of the kind of advocates who feel minorities have been trampled on to the point where they would unfairly use the discrimination flag where it should not be used and because of past injustices against minorities, judges would rule against the TA if '90s-style tactics, even if the TA was fully in their right to do so were used. My point was, what was done in the '90s would not be tolerated by many now.

That '90s style crime crackdown would likely now lead to massive lawsuits against the city by advocates for minorities and so forth. What Giuliani did when he was mayor from 1993-2001 would never fly today because of that.

I think the problem has to do with the reverse southbound. They need to put in punch boxes at 5th Avenue-59th that would allow the to go express from 57th-7th south since the merge north can occur after 57/7 as it is without issues.

Not to mention the comes in on the local track at Queens Plaza. I would look at having the and all go to 179 if it means being able to run three locals on the full route of Queens Boulevard weekdays before I made the an express train. There is a reason the stopped running to Astoria and swapped terminals with the in 1987, and that was lack of yard access for the .

Ah yes, a '70s classic!

Sadly, this is how kids are in many cases.

I do like this if it can be done. If possible, I would actually have connections to 8th Avenue from 60th AND 63rd Street. I have thought anyway of extending 63rd to reach the 8th Avenue line since that might be easier and allow for greater flexibility in emergencies and so forth.

Queens Plaza is difficult to use as a terminal now which is one of the reasons (but not the only one) you don't see the running to Queens Plaza. As for this, as I would do it: and all remain as is. is shortened to Chambers Street and would serve as a transfer point northbound between it and a Nassau (see below) with the reverse southbound at Canal Street (though a limited number of trains signed as in peak direction would end and begin at Broad). is as is on weekdays only, see below for nights and weekends. moves to Nassau and runs to a rebuilt terminal at Canal Street on weekdays (with the northbound platforms on Nassau at Canal and Bowery on the reopened). Late nights and weekends, this is extended to Metropolitan Avenue to absorb the shuttles and also has in-service yard runs to Broadway Junction on the as this would be based out of East New York. This at least nights and weekends is exactly the same as your . replaces the in Manhattan running from 71-Continental to Whitehall Street, Rush hours, overflow trains run to the tunnel level of Canal Street and end and begin there (nights and weekends, the runs as it does now). returns as yellow and runs from Bay Parkway or 9th Avenue on the to Astoria via West End Local (if starting at Bay Parkway), 4th Avenue local, via the tunnel and Broadway local as a supplement to the in lower Manhattan and the to Astoria. And again, the in this case is all about BROOKLYN, running as a 4th Avenue local that only interlines with this new "Yellow " between 36th Street and the Montague Tunnel and perhaps briefly a handful of / trains at Broad during rush hours (and the otherwise in specific situations). This should make the much more efficient on 4th Avenue and Bay Ridge, which was the specific primary goal.

The late-night and weekend version of the I would do is the exact same route you have for the . It would be extended nights and weekends to Metropolitan from Canal Street to absorb the current late night and weekend shuttles as this would be based out of East New York with in-service yard runs from and to Broadway Junction on the that are scheduled that way throughout the day. Otherwise, this would run to a rebuilt Canal Street on the (abandoned northbound platforms at Canal and Bowery on the reopened) that would serve as the terminal on weekdays. The I propose that would be Whitehall-71st/Continental is exactly the same as the you propose. This would be 19/7 like the currently is (with during peak hours, some trains ending and beginning on the tunnel level of Canal Street). The "Yellow " I propose would serve as the 4th Avenue local via the tunnel, supplementing the in lower Manhattan and the to Astoria. This (again!) was all originally proposed by me out of Bay Ridge politicians wanting the split because of it being the "rarely" in Brooklyn and this was to satisfy them.

The to Nassau I noted is more about improving service in Brooklyn where it is the "rarely" by shortening it considerably Splitting it with the moving to 71st-Continental and a new "Yellow " running as the Broadway local from Brooklyn to Astoria (from Bay Parkway or 9th Avenue on the ) accomplishes that. Nassau just happens to be the best spot to terminate this version of the to accomplish the main goal of making it more reliable in Brooklyn, especially Bay Ridge where pols wanted the split in the first place.

And is one of the reasons I move the to Nassau as noted in prior posts (mainly 95th-Canal Street on the to shorten the considerably and have the cover the Manhattan and QBL portions running Whitehall-71st/Continental (with for overflow trains that can't be turned at Whitehall running to the tunnel level of Canal Street) and a new "Yellow " running from Bay Parkway or 9th Avenue on the to Astoria to keep the connection of lower Manhattan from 4th Avenue in place (with a same platform transfer from the Nassau to the "Yellow " in this anywhere between 36th and Court). As for the , that was Cuomo, IMO at the time of doing so looking ahead to a Presidential run and likely very concerned such a shutdown would create a massive problem for those who have to drive into work in Manhattan, especially those who have employers who frown on people coming from the suburbs on public transportation IMO because it can hurt a company's image with highly snobbish clients who look down on those who use public transportation. IMO, Cuomo feared losing votes in New York, New Jersey, Connecticut and to a lesser extent Pennsylvania over a full shutdown if he had run for President from those who commute to work from outside NYC who insist or in some cases have to drive at the insistence of their employers.