Wallyhorse

Absolutely, including wrong-railing from Essex-West 4th (though it could conceivably be done).

How I would handle it: Manhattan service is normal, but terminates at Chambers Street or Fulton Street, if Fulton single-tracked between Chambers and Fulton. trains run normal to West 4th, then via the and then to the Broadway Junction platform (with peak direction service on the express track, this can be done since the is only a 480' train). Brooklyn trains run Hoyt-Schermerhorn-Far Rockaway only via the local tracks, with the Transit Museum cars temporarily cleared out to allow Brooklyn service to turn (or terminate) at the Court Street-Transit Museum platform (the Museum trains can be temporarily stored on the express tracks between Hoyt-Broadway Junction since those tracks would otherwise not be in use during this emergency). Temporary out-of-system transfers (without penalty) would be set up at the Hoyt Street (A)/©/(G) and Lafayette Avenue stations to handle transfers from other lines in Downtown Brooklyn (Example: Passengers from the (2)/(3)/(4)/(5)/(:D/(D)/(N)/(Q)/® at Atlantic Avenue can use a special OOS transfer to the at Lafayette Avenue during this emergency). Lefferts Boulevard operates as an between there and Broadway Junction (express to/from Euclid), while the Rockaway Park is also extended to the Broadway Junction tracks and uses the express tracks between there and Euclid.

Sorry about being vague, my version meant 8th Avenue/Fulton service had to run to Jay Street and Broadway Junction. Anyway, here's how I would do it: in Manhattan runs normal to Jay Street. If necessary, select Manahattan-based (A)s continue to Kings Highway via Culver Express. Those to/from Broadway Junction operate as normal from there, however, the Rockaway Park is extended to Euclid Avenue. runs normal to West 4th, then breaks from the 8th Avenue Line and runs via the and then to Broadway Junction. For Spring Street, transfer to the somewhere between 50th and West 4th. runs normal Operates only between Rockaway Park and Atlantic Avenue. Overnight (when the is not running), the operates to the platform at Broadway Junction. Shuttle buses operate as follows: 1. For the between Jay Street and Broadway Junction. 2. For the between Atlantic Avenue (Broadway Junction overnights) and Bedford Avenue There is a free out-of-system paper transfer between the Hewes Street (J)/(M) and Broadway stations during this interruption. To/from Broadway Junction

In that scenario, there would be no service beyond 125th. and would both be locals with some (5)s diverted to the . Next up: A derailment at Kingston-Throop with cars spread over all four tracks has knocked out and service between Jay Street and Broadway Junction. In addition, the is out north of Broadway Junction due to CBTC problems north of there towards Manhattan and the the platforms at Broadway Junction can't be used either due to stalled trains on both tracks.

You're right. For some reason, I thought the had access to the Woodlawn level at 149 for the Bronx (what I get for doing this when I was tired). Here's a revised version: (4)/(5) operate in two sections each: runs 125th-Woodlawn and from 86th Street via normal route. Transfer to at 125th Street and back to at 86th OR for Brooklyn, transfer to (;)/(D) at 161st Street and back to the (or to the 2/3/5) at Atlantic-Pacific. Late nights, runs normal local service via Lexington line, though this may begin earlier with some Manhattan-bound service terminating at 3rd Avenue in the Bronx if necessary to accommodate the running local earlier. Select trains run via the while other trains run from 86th Street in Manhattan via normal route until end of Brooklyn service, though some Manhattan-bound trains will terminate at 149th or 180th Street in the Bronx OR in Manhattan with the at 125th. For Brooklyn, if the is NOT running via the , transfer to at any stop between 180th-149th Streets, otherwise transfer to at 149th Street and then at 125th (or directly at 125 if is running there), transferring back to or at 86th Street.

Likely a combination of someone who was completely ignorant of the changes coupled with a reporter failed to know what exactly the changes were. These journalists should be required to know all the subway lines and where they go if they are going to be reporting on them. So many people are caught in their own worlds that they are unaware of what is going on elsewhere and how it affects them at times.

(4)/(5) operate in two sections each: runs 125th-Woodlawn and from 86th Street via normal route. Transfer to at 125th Street and back to at 86th OR for Brooklyn, transfer to at 161st Street and back to (or to (2)/(3)/(5)) at Atlantic-Pacific. Late nights, runs normal local service via Lexington line. runs Dyre Avenue-149th Street (center track of level) and from 86th Street via normal route until end of Brooklyn service. For Brooklyn, transfer to at any stop between 180th-149th Streets, otherwise transfer to at 149th Street and then at 125th, transferring back to or at 86th Street.

Which is important because otherwise, those who actually do ride the between Astoria and Brooklyn are faced with a three or four-seat ride of the to Queensboro Plaza, to Grand Central, 5th Avenue or Times Square, if from 5th Avenue or to Brooklyn or otherwise (4)/ to Bleecker and then (D)/ OR to Atlantic-Pacific and then , , or (/ . 57th to Canal makes sense as long as the lower level is available in case trains have to use the Manny B, otherwise, 57th-Whitehall would make sense for Broadway. As for how I'd handle a Broadway FastTrack (assuming 57th-Whitehall): is in two sections from 57/7 to Astoria and Whitehall-Coney Island Regular ® ends early and is replaced by ® shuttle that is extended to Atlantic-Pacfic. is shortened to five cars (using R160s only) and runs via the and then ® via Montauge from Essex or Chambers Street-DeKalb Avenue and then going regular route ( from Astoria ends early and yes, this would have the running essentially the old (Mx) route). That to me might very well work.

Didn't realize the still operates out of East New York even though it actually could conceivably be based out of Jamaica Yard, so I can see where that could be an issue. At the same time, if the did replace the on FastTracks involving 6th or 8th Avenue, I still think that would make more sense since it would only be at the very beginning of AM rush where there might be some issues that I suspect could be resolved you had the sub for the (with a few strategically placed (E)s as noted previously stored at Chambers Terminal and also at 2nd Avenue to be used as put-ins at the beginning of AM rush) since that would allow for a one-seat ride for Broadway Brooklyn riders on an extended train to Parsons-Archer or an running normal to 71-Continental (as opposed to the normal three-seat ride between the (M)/ or (L)/ overnight riders have to deal with) during those overnights (while in the latter scenario, the running a shuttle between 71-Continental or Queens Boulevard and Parsons-Archer, if to/from QB using the express tracks). If you can somehow stream equipment and make it there is little disruption to the start of AM rush, then it is worth it since you can also use those FastTracks to gauge whether or not the can be a 24/7 line to QB in the future once funds permit that.

I see where that can be an issue, but the normally runs out of Jamaica Yard as it is, so it could be timed where at the start, a few (E)s started at 71st-Continental while the last few (M)s finished at Parsons-Archer. Another option would be to have the run to 71st-Continental as it normally does on weekdays while there is an shuttle between 71-Continental and Parsons-Archer for those nights. That might be a way to work around the equipment issue while also storing a couple of (E)s at Chambers Terminal for right after FastTrack ends in the morning.

The and overnight are essentially the same route in this case from Broadway-Lafayette onward. The only difference is that Broadway-Brooklyn riders would have a full train instead of the shuttle while the would simply be extended otherwise to the 's terminal at Parsons-Archer. This would eliminate the need to use 2nd Avenue as a terminal for the and for those nights the normal Myrtle Avenue terminal for the shuttle would not be needed either. The only thing that might be necessary is at the very beginning of AM rush, a few (A)s might have to run local in Manhattan until the © and start serving local stations as normal. Otherwise, I would think everyone at the , including the Union would realize that for FastTrack, suspending the and running the in its place makes more sense.

And why not? Especially for the 8th Avenue phase of Fasttrack, you can simply have the and swap normal 24/7 roles (since the 8th Avenue line will be closed then) with the suspended and the running its regular weekday route (no shuttle on those nights) and simply otherwise extended to Parsons-Archer to cover for the . Other than perhaps at the very beginning of AM rush having the run local until the © and start reaching the local stops, to me it makes a lot more sense than having the terminate at Second Avenue, especially since the can easily pick up the slack for those nights and for a few nights, the added bonus of giving Broadway-Brooklyn riders the same one-seat ride to Manhattan they have on weekdays.

Here's how I would do it: Weekdays: Select trains terminate at 57th Street-7th Avenue. Select trains are re-routed to Astoria. trains and select trains are re-routed via the QB Local line to 71st-Continental (most service still runs via QB Express). trains after 47-50th is re-routed via the ( and then to 168th though select trains would terminate at Essex Street. This to me would as best possible keep service normal without too much disruption on the main Manhattan trunk lines in each case. Weekends: All service is local on Queens Boulevard while some trains also operate local on QB.

If that is the case, then this reverts back to what I originally said I'd do, that being to suspend the during FastTrack and on those nights, have the substitute running the 's regular route along 8th avenue and it's own route otherwise while being extended to Parsons-Archer to also replace the along that stretch (with the obviously running all night as opposed to its normal shuttle route). The only thing that might have to be done differently in this scenario is to have some (A)s run local in Manhattan at the very beginning of AM rush to cover local stations on 8th Avenue until the © and can cover those stations as normal.

Good point! The ® could easily do it if it is running 24/7 anyway during the shutdown. That said, I would also suspend the and have the replace it to 71-Continental. That to me makes more sense than having the run to/from 2nd Avenue since the can easily pick up the 's route in its place and simply run its normal weekday route (other than running via 8th Avenue instead of 6th) with minimal inconveniences at the start AM rush.

Which to me is stupid. It would be better for those days to completely suspend the and have the run in the 's place via 8th Avenue and QB, extended to Parsons-Archer as I would have done for the current 8th Avenue shutdown (with the running its normal weekday route in the current FastTrack other than being extended). That would eliminate the normal shuttle for those nights and eliminate the need for a set-up at 2nd Avenue when the can pick up the slack using its regular terminal at Metropolitan and the 's Parsons-Archer terminal. The only thing it might cause is some small inconveniences in the overnight and at the start of AM rush hour if people at Chambers who normally take the to/from there have to walk to the platform for a train there and also maybe having to extend local service during the 6th Avenue G.O. in Manhattan for say an extra 15-30 minutes in the morning to cover Spring Street before the trains come from Jamaica Center and ©'s from their terminals.

With what was mentioned about service being suspended to Jay Street from 59th in mind, here's how I would handle it: 1. is suspended. runs all night and replaces the via 53rd Street tunnel and Queens Boulevard running its normal route, though extended to Parsons-Archer. 2. runs normal to 59th street, then via the to West 4th and then the to Jay Street before resuming regular route. 3. © runs normal schedule and also runs via the and to end of normal service. 4. ( ends early.

The would be a 24/7 Brighton Express to Brighton Beach, replacing the weekday ( Brighton Express on that part. The "Black (V)" would become the 24/7 Brighton Local from Metropolitan Avenue on the Myrtle line via that, the connection previously noted to the current Franklin Avenue and then the Brighton Line to Coney Island (replacing the on that part and setting it up the way locals were intended to actually be originally) while the would supplement the "Black (V)" as a Monday-Friday Brighton Local, also to Coney Island.

But even if so, it's possible they were not reinforced enough to withstand the kind of blasting going on now. Of course, assuming it is legal and the followed all proceedures to the best of their knowledge, this is clearly NOT their fault as no one then could have realized how much reinforcement those structures needed.

Okay, so the fault isn't an issue. I've had others (on other boards) mention that as a bigger issue than it actually seems to be about going across 125. The real issue there is a matter of money. To me, Phase 2 at the very least gets done to 116th Street because the only part (besides the two stations between 96th and 116th) that has to be built is that between 105th and 110th streets since the rest was built 35-40 years ago. The part between 116th and 125th is really the only part of Phase 2 to me in question, and whether or not being able to go elevated north of 120th or so (where the existing part ends) to 125/Lex had much more to do with whether it was cheaper to go elevated and whether or not that would make the difference in getting the terminal done (with provisions for further expansion west at a later time) if it came down to that from a money standpoint. If this is true about the blasting issue, then it really isn't the (MTA)'s fault nor that of anyone else. It's true building codes were not like today back then, as no one in those days could have envisioned the kind of blasting taking place in 2012.

I suspect at the very worst, Phase 2 gets done to 116th Street since most of that was built in the 1970s and only the part as noted above needs to be built for that. Beyond that is anyone's guess, but you have to wonder if it gets to that point and it's a matter of it being built at all or not, would they go elevated for the part between 120th or so and 125th/Lex (especially since there is a fault on 125th as has been noted in the past)? That I could see happening with provisions built in to later extend it across 125 if funding became available.

I was simply pointing out the © scenario to the previous poster. Nothing more. The as being done actually does make much more sense, especially the Whitehall portion as previously noted.

The . Go back to my original post on this in this thread which explains the whole scenario.

Remember, in that scenario, the would go to Coney Island and have Coney Island Yard available. The , which has Concourse Yard, would replace the from 95th-DeKalb with both lines running local in Brooklyn 24/7, having the benefit of eliminating the current overnight shuttle in Brooklyn. As in this scenario the would be a 24/7 local from Coney Island-Astoria (via West End), the can be a 16.5/5 line to Astoria with it supplementing the on the SAS at other times (to 96th/2nd from 10:00 PM-5:30 AM the next morning weeknights and all day weekends) while at the same time, the would also be a 24/7 Express in Brooklyn and Manhattan on its full route otherwise. This would severely reduce track switching since the would not have to cross to the local track in Brooklyn at all and only at 34th or 57th on weekdays when running to Astoria (since late nights and weekends it would be a supplement to the on the SAS) while the and would be the Broadway locals at all times. The added benefit for this on the SAS is with both the and operating off-hours on the SAS, there would be minimal dropoff in service on the SAS during late nights and even possibly enhanced service on weekends in what is the most densely populated area in Manhattan if not the country.

Or since the © is an eight-car, 480' train, the © could actually run to the Essex Street (J)/ station and terminate there or even continue to Metropolitan Avenue and for those nights replace the shuttle. The to Whitehall is a good move because it does allow for transfers at MetroTech to the (A)/ and (2)/ (3)/ (4)/ at Court Street in addition to obviously Atlantic-Pacific, plus the at Whitehall.