Wallyhorse

17 hours ago, Kamen Rider said:

Then, as I keep yelling at Wally but he never seems to listen to me... the infrastructure of the BMT east cannot deal with 10 car trains. Platform extensions are just ONE of the multiple issues that a lot of you never consider when you think about these. The yard tracks at ENY, Canarsie and Fresh Pond cannot hold 10 car trains. The shop tracks in ENY barn cannot hold ten car trains. The signal blocks are not designed for 10 car trains. 

Couldn't most of the yards, if not all, handle nine-car trains?  As I remember reading previously, many of the stations (except the rebuilt Metropolitan Avenue) in the Eastern Division were built to handle eight-car trains of 67' BMT Standards that were 536 feet, only four feet shorter than what a nine-car train would be (540 feet).  If you make those trains nine cars, a lot of this can work since most of the stations if at all would only need to be extended a few feet at most.  

6 hours ago, Mtatransit said:

That is not true at all. 63rd Street Tunnel will be singled tracked the entire way from 63rd to Queensbridge. It will be completely shut between Lex/63rd and 57/6th

Why else do you think the MTA is running a shuttle train every 20 min? It’s because they are running one set of trains back and forth 

Ah!

The reports I previously had was only the part between 57th and 6th and 63rd and Lex was being worked on.  

5 hours ago, Wallyhorse said:

moves to Nassau  and ends at Essex Street on the  

I should have added late nights and weekends, in this scenario this  would be extended to Metropolitan Avenue, absorbing the night and weekend shuttles during those times on this GO.  

4 hours ago, zacster said:

Hold on here.  Isn't the whole point that 63rd St is closed?  How are you sending the N via 63rd St? 

would be with the  on 63tf from 57th Street-7th Avenue, which IS operating normally.

It's specifically the area from 57th-6th Avenue and 63rd-Lex.  That is closed off for work. 

16 hours ago, Vulturious said:

Honestly no,  trains would need not just longer length trains, but extra trains overall to compensate the long extension from Court Square to Forest Hills. While riders would at least be able to catch a train, I doubt there are enough trains overall to really make anymore of a difference compared to increased  service. 

And it's also been noted CBTC issues would make it more difficult for the to do it anyway.

I would look if possible to in this scenario have the and run express at all times (except late nights) to their respective destinations and have the also go to 179 (except late nights), eliminating the need for 71-Continental to be a terminal during this.  

This, however, is the scenario I would use:

and run as they do now

runs on 53rd as a QB local between Queens Plaza and 179 at all times

moves to Nassau  and ends at Essex Street on the  

runs as planned to 57th/6th weekdays. Nights and weekends a shuttle runs between 47-50th and 57th/6th (old late-night shuttle)

runs express on Broadway and via 63rd to QBL, where it runs as an express to 179 in place of the at all times (no shuttle on 63rd)

becomes full-time (at least 19/7) and runs Whitehall-Astoria with some trains ending and beginning on the Tunnel Level of Canal Street.

If necessary, a new "Yellow " operates between Bay Parkway on the   and Astoria as a Broadway Local.  This "Yellow " can replace the  late nights as well, at those hours running from 9th Avenue on the to Astoria. 

And the part is a relatively easy switch, in this case, digging up the short stretch from the Chambers terminal on the current route to where the Montague Street line meets it north of Cortlandt.  This is something that could have been done originally in 1966 when the whole area of "Radio Row" was cleared out and again after 9/11.  This may require some minor reconstruction of the PATH station but it would be worth it.  In this, the platform at Chambers likely is de-activated for the new stop at Cortlandt.

As for the rest:

The and  becoming yellow and running via Broadway express and the SAS is an interesting idea, especially with if they then build the connection I have previously suggestion connecting on an extension of Phase 2 to 125-Broadway a connection to the 8th Avenue Line at St. Nicholas Avenue that would give both lines access to Concourse and 207th Street yards.  Such a move might also prompt extending all stations in the Eastern Division to at least 540 feet (allowing for nine-car trains) if not 600 feet and 10-car trains.  It could also be done where in this scenario the  goes to 125-Broadway and to Bedford Park Boulevard with the  (and the going with the to 168).  As I would do it:

All times from Brighton Beach (extended nights and weekends from Coney Island) to 145th Street (peak hours to Bedford Park Boulevard), if connections from the SAS allow those lines to run via Councourse then this runs full-time to 168.

 and as is run now. 

 as is run now except extended to 95th-Bay Ridge to replace the  in Brooklyn.

 full-time express from Coney Island to 179 via Culver local, South Brooklyn Express, otherwise as it's run now (late nights, local along South Brooklyn).

(Yellow)  All times from Jamaica Center-96th Street-2nd Avenue and if SAS is extended across 125 eventually to 125th-Broadway via current route in Brooklyn and Queens and after Essex Street via Broadway in Manhattan

(Yellow)  All times from Metropolitan Avenue-96th Street 2nd Avenue and if SAS is extended across 125 with a connection to the 8th Avenue Line at St. Nicholas eventually to Bedford Park Boulevard) via current route in Brooklyn and Queens and after Essex Street via Broadway and SAS in Manhattan and Concourse line in The Bronx
 
runs as it does now.

Work is done to make Botanic Garden on the current Franklin Shuttle route a 10-car train with in that scenario the running Coney Island-Botanic Garden as the Brighton Local at all times and the current Franklin is shortened to a single train running between Franklin Avenue and Botanic Garden (perhaps a second track is built at Franklin Avenue to store backup trains). 

runs all times on the same route as the except it is the South Brooklyn local (does not run late nights).

runs full-time from 95th-Bay Ridge to Bowery Station (uses current abandoned platforms at Canal and Bowery as the and would use the currently-used tracks and platform at Bowery). 

This to me can work, however, I would find a way to connect the platforms at Prince Street on the and  in this format to the Broadway-Lafayette station that would be in use for the and  (Houston Street) as well as the IND platforms there. 

4 hours ago, Jemorie said:

Sorry for the late reply, but just want to point out that the  under your proposal cannot operate to/from 57-6 after 9 p.m. on weekdays and all weekend because you have to keep in mind the  are often rerouted via 6 Av between Jay St and W 4 St, and still often continues to happen to this day.

Every trunk line in the system on weekends in particular only require 3 different routes due to ongoing flagging and GOs.

And one reason nights and weekend, I revive the old late-night  shuttle by having that run between 47-50 and 57th using the uptown track.  That solves that issue for those who need 57/6th. 

6 minutes ago, BM5 via Woodhaven said:

Part Suspended

No southbound 123 train service between 14 St and Lower Manhattan/Brooklyn until at least 9:35pm.

What's Happening?

Emergency teams are responding to a person who was struck by a train at Houston St.

Updates:

Southbound 2 trains are running via the 5 between 149 St-Grand Concourse and Nevins St.

The last stop on southbound 13 trains is 14 St.

Northbound 123 trains are running with delays.

Expect delays in 12345 train service in both directions.

Listen for announcements to hear how your train will operate.

Alternatives:

Transfer at Times Sq-42 St to an NRW train to Lower Manhattan and/or Brooklyn.

At Fulton St, consider nearby ACJ trains to Brooklyn.

Posted: 08/02/2023 09:04 PM

 

Part Suspended

No L service between Broadway Junction and Canarsie-Rockaway Pkwy.

Take the B60 bus making nearby stops.

What's Happening?

L trains are delayed in both directions while we request NYPD assistance with an unauthorized person on the tracks at New Lots Av.

Updates & Alternatives:

The last stop on Canarsie-bound L trains is Broadway Junction or Myrtle-Wyckoff Avs.

Listen for announcements to hear how your train will operate.

Take the AC or J train at Broadway Junction for service between Brooklyn and Manhattan.

Posted: 08/02/2023 08:26 PM

What a mess.  Though if the  and  are both on the Lexington line that should help but with the part about the  and  I presume that is mainly about Broadway Junction. 

Just now, NBTA said:

You and these weird fantasies..maybe you should be apart of wrestling creatives..

This all stemmed from pols in Brooklyn wanting the  split in two, making the a much shorter route (on weekdays, nights and weekends I would extend this  to Metropolitan to absorb the night and weekend shuttles) that in Brooklyn would not be subject to delays from elsewhere on the line.  This also would have been about keeping pols happy. 

2 hours ago, darkstar8983 said:

The  is also going to be reduced. There’s only going to be I think 25 TPH running on the  instead of 29 TPH (-2 trains from each the  and ) because of the 53 St tunnel. Those extra R160s can run on the , and yes this may mean that the  will have fewer trains running on its route to accommodate the extra s since the 59 St tunnel is also at capacity 

And this is all why I would have worked to return the northbound side of Canal Street and Bowery on the  to active service and worked on making the  stop at Canal back into the terminal it once was with the idea of moving the  to Nassau and having the  run 95th-Canal on the  while the with limited exceptions terminated at Chambers coming southbound (I noted how I would do this in numerous prior posts elsewhere and pols in Brooklyn were looking for the to be split anyway).  Eliminating the  from Broadway for this, I would then streamline Broadway this way:

and remain as they are now with likely additional service to/from Astoria.

becomes the full-time (19/7) local running from Whitehall to 71st-Continental (replacing the ) with overflow trains that can't terminate at Whitehall ending southbound and beginning northbound on the tunnel level of Canal Street. 

If necessary, a new "Yellow " would operate (maximum 5 TPH) between Bay Parkway on the  and Astoria to supplement the  in lower Manhattan that would be instead of having extra service to Astoria.

This would IMO streamline Broadway and allow for extra trains from the Broadway line to operate via the tunnel to 71-Continental. 

7 hours ago, Kamen Rider said:

Just because “they used to do it”… 

DOESN’T MEAN IT WAS A GOOD IDEA.

They got rid of the B shuttle by making those changes to south Brooklyn after the bridge tropes for the same reason, they realized how stupid it was.

This is about making it as convenient for passengers as realistically possible.

If it means overnights and weekends there is a one-stop  between 47-50 and 57 and another between 63rd-Lex and 21st-Queensbridge also operating 24/7, so be it.  That is how I would handle it, especially making sure those on Roosevelt Island (which is the island's ONLY train stop) 24/7 service.  

They used to do THIS EXACT SHUTTLE on the in the overnights in the 1980's, as well as the one from 36th-Coney Island.   I would pay the extra to have this shuttle AND the one between 63rd and 21st-Queensbridge in the overnight running.    

3 hours ago, Kamen Rider said:

Running it to 57/7th requires full length trains, which requires conductors enough of us to be available on the weekends to make service. 

That's why nights and weekends during this I'd just have an between 47-50 and 57 that would require ONE four/five-car train plus a backup that probably could be OPTO (though with T/Os on each end to allow trains to quickly leave 47-50 with such coming in on the uptown express track.  This would just usually be the one train operating on the uptown track between the two stations. 

Agree on the  but do they have enough operators to do that?

You could also do it where from 11:00 PM Friday until 5:00 AM Monday and overnights from 11:00 PM-5:00 AM, an  runs between 47-50 and 57th-6th as what USED to be done when the  did that in the '80s (such can use the "uptown express" track at 47-50 to terminate).  This keeps 57th/6th open at all times and you likely would only need one train for the service with one other train in place to be a backup.  

I would then extend the shuttles to West 4th nights and weekends (including the period the would normally terminate at Myrtle-Broadway, using the express tunnel to switch tracks), have the  stop at 14th and 23rd on nights/weekends.  This allows those on the to be able to transfer to/from the 8th Avenue line there. 

29 minutes ago, Lawrence St said:

One thing I never understood is why Track M at Marcy Avenue does not feed directly into the bridge.

Same here.  Connect it to the Bridge, and with two island platforms it would allow Marcy when needed to be a terminal both ways.  

On 7/25/2023 at 7:39 PM, CenSin said:

Hmm… You’re actually right. While the - terminal swap would reduce the number of track intersections, the functional result is still the blockage of trains both entering and leaving the middle track. There is a quick fix for it via the addition of one slip switch east of the station and another switch west of the station, but the result is suboptimal from a passenger’s perspective, and that same effort could be put towards making Marcy Avenue a viable terminal instead.

That I agree.  It's something I would look at doing anyway if it could somehow be done where Marcy became a three-track, two island platform station that can serve as a terminal in either direction when needed.  

On 7/19/2023 at 2:02 PM, TMC said:

- You can, there’s no reason why it’s impossible. I have it as a double-track line running along Northern Blvd in Queens (Terminates at Crocheron Avenue, for a transfer to regional rail service), running along 50th Street, then across the Hudson to Port Imperial, taking over the tunnel used by HBLR (that portion of HBLR should be abandoned, cut back to Port Imperial, running from Hoboken), then out to Secaucus (the city, not the station), MetLife, then traveling to Paterson along the old Erie Main Line (the one that was abandoned). In Queens, it relieves both Flushing (allowing it to be extended further northeast to Whitestone) and Queens Blvd. it adds new E-W core capacity through Manhattan that is sorely needed. In New Jersey, it uses essentially a free RoW in dense development, serves Passaic better than NJT does, and adds capacity to Paterson, a fairly large edge city of NYC (population of 166K according to the most recent census) 

 

- The 3rd Avenue Line exists for one main reason, it replaces Phases 3 & 4 of SAS to get a better hit on East Midtown jobs, and it also prevents reverse-branching with SAS 1 & 2. This will be a double-track line starting in Paterson, running east along NJ-4 to Fort Lee, another large edge city that is growing very rapidly with dense development, just across the GWB. The line heads across the GWB, turns south onto 174th Street Yard, and replaces the  through 145th Street, after which, it heads onto tracks A5/A6 past 135th Street, and diverges off of CPW south of 125th Street, heading down Frederick Douglass Blvd, stopping 110th Street, then nonstop cutting through Central Park’s eastern half, and zig-zagging onto 3rd Avenue around 68th Street, making at stop at 63rd Street. The line then heads down 3rd Avenue until Houston Street, where it turns east, stopping at Avenue C, then heading to Williamsburg along Metropolitan Avenue, cutting across East Williamsburg to go south on Bushwick Avenue, then east on Broadway, then south on Malcolm X Blvd and Utica Avenue to Avenue U. The New Jersey segment of the line serves dense development in Fort Lee, and opens up the opportunity for TOD along NJ-4, while adding capacity to Paterson. The super-express portion through the UES and Central Harlem is due to a lack of destinations not already well served. In Brooklyn, it relieves the , the only overcrowded Brooklyn subway line (nothing in Brooklyn comes close to it), which will continue to get worse as development continues in Williamsburg, spreading even further north and east. It also opens up Southeast Brooklyn to more dense development, by providing a trunk’s worth of capacity, rather than a branch off of Eastern Pkwy. 

As noted before:

If I were going to do ANY new connection, it would be from Queens AND I would have it come across 79th Street with the first Manhattan stop at York-1st Avenues on 79th, which covers a gap in the SAS in what is arguably one of the most densely populated areas of the entire country (and with more high-rises in the future, likely to become worse in that regard).  You could make this part of your planned 3rd Avenue Subway that could then run on 3rd with a stop at 76th-79th Street before turning on 79th, then 60th-63rd that would likely be the busiest station on the entire such line with transfers on such a line at 60th Street for the  and 63rd for the  and 53rd for the , then 42nd for the  with other stops at 34th, 23rd, 14th (transfer to ) and then to lower Manhattan along the old 3rd Avenue EL route to Chatham Square (transfer to ) .  As others have noted, I don't know if a connection from New Jersey is possible, but if it is, then I would do it as you noted as much as possible, however, I would have the SAS connection I previously proposed with perhaps your new line running on Amsterdam Avenue to 110th Street and then stopping on 110/Frederick Douglas Boulevard and then as you mentioned except I would have this line go across 86th to a stop at 3rd/Lexington Avenues (transfer to ) and then stop otherwise as noted.

1 hour ago, TMC said:

I’d rank a 125th Street Crosstown higher than lines and extensions in Eastern Queens and the the Bronx, but below Utica and Nostrand in terms of where priorities should be.

 

125th Street is too valuable to not build, and it isn’t just about Columbia. It is one of the busiest bus corridors on the continent, and it being a crosstown, could take some of the stress off of transfer points in the Bronx and Midtown.

Exactly!

Even if you only go to St. Nicholas and have a connection to the 8th Avenue/Concourse lines, it is worth it because of yard access to Concourse and 207.  While Columbia is a big reason for going to Broadway, it's not the ONLY one, especially with Metro-North at some point expected to have a station on 125/12th as well.

Adding since I can't edit:

I have already noted this, the  becomes full-time to Astoria (with some trains during peak hours ending and beginning on the tunnel level of Canal Street), supplemented by a new "Yellow " that also goes to Astoria starting at 9th Avenue on the , possibly during peak hours extended to/from Bay Parkway on the West End.  

15 hours ago, TMC said:

For the record, just because residents don’t have rail service, while others have plenty, isn’t a reason to criticize that proposal. Adding capacity where it already exists is justified in New York’s case. Crowding on Manhattan trunks is high enough to justify two new trunks through the borough. I propose one on 3rd Avenue (replacing SAS 3 & 4) going N-S, and another on 50th Street going E-W.

Not sure you can do a subway on 50th Street,  I have proposed many revivals of the old 3rd Avenue EL but that would likely never happen.

My point on 125 is extending it to Broadway would give access on the upper east side to Columbia, which has greatly expanded over time.  This as I have also noted would include connections to the 8th Avenue line at St, Nicholas, using the tracks between the local and express from north of 125-north of 135 to connect to/from the SAS.  That would allow access to 207 and Concourse yards with perhaps in that scenario the and  both going on the SAS across 125 with one to Broadway-125 and the other replacing the on the Concourse to Bedford Park Boulevard 24/7 with the returned to running to 168. 

On 7/12/2023 at 3:43 AM, Vulturious said:

Not sure how useful this new service would be in all honesty. While I do like the idea of reconstructing the Franklin Av Shuttle to be able to handle more than just a 2-75 feet long cars, doesn't seem practical as the new Brighton Local service.

Idealy, the new station would be somewhere in between Myrtle Av and Bedford-Nostrand Avs which would be elevated. Had someone suggest having the station located on the north-south portion of the connection rather than along Lafayette Av.

I wanted to include platform extensions along the Myrtle Av EL, but I felt like other stations along all of the Brooklyn-Broadway including the Nassau St line would need an extension, too. I'll probably have that be a thing anyway because it is a proposal after all and it's not like this would ever be a thing anyway (unless the MTA magically sees this proposal and actually wants to make this a reality, why not).

My "Black " would be a SECOND Brighton Local with either the or  being the other.  Late nights and weekends. the would operate as it does now with both lines on late nights and weekends being local.   I would also design such so trains on that line from both sides have access in both directions to the Myrtle EL in case of an emergency.

Very interesting:

I notice you have the  in this version using a rebuilt upper level of Myrtle that I would use along with a short stretch of the old Myrtle EL that would connect the existing portion of the Myrtle EL with the current Franklin Avenue Shuttle that would all stations on the current Franklin shuttle rebuilt to (and on the Myrtle EL built to handle) 600' trains as part of the Myrtle-Brighton line that I suggested with the old Tompkins Avenue station from the rebuilt and then going to a stop at most likely Bedford-Nostrand (transfer to ) before reaching Franklin Avenue and absorbing the Franklin shuttle line and then continuing as a second Brighton Local to Coney Island as a "Black " train. 

Do you have the Throop Avenue station in your version as Elevated or Subway?

17 hours ago, ABCDEFGJLMNQRSSSWZ said:

I'm not sure how viable digging under 72nd St Station to create a new lower level would be since you'd have to create a new ultra-wide platform directly under the existing station. I would say *if* you could realistically dig a lower level directly under the current level without disrupting the current station in a major way, then it might be worth it to consider. However, since the mezzanine space already exists, is kind of unnecessary, and would be big enough to fit trains, it might be worth it to just use it so you have to do less new digging.

Also remember, the 72nd St Station box is almost twice as long as the platform itself; in no other parts of the world are station boxes constructed to be more than 20% of the platform length. I'm sure there'd be a way to consolidate storage space, or if really needed add a little bit more somewhere else.

North of 72nd St, you are correct it'd just be best to dig a pair of express tunnels directly under the existing tunnels/stations. Doing so would have minimal to no structural impacts on the existing infrastructure.

That I would do but make 86th and 116th Express Stops IF the then continued to The Bronx that I would do via the old 3rd Avenue EL route (noted as part of how I would look at overall expansion of the SAS that I would actually have south of 23rd on 1st Avenue the way the old 2nd Avenue EL was:

 

On 6/12/2023 at 10:17 PM, Wallyhorse said:

I would also be looking with the SAS on 1st Avenue south of 23rd to build a connector to the Rutgers Street Tunnel.  That could allow for a new "Teal " to run up the SAS with the  and if you also have the  off the Willy B running on the SAS you could look at going with four tracks on the SAS south of 63rd and maybe have express tracks that would continue after that on a new lower level of 72nd Street (with further stops after that at 86th and 116th Street) that could continue to The Bronx via the former 3rd Avenue EL route to Gun Hill Road (either as subway or an EL with if an EL coming out of a portal after the main SAS tracks turn to go to 125th Street and Lexington Avenue (that I would look to have go all the way across 125th to Broadway with transfers to all other lines on the SAS) with a stop at 127th Street-2nd Avenue before continuing to the Bronx with if subway such a stop at 126th/2nd).  If the Willy B, Rutgers  and Queens connectors were all built, we could see it done like this:

: Metropolitan Avenue to 71st/Continental via SAS local, Queens connector and QBL Local.

: Houston Street (eventually South Ferry when Phase 4 is built) to Gun Hill Road via SAS Express with stops at Houston/1st Streets-1st Avenue, 14th Street-1st Avenue, 42nd Street-2nd Avenue, 55th Street, 72nd Street, 86th Street, 116th Street, 126th or 127th Street-2nd Avenue (depending on EL or Subway, then in the Bronx 138th Street (Transfer to ), 149th Street (Transfer to ), 161st Street, Clearmont Parkway, 173rd and with other stops from the old 3rd Avenue El consolidated until 205th Street (Transfer to ) and Gun Hill Road (Transfer to ).

: Church Avenue or Coney Island in Brooklyn via Culver Express (including rebuilding the lower level of Bergen Street to serve trains and if necessary building an underpass to allow transfers between north and south trains), the Rutgers Tunnel and SAS Local to 125th Street with the .   

15 hours ago, ABCDEFGJLMNQRSSSWZ said:

If any of these come to fruition, it won't be for quite a while. Here are the subway expansions plans they list and my thoughts on likelyhood:

-SAS 125th Street Crosstown might be the most likely cause SAS is currently MTA's main subway pet project, it'd be a logical extension after Phase II is completed (Phase II plans to have tail tracks west as far as Lenox Av to allow for a crosstown in the future), and Phase III being so hard and logistically complicated may make MTA hold off on it.

-  extension to Spring Creek is one of those projects that's a relatively low hanging fruit that offers clear benefit, but never ends up being choosen. Remember, the MTA wouldn't actually have to do much to construct because Livonia Yard gets you 90% of the way there. I could see a scenario where this is lumped in with Utica Avenue extension as part of "fixing" the Brooklyn IRT.

-10th Avenue Station on  is again a low hanging fruit; it was supposed to be part of the  extension to Hudson Yards but was cut for Budget reasons. They did built the tunnel in a way where the station could be added later though. I think the issue with this project is while it's a relatively low hanging fruit, it'll never be in demand enough to actually construct since the area isn't *that* bad of a transit desert. Honestly, best chance it might be constructed is if the  is extended up 10th Avenue

-Rockaway Beach Branch reactivation really depends on politics imo since *something* is going to be done with that ROW. It's a matter of whether it becomes a park, a subway line, or some combo of both. Adams seems to favor making it a park, but if the next mayor really insists on making it a subway it could happen

14 hours ago, Vulturious said:

I've spoken about this stuff before either in this thread or another so here are my two cents on what you've stated and what you missed:

- The SAS-125 St Crosstown right now has quite the opportunity to become a thing. I honestly agree with you about Phase III "being so hard and logistically complicated," especially with what to do after. However, I would like to add onto this by including other parts of the westbound extension that being heading north from Broadway or Riverside Drive to terminate at 137 St and a connection to the CPW line using the layup tracks. The connection would be quite a benefit for redundancy purposes and possibly a bunch of route changes. Riverside could probably work better for the crosstown line if a connection were to be made at Broadway-125 St making it a bit complicated if underneath Broadway to 137 St. 

- Spring Creek expansion is definitely a low hanging fruit waiting to be picked, but I sorta have to point out that even though Livonia gets you much closer to it, it looks like it also gets in the way, unfortunately.

- Nothing much to say really about the 10th Av station, but I do find you including the  along 10th Av very interesting. This definitely gives the MTA more incentive to build the proposed station while giving it quite the connection to a line that never meets.

- I've seen a proposal online that changes up how the RBB connects to QBL. If I'm not mistaken, it connects through the yard leads between Jamaica Yard and Forest Hills station. Personally, this is much better than the connection to/from Rego Park. Adams straight up wanting to turn it into a park would be a huge missed opportunity, but at the same time, there's not much going on around the ROW, either. 

14 hours ago, Chris89292 said:

People want the 10th Avenue station, it should be a top priority project in my opinion

 

I'll start with a 10th Avenue station on the : 

For that to work IMO, it would need to be done to where there is an exit on 41st Street and 9th Avenue connected to the west end of the PABT.  That to me would make such more viable.

Extending the up 10th Avenue is something I have proposed many times.  As I would do it, it would run up 10th Avenue to 72nd Street (underneath the existing  station with transfers to that there with provisions to extend the line further than that).  That likely could be done in concert with a 10th Avenue station on the  and perhaps if as some think will eventually happen Madison Square Garden being relocated to a new building from 9th-10th Avenues and 28th-30th Streets.

The SAS crosstown I have noted many times.  I would do that with a connection to the 8th Avenue line at St. Nicholas/125 that in both directions can use the track between the express and local tracks that currently runs from north of 125 on the  to north of 135th Street as an exit and entry point to the SAS that could down the road allow for perhaps the to run with the on the SAS (with the becoming full-time to Astoria and perhaps running with the on the West End to at least Bay Parkway) with one of the or  running to 125-Broadway and the other running with the on the Concourse to Bedford Park Boulevard with the joining the to 168.  

As for the , as I have noted how I would do it would be after 135 and the goes its way, the goes above ground to a new, full-length 145th Street station and then over a new, rail-only bridge south of the Macombs Dam Bridge to a new stop at 153rd-Yankees and then joining the  south of 161-Yankee Stadium and stopping there and then running with the  to Woodlawn with some  trains ending at Burnside. 

As for the Rockaway Beach Branch, I had previously proposed there that the  head to Rockaway Park from Whitehall (with some trains starting on the tunnel level of Canal Street if necessary) with the  moved back to Astoria.  To me, and especially to get the backing of Resorts World (that has a Casino near Aqueduct) for a revival I believe such a line would have to run through what some still call "The Financial District" (even if that is outdated) and that's why I would do it with the (that also could involve making the  brown and moving it to Nassau as I have described in the past).  

1 hour ago, Chris89292 said:

Oh wow they’ll still stick with the ridiculous huge open mezzanine, this is why the project is so expensive, what’s the point of such big space

They do need room for multiple elevators and elevator rooms for those (ADA compliance). but otherwise, I suspect it's to appease certain individuals who want them.