Personally I think there should be a hoyt (2/3) and hoyt schermerhorn (A/C/G) transfer, because as said in the video, the G doesn't really have many connections, especially with IRT lines, so a hoyt connection would be perfect
G train transfers to other lines at Downtown Brooklyn don’t really provide much benefit compared to the costs of building these transfers. Furthermore, Southern Brooklyn don’t seem to benefit from these transfers since it would still be an indirect trip. Honestly instead of building transfers to the G from the other lines in Downtown Brooklyn, what can be done instead is connecting the Franklin Avenue Shuttle with the Crosstown Line by extending the former to the latter’s Bedford-Nostrand Avenue station via Franklin Avenue. This move would actually provide all the same connections for Southern Brooklyn residents without the needless backtracking to Downtown Brooklyn, reducing congestion there, and filling in a small but significant service gap in subway service in Bed-Stuy.
Great video! My remarks: The MTA could’ve kept the out of system transfer between Hewes or Lorimer Street and Broadway. I don’t see why they couldn’t. The transfer between Bowery and Grand Street is completely unnecessary since people needing 6th Avenue service would transfer at Essex Street and people needing service to Downtown Brooklyn would transfer to the N or Q train at Canal Street. The overpass that people walk on between Livonia Avenue and Junius Street is owned by NYCDOT, so they would have to clean it, not MTA. 7 Avenue and Grand Army Plaza won’t have a transfer because of Atlantic Avenue. It’s one stop away if you’re at 7 Avenue.
Re Grand/Bowery: This would restore the one-transfer ride between Borough Park and Williamsburg that was lost when T service ended at the opening of Chrystie Street. I believe the weird-and-a-half B110 bus route may have been created to deal with this need. Do search the B110. It's quite a, shall we say, shtick. Back in the 1970'a I presented a handful of expired student passes I had picked up from the floor of a B110 to a friend who was both a transit/railroad form collector and an amateur linguist. He was ecstatic, proclaiming them to undoubtedly be the only fare forms in the world printed in Yiddish.
Transfers should always be free. Always. Up over in my city, Stockholm, the metro cards are valid on all transit run by our version of the MTA (SL) and all transfers are free. Flat fare like the NYC subway, and the same fare for buses and commuter rail. With no extra transfer charge. Do that and see how people start using the wider system more. Also: any and all rail transfers that would mean a tunnel or such for a block or less: DO IT! Do it NOW. Transfers are an awesome thing, help people do them.
• Make Broadway Williamsburg eastbound only between Rutledge and Heyward Sts and put escalators where the westbound lanes used to be. Westbound traffic would be diverted via Johnson Ave, which would be widened to 2 lanes at the expense of parking.
I would love a connection between 7th Ave and Grand Army Plaza. One extra point, the lines are right on top of each other. When you're waiting for a train at 7th Ave you can hear the 2 and 3 trains running underneath the B and Q tracks.
Are they built in the same concrete box, one on top of the other, or separate physical structures? In other words, does their concrete meet in the same pouring of concrete? Aarre Peltomaa
An out of station transfer between Fulton on the G, Lafayette on the C, and Atlantic Barclay's would be great. Also an out of (or in) station transfer between Hoyt St, Hoyt Schermerhorn, and Jay Street-Metrotech, how about an out of station transfer between the Broadway & Lorimer
Nice! Just wanted to point out that the 86th Street (N) and Avenue X (F) transfer was temporary when N service to Coney Island was shut down a couple years back for Coney Island Yard work, but was removed when N service to Coney Island was restored last year, so it's no longer in effect. Another thing, while this might have to be an out-of-system transfer, maybe a transfer could be made between the Chambers Street complex (Chambers St A/C, Park Place 2/3, World Trade Center E, and Cortlandt St R/W) and the WTC Cortlandt 1 Train station, might be remembering it wrong but I believe in real life the WTC Cortlandt station is fairly close to that station complex, even being somewhat connected with the Oculus hub too
The Chambers Street Complex is already connected - but not connected to the 1 train. It's all by itself in the Oculus (which you can walk between the 1 and the Chambers St. complex - but that's outside fare control). So to be clear - A/C/E/2/3/R/W is all connected. 1 train is not.
The Broadway station on the “G” was not intended to work with the BMT Broadway line. The IND wanted to demolish the “J” west of Broadway Junction. They where never going to build IND stations to benefit the BMT stations because the city viewed the BMT and IRT as enemy companies that had to be destroyed in the 30s after the IRT Supreme Court case occurred.
I heard about that. And I think IND's plan was to have an underground line between Williamsburg bridge and Broadway Junction. Which would make a transfer to the G at Broadway station easier since they can get to build new stations and both stations would be underground.
@@davidfreeman3083 The Second System Plan wanted to directly compete with Broadway Brooklyn, by adding one that went under Bushwick Avenue, and curving under Utica Avenue. I think they wanted to eventually tear down the Jamacia Line west of Eastern Parkway (Broadway Junction)
@@DynamiteIRT They definitely wanted to demolish the elevated west of Broadway Junction. Presumably the A and C train plus whatever was the predecessor to the Q24 bus line would’ve taken over the whole sector.
I reckon that a Bowling Green transfer corridor would come from the top of the R·W platforms and not from South Ferry station. The back entrance to Whitehall St station is in Stone Street, right opposite Bowling Green. It gets the extra frequency of the W, so suppose you want to go from a Broadway local stop to an IRT Brooklyn express stop. Trouble is, first train that shows up is a W not an R.
Since I was a kid, the system created transfers between the 6th Ave & 42 St IND station and the 5th Avenue #7 station (via a long corridor), and the 51 St #6 station and the 53 St & Lex Avenue M & E station (via a block-long corridor). More recently they added that *long* overdue transfer between the Broadway-Lafayette IND station and the uptown #6 Bleecker Street station, and a. connection between the big Times Square station and the IND 6th Ave & 42 St station, via an *extremely* long corridor beginning at the the east end of the Times Sq shuttle plaform. (Which means you can walk from the 8th Avenue & 42nd Street IND station, all the way to 5th Avenue & 42nd, completely underground!)
Idea: Bergen Beach Line and the (W) train. Take the (W) along the (R) until 59rh Street. Then, take the (W) along the (N) until 20th Avenue. After that, bring the (W) along 65th Street until Avenue P. Lastly, bring the (W) along Avenue P until Kings Highway on the (B)(Q). Extra credit if you continue the (W) until Bergen Beach. So, the new stations I want along the (W) are: Court Street / Montague Street (2)(3)(4)(5)(R) Jay Street-MetroTech / Willoughby Street (A)(C)(F)(R) DeKalb Avenue / Flatbush Avenue (B)(Q)(R) Atlantic Avenue-Barclays Center / 4th Avenue (2)(3)(4)(5)(B)(D)(N)(Q)(R) Union Street / 4th Avenue (R) 9th Street / 4th Avenue (F)(G)(R) Prospect Avenue / 4th Avenue (R) 25th Street / 4th Avenue (R) 36th Street / 4th Avenue (D)(N)(R) 45th Street / 4th Avenue (R) 53rd Street / 4th Avenue (R) 59th Street / 4th Avenue (N)(R) 8th Avenue / 62nd Street (N) Fort Hamilton Parkway / 62nd Street (N) New Utrecht Avenue / 62nd Street (N) 18th Avenue / 63rd-64th Streets (N) 20th Avenue / 63rd-64th Streets (N) Bay Parkway / 65th Street (N) Dahill Road / 65th Street Ocean Parkway / Avenue P East 15th Street / Avenue P (B)(Q) Kings Highway / Avenue P Nostrand Avenue / Avenue P Avenue R-East 36th Street Flatbush Avenue / Fillmore Avenue Avenue T / Fillmore Avenue Avenue U-Mill Basin Bergen Beach-Avenue W That's 28 stations, 11 of which that would need to be built. It looks like a lot, because it is. But, this would lead to so many new opportunities. For example, let's say that you live at the 50th Street (D) train station, and you need to get to Kings Highway on the (B)(Q). Instead of taking the route that you would take present-day, going all the way to Atlantic Avenue or Coney Island, all you would have to do, with my idea, would be to go to 62nd Street, transfer to a Bergen Beach-bound (W) train, and get off at East 15th Street. No going all around Southern Brooklyn. Just straight to the point. So, how to execute the building? Well, there could be 4 phases taken to complete this project. Phase 1: 4th Avenue. Take (W) trains from Whitehall Street-South Ferry to 59th Street and short-turn there. Phase 2: Sea Beach Line. Take (W) trains from 59th Street to Kings Highway. Phase 3: Beginning of Bergen Beach Line. Take (W) trains from 20th Avenue to East 15th Street. This is the important transfers part of the line. Phase 4: Ending of Bergen Beach Line. Take (W) trains from East 15th Street to Bergen Beach-Avenue W. Also, make sure to build an express track. Y'know, just in case. Anyways, I will finish this now because I gotta eat dinner. So uhh.....
The final (Southern) segment of the 2nd Ave subway is supposed to have a cross platform transfer stop at Grand St. The way I understand it, there would be outside tracks for the T train with the B&D on the inside. There have been rumors that Grand St. was built with "knock out" walls to facilitate this. Of course the question is whether this segment will ever be built. Maybe in the next 20 or 30 years.
The current plan for phase 4 at Grand Street is for a station to be built below the current one, supposedly to reduce impacts to Sara D Roosevelt Park.
I was just about to comment this. The T I'd suppose to meet with the B/D at Grand Street. It would not be feasible to do the Bowery and Grand Street transfer now with that in mind. They would have to wait until they do the T train extension.
If the N/W gets extended to LGA airport, the G could continue to Queens Plaza, then the Queens Plaza- Queensboro Plaza transfer would really help Brooklyn to LGA.
What about a connection from Hoyt St(2/3) to Hoyt- Schmerhorn St(A/C/G). If the connection from Fulton St(G) to Atlantic Avenue is too far, then let’s give them that idea.
You already have the R transfer at Jay St - MetroTech for service to Atlantic Av and you have the G to 4 Av - 9 St and the F to Jay St - MetroTech & 4 Av - 9 St so there is no need.
@@hnguyen5656 Well if you are traveling from Williamsburg to Brighton Beach, (very few people though), there are other alternatives in Williamsburg such as the (J,(L) and (M). What we need to help with all of this is a Broadway/Hewes St connecter between the (J/M) and the (G). This would reduce crowding at Met Av-Lorimer St and reduce pressure off the (L). Anyway to get the B/Q, take the L OR M into Manhattan. (M to Bway-Lafayette), (L to 14 St-Union Sq) to get either of those trains at those stations. On the M, it isn't that big of a deal, just a simple cross platform transfer.
I think you would only have to remove Hewes St. for a Union St. Station when you build the platforms beginn from the corner of Union St. to Montrose Ave. Land acquisition shouldn't be the biggest problem eighter. At the far side of a potential Union St. Station you have a car park and a gas station. Alternatively you could make a longer walking transfer by building it on the island between New Montrose Ave and Montrose Ave. Or in the parking of the neighboring Police Department. There used to be entrance to Broadway-Station on South 5th and Montrose. Carparks are basically unused land. The distance from a potential Union St Station to Lorimer St with just shy of 1000 ft (280 m) would be relatively short but the current distance between Marcy and Hewes is about the same, so it shouldn't be that big of an issue
At this point, you might as well replace the Lorimer Street station as well. All plans for a Union Avenue stop have seen both the Hewes Street and Lorimer Street stops close due to proximity to both Union Avenue and other stations on the line.
The 86 Street (N) and Avenue X (F) walking transfer was put in place because of the N temporarily having to terminate at 86th because of track repairs. Once the work was completed, the transfer was eliminated. Also, the Bowling Green-South Ferry transfer would be beneficial for 4 and 5 riders who want the 1 stations between South Ferry and Chambers.
That could be one benefit, but the 4 and 5 stop within a block or two of the 1 train stations between Chambers Street and South Ferry. It’s only a short walk.
Brooklyn and Lower Manhattan is such a mess when it comes to transfers. Even when there is a transfer, either the walk is long or it’s a giant maze of tunnels
The real missing transfers are that in may stations, it's impossible to switch to the same train in the opposite direction. At the very least, this should be indicated on the map. Perhaps an "x" rather than a dot at station where directional change in not possible. This is not the case at any transfer point in the system since they fixed Bleeker Street.
Queensboro and Queens Plaza are the 2 two closest stations without a free transfer (less than 400 meters). It would do a lot to help you get from Astoria to Rockefeller Ctr/MoMA
Horizontally, yes. Vertically, nope. That's the barrier. The reason why all these stations are so close to each other without transfers is because they were initially built by competing subway lines (IRT vs. BMT vs. IND). Now that everything has been unified under NYC MTA the opportunity is there - but the cost would be a LOT (new complex of elevators, stairs, escalators, and building enclosures ain't cheap).
Connecting the two stations would also be great because if they ever extend the G again, people from Brooklyn can get to LGA (assuming the N/W link gets built) without having to transfer to the 7 train especially nights when wait times are longer.
Queens Plaza > Queensboro Plaza should be a permanent out of system Xfer! The money to build a complex is unnecessary because there wouldn't be enough people to benefit from it considering the cost. I do support the out of system walking transfer because of my personal experience. I lived in Hollis when I got my first summer job in Astoria. Any way you cut it, I had to take 3 trains. I was originally told to take the E or the F to Queens Plaza (before 63rd Street connection was complete) then take the R to Lexington Ave in Manhattan followed by the N to Astoria Blvd. After doing that, I discovered I can take the E or F to Roosevelt Ave then the 7 to QB Plaza followed by the N to Astoria. I think the OOS transfer at Queens Plaza would help people coming from Southeastern Queens get to Astoria with less of a hassle. The need does not necessitate a complex, but I am sure there are enough people to justify the walking transfer.
For the IND video lemme give you some ideas that I think would improve the IND for each line C: SEND THE C TO LEFFERTS TO REPLACE THE A WE DONT NEED 2-3 A TRAINS E: on rush hours maybe to clear up congestion at Jamaica center and World Trade Center Send some E trains to Kings highway via culver express on rush hours and yes this would replace the and it would be skipping past Church Ave F: Send down 53rd let the M replace it for less delays overall on qbl B: No improvements needed D: add a west end express service or something idk M: Send down 63rd let the E F replace it down 53rd also make it run to 71st Ave on weekends and F can go back on 63rd late nights or make it a 24 hour train G: No improvements needed
The C at one point did extend our past Euclid Avenue, going to Rockaway Park-Beach 116th Street. However, complaints from A and C train riders about slow and confusing service resulted in the MTA changing the pattern in 1992 to what we have now, which is a lot more simpler (also helps that they saved around $20,000 in operational costs). For the E train, both the Cranberry Street Tunnel and the 6th Avenue local tracks are already at capacity so sending E trains that way are moot. Also, believe it or not, World Trade Center can handle 26 trains per hour, so a lot of the delays can be solved by better operational efficiencies from the rail control center.
As a tourist in / out of New York, I think the 3 and 4 extended to in the the heart of JFK is a way forward, that way you have a direct link to Manhattan and more of Manhattan rather than airtrain and then subway of LIRR
The bmt b/q (former LIRR) and the irt 2/3/4/5 was built with dual contracts (Bergen Street, 7th Avenue and Grand Army Plaza). All you have to do is search Google for these construction plans. This is probably the only other place where A division train share space with B division. But there isn't a track connection, because they are built at different levels. For instance, the IRT is mostly higher than the BMT tunnel except for 7th Avenue. But because the irt express tracks is on the other side of the bmt, it was built elevated for some reason. Although you can't see this on the bmt, because it is blocked by a wall, but the irt local gives you a somewhat clear idea of what is going on. The express elevates around the Bergen Street station to make room for those bmt tunnel. You have to see it to believe it. Although I never seen an irt from the 7th Avenue station, a while back someone mentioned seeing an irt. But the way it is seen is difficult for the average rider. But you definitely know something is there by what you hear. Besides that history, these stations are on different levels making it very difficult to build a transfer.
They need to make an out of system transfer between Atlantic Avenue and the Fulton (G) stop. It's really hard to get on the G from other trains otherwise. Another train that's similarly difficult to get to in Brooklyn is the A train. The Franklin Avenue shuttle helps but it takes you to the C train only?! It would make a lot of sense to move the last stop of that shuttle to Nostrand Avenue instead of Franklin Avenue. Then riders of the B,Q,2,3,4,5 would have access to the A and another stop on the LIRR.
I do think Jay Street Metrotech and Borough Hall should be connected, just so that the IND lines can have a much needed connection to the IRT lines in that area without the use of the R train.
That's a pretty good walk for a free transfer from Jay to Court Street. Plus it's literally already a subway stop on the R train from Jay to Borough Hall (transfers at both stops already exist).
They made the free transfer between 86th street and Avenue X because when the tracks were flooded (I don’t remember when that happened) the N Train riders were doing a free transfer to get to Coney Island
12:50 The reason why the 4/5 train at "59 Street" station is two levels down is because it is an in-fill station, as there was never meant to be a stop there by design.
B or D riders that want to travel to the financial district don't need a transfer at Bowery since they can easily access the R via cross platform transfer at Atlantic (D) and Dekalb (B). If they want to get closer to the J line, they can also transfer to the 4 or 5 at Atlantic.
I can see one argument for building a Queens Plaza--Queensboro Plaza transfer. Passengers on the E, F, and M trains don't have easy access to Astoria. I suppose you can argue that the F and M passengers can transfer to the N or W at 34 St, but there is really no convenient option for E riders other than getting off at Queens Plaza to get the Q69 or Q100, which is slower. The other option is to take the 6 from 51 St to 59 st which is just a burden in my mind.
A Bowery-Grand transfer could eliminate the need to backtrack on the 4 and 5 for the J. It could also make things easier for the Second Avenue Subway as well.
@@TransitTalkNYC There’s nothing wrong with increasing its frequent and adjusting service though deinterlining, though this still will not eliminate the need for a Bowery-Grand Street transfer. In addition, we can create new transfers in Manhattan as well, such as between Lex-59th and Lex-63rd, Broadway-Lafayette and Prince Street, etc.
If I remember correctly the tracks for the IRT and BMT on Flatbush Avenue are places on very weird layout making a transfer between 7 Av and Grand Army Plaza hard.
A couple months ago I was going to Prospect Park from Manhattan but took the M instead of the F, so I ended up having to switch to the G and I had to pay twice + run a couple blocks to another station. Can confirm that that “triangle” is just a gas station, nothing important
@@TransitTalkNYC yeah, I was thinking they either bring back the free transfer or try to rebuild Lorimer st so that the end is closer to the G line. Oh well, not much can be done now after the line’s been built. Btw I’ve binged your entire channel and really enjoyed it. Keep up the good work!
@@diegodesouza5382 Or we can do this option: replacing the low-volume Hewes Street and Lorimer Street stations (which both saw ridership declines) and replacing them with a single stop at Union Avenue. This would provide a direct connection to the growing G line at Broadway stations, and with a second transfer stop, reduce congestion at Metropolitan Avenue. This would also provide better stop spacing on the entire line, since the new stop would be up to a half mile from nearby stations on the line.
When they were rebuilding those Broadway bmt JMZ back in the early 2000s they had the opportunity to replace those two stations with a Union G transfer. The transfer will open DT Bklyn with DT Manhattan.
An infill station at 104 St/Central Park W for the 2/3 connecting to the B/C's 103 St Station could be nice. Currently, the only connections between the 2/3 and C are at 42 St, Park Pl/Chambers St, and Fulton St. The only connections between the 2/3 and B are at 42 St and Atlantic Av. A new infill stop would definitely help people traveling to Upper Manhattan and The Bronx. Yes, 59 St exists, but it's a little frustrating to have to transfer at 59 St and then transfer again at 42 St or 72 St.
Just out of curiosity is it possible to rebuild the elevated viaducts in the Bronx to make them 4 tracks for all day bi directional local and express service like Jerome, White Plains and Pelham@@TheRailLeaguer
Okay so the reason there isn't a transfer between 7th av on the B/Q and Grand Army Plaza on the 2/3 is because the map is inaccurate. The 2/3 tracks are built *around* the 7th av stop, if you look at a track map, so it'd be difficult for a transfer between the two line
there is actually a reason for the Queensboro and Queens Plaza transfer. its small but having needed it i know of it. if you live along the E F M R line and you want to go to astoria via the N line you need to transfer to the 7 at Roosevelt to then transfer to the N. I live in Van Wyck and my doctor is in Astoria. I need 3 trains to get there. It would be two if there was a transfer. I dont see it ever happening but it would be a great addition for me.
you don’t need a union av station at all, it’s more affordable to just replace the stairs at the end of hewes with escalators+elevators that connect to a pedestrian underpass under broadway or montrose extending the g’s mezzanine. this makes sense to do at the same time as an ada upgrade, and j/z could get ground level fare control to boot i think 7 av / grand army isn’t possible because the track layout doesn’t give enough space for a pedestrian tunnel to weave around the IRT. that tunnel down flatbush is really weird. but with metrocard going away it could be easier to do free out-of-station transfers in the future
A Union Avenue station would be more beneficial to the entire area compared to additional upgrades to Hewes Street. The transfer would be a bit more convenient and the other riders would save alot of time. This plan has been discussed by loads of railfans a number of times.
@@TheRailLeaguer i take this train all the time, i’ve lived in bushwick since 2014. i agree a union station would be nice, but saving 1-2 minutes on locals and transfers isn’t worth adding 20-minute headways for a mid-recovery year and 3-5 minutes of walking for a bunch of people forever. that energy could go to projects that are more impactful and less politically sticky
@@juice-opinion Headways will not be increased. Walking distance addition will be minimal since riders can use bus lines to other stops, and there is another bus line operating below it that can take you to other stops on the line. Also, ridership at both stations is very low anyway, so the impact will be minimal. Lorimer Street is only one short block away. Consolidating the Hewes and Lorimer Street stations into one at Union Avenue would be very very impactful (in a positive way). It's not a big deal. In fact, we have consolidated two stations into one before. In 2017, when the Arthur Kill station opened in Staten Island, both the Nassau and Atlantic stations were closed off, since the new station provided sufficient alternatives. Yet I don't see you complaining about that. Also, the 1931 plan for a IND South 4th Street line also called for a Union Avenue station to replace two stations on the Jamaica El, and I'm not seeing you complain about that either.
There was a Shuttle between Bowling Green & South Ferry until 1977. The old shuttle platform at Bowling Green still exists and it used the inner loop ar South Ferry with select door opening. Mabye they can bring that back now the the outer loop station is available. Also a reopening of Bergen St lower level so the (F) can run express to Church permenantly.
That would be impractical due to low ridership and the availability of other alternatives in the area, specifically the Whitehall Street station, which duplicates Lexington Avenue Subway service into Brooklyn. However in lieu of a shuttle, there could be an in-system pedestrian passageway to the Whitehall Street station.
Also another thing is there is a entrance on 3rd Ave that’s used way more. It has an elevator, escalator, staircase, and a ramp in the station for accessibility. Also there’s 4 elevators no one is doing all that work anymore. But Lexington Ave- 63rd is rlly crowded because it’s a really useful transfer especially since it’s a cross platform unless ur going reverse direction like from uptown to queens. F trains get fully packed here. Before this station there’s a lot of ppl on the train and it’s crowded but once u reach this stop it’s over. Everyone is squished. No point of making it underground tho
Why doesn't the 7 train express stop on Broadway 74th? I always found that so annoying I wish I could get off a train on Broadway 74th and hop right on a 7 express from that spot
An out system transfer between the 4/5/6/J/Z at City Hall Chambers St & the R/W at City Hall also between the 4/5 at Wall and J/Z at Broad, also the 6 at Astor Place & R/W at 8th Street. Regarding the transfer between the G & J/M the entrance is at the corner of Broadway and Union, if they use Hewes they would have to dig Montrose Avenue to build the passageway, if it's Lorimer St the passageway would have to be from the G train entrance at Broadway and Union to the Western Entrance at Lorimer St
The other solution for the G to J train transfer is to simply replace the Hewes Street and Lorimer Street stations with a single stop at Union Avenue. This would consolidate two stations with declining ridership and allow transfer between the J, M, and the G Crosstown Line at the more busier Broadway station, which has seen an increase in ridership much like the rest of the line. This can also ease congestion at Metropolitan Avenue as well.
The reason why I think there should be a transfer between Queensboro Plaza and Queens Plaza, is that they're much closer to each other in real life (1-2 blocks apart from each other) Additionally, I also believe the tunnel to link 59 street and 63 street stops can also happen. The walk between the stops is not as long as you think, if fact it's as long as (or maybe shorter then) the tunnel that connects 7 and 8th avenues (linking Times Square and Port Authority Bus Terminal stops).
This has been discussed a number of times, and honestly, given the ridership levels and rate of change at at both stations, it’s better to consolidate both stops into one at Union Avenue, allowing for a direct connection between the G, J, and M to relive overcrowding at Metropolitan Avenue on the G.
I would add the transfer between Queens Plaza and Queensboro Plaza for people heading South. Being ablew to transfer to the E/F from the N/W would aid people heading out to JFK.
The express tracks between Brooklyn Bridge and Bowling Green are already at capacity, and frankly, given that and ridership projections, it’s a lot faster to transfer to the 4 or 5 and then walk from Bowling Green to South Ferry.
The Queensboro Plaza and Queens Plaza transfer would actually be really useful. I go by that station every day and the two are just so close; plus the trip from Queensboro Plaza to Broadway on the 7 takes a while since 74 St is a local stop. I think the whole project could be necessary.
In all honesty, I don’t think a lot of people would walk between 42nd St Bryant Park and Times Square 42nd St. if they can easily just take the 7 train. The only thing that made sense was the connection to the PABT
That G/J/Z transfer is a good idea, but probably too expensive to do in system. What they should do, is enable it out of system once OMNI is fully up and running and metrocard is obsolesced. Same deal for Queensboro and Queens Plaza, G Fulton and Atlantic, as well as South Ferry/Bowling Green. The other ones don't seem to be worth it. One I would suggest for now, would be 86th Street on the Q and 6. An OOS transfer there would enable people on a Q train intending to transfer to the 6, to avoid some of the crowding in midtown on Lexington Avenue, at least until whenever Phase 2 of the SAS is built (if it's ever built).
In pretty sure that Q riders on the Upper East Side can just stay on the Q train and possibly transfer to the R train for downtown service. Remember, you’re trying to get people OFF the Lexington Avenue Line. Also, the G to J transfer at Union Avenue would be a medium to long term, especially since ridership at Hewes Street and Lorimer Street stations have been declining.
@@TheRailLeaguer I'm referring to someone whose coming uptown on the Q and would normally transfer at Union Square for the 4 uptown to the Bronx for example. 42nd-86th street have the highest crush on the line. Giving people an ability to route around most of that, isn't a bad idea.
@@mzxeternal It’s not really necessary since one could do that at Lex-63rd with a MetroCard or OMNY and two blocks of walking on street level. In addition, the Second Phase of the Second Avenue Subway will actually bring Q trains from 96th Street to the 125th Street station on the Lexington Avenue Line, with a transfer between the two (though honestly this thing should’ve just went straight to the Bronx). With this extension, which is in planning mode as we speak, riders on the Q train can stay on the train all the way to 125th Street and transfer to the 4 train there. The Q will then receive a service bump to accommodate additional riders.
The brand new Thrid Avenue Elevated line could definitely come back to south Bronx Tremont Webster Boston road Bronx and Batincal gardens Frordam plaza and 140 street under ground on Thrid Avenue to Battery park place or south Ferry. Thats the 8 Thrid Ave Elevated line. The Pelham 6 line is definitely gonna be extended to co op city mall barto Bronx i tell you that right now. Eventually they are gonna wind up rebuilding the brand new Thrid Avenue Elevated line back im telling you.
Ima say sm I live in Long Island city and 2 transfers that u talked abt rlly caught me. The one at queens plaza is so I think ppl from the N, W can transfer to the E, M trains on 53rd and some stops before times sq and 34th St. I also noticed that ppl from the M, R after Jackson heights might need the 7 train so that would also be a good transfer. They have a lot of space for this but Queensboro plaza is a terrible spot as it’s over queens boulevard and a bridge. The transfer at 59th and lex and 63rd and lex i use sometimes but i don’t remember when. I don’t understand it unless like u said ur tryna get to the F on queens. Oh the 4,5,6 to the F train which idk who uses the 4,5,6 from the F when u can just take the E. But ppl live on Roosevelt island and Queensbridge so reasonable. And the transfer at the G should be to hewes st Bc ppl are tryna get to Manhattan and it’s closer to hewes st. It would work just like court sq but a tunned would have to extend until the outside station then go up. It would be very useful Bc the G train is becoming terrible towards crowding.
An even better idea is to consolidate the Hewes Street and Lorimer Street stations together into one Union Avenue stop (which can berth 600 feet long trains), thus saving a lot of area resident's train time and walking time. You can also add an indoor passageway between 63rd/Lex and 59th/Lex to provide an additional transfer alternative to the R train. With this, plus some deinterlining, you can remove the R from Queens Blvd and have increased F and M train service over there instead (both via 63rd Street).
Why Queens Plaza to Queensboro plaza? Astoria and Queens Blvd riders get a direct connection to each other without needing the 7 or going into Manhattan.
They should make a in system transfer between Fulton Street on the G and Lafayette Avenue on the C, out of system transfer between Hewes or Lorimer St on the J and M to Broadway on the G, and one last one is that they should add a connection between Hoyt St on the 2 and 3 and Hoyt Schermehorn on the A C G
A connection between Fulton and Lafayette would not be of any use for transferring passengers. However a connection between the G and J M lines can be helped by replacing the Hewes and Lorimer Streets with a new station at Union Avenue. Speeds service for everyone and allows for a direct transfer.
I think is needed especially uptown on the upper west side the 103st station B & C lines have the 2 & 3 line connect them. MTA gunna have to build a station for the 2 & 3 trains to stop there. They go directly under the 8th Avenue line on 104st as it shows on the map. I can see it be very useful to getting to upper Manhattan and the Bronx, east of Harlem as well downtown areas faster Bc of that transfer.
That's a really good idea in concept. It doesn't help the engineering geometry that 103 street is not only a B/C local stop, but also where the A/D express tracks are still sorting themselves in the upper and lower level configuration. The ENTIRE complex will have to be underground which will require MASSIVE engineering and shoring/pinning up buildings, water/sewer/cable/electric, and the subway lines from each other (consider how MTA is approaching second ave/125th street project planning/development - and how expensive that will be). An expensive prospect indeed - but could be an amazing Upper West Side / Lower Harlem connection opportunity.
@@blaksham I’m pretty sure it would cost a whole lot of money & very hard complex station but we know it can be done. I feel like the 125st 4,5,6 lex complex it be more difficult whenever they bring Q line there where had to go below them and they gunna build more steps & elevator, while new escalators down deep I hope it’s not like the 72st or The 34st Hudson yards stations. I’m having it’s going to be that deep
What is the point of these transfers? To save on transit fares? Or to enhance the rider experience and flexibility? One, there is the "Un-Limited Ride MetroCards" which allow transfers among various lines without any extra cost. One historical note - prior to the mid-1970's during the late nights and weekends both #5 (late nights and weekends) and #6 (late nights) were extended to South Ferry using the same platform and loop station at the #1 trains at South Ferry. On that single platform one could easily transfer from the westside and eastside trains. The "out of system" transfer with the F-train at 63rd Street and the Lexington Avenue line at 59th Street was established because the F train along with the E train used to travel to/from Queens via the 53rd Street tunnel making a connection with the #6 train at the 51st Street station. When the F-train was moved to the 63rd Street the free connection to the Lexington Avenue line was lost, until the out of system connection was established.
@@stevenroshni1228 If you had closely watched the video, or really understood the transit system, you would know that video as well the comments are indeed talking about "walking transfers" which involves a rider leaving one station to walk to another station (in all kinds of weatber) to make the transfer. Here are three examples. It was mentioned that the Queens Plaza and the Queensborough Plaza stations should now be a "connected transfer station" - one is a four track underground subway station, and the other is a four track elevated station that used to be 8 tracks - neither of which are close enough for an underground passageway, escalators or elevators. Another example was "connecting" the Whitehall Street/South Ferry station to the Bowling Green station - two subway stations with some distance between them, I know both stations very well. Another always proposed idea is to remove two elevated local stations on the J line, replace them with a single elevated station that would connect to the G train in a minority community. One thing that is never mentioned is the amount of distrust that is held toward the MTA to actually accomplish such a task. The Intervale Avenue elevated in the Bronx some years back had a fire, and the MTA closed the station wanting to keep it closed forever, saying it was too expensive to repair. The community opposition discovered that the MTA's own construction estimates were way off the charts, and the actual costs of the repairs was well UNDER the original estimates. The Intervale Avenue station was closed for three years with the nearest stations a good distance away in a minority area. Do you really trust the MTA to follow through on its promises? Look up 41st Street and 10th Avenue subway station sometime.
@@michaelsherrell6389The construction of a new station in between the two stations it will replace will be done while the two existing stations will remain open. Take a look at the Arthur Kill station in Staten Island. As for the Whitehall-Bowling Green passageway, the MTA can be sure up to the task of doing that, given that they also kept their promises to add transfer passageways to other stations.
14:38 - You have advice of which Subway service lines offer the best transfers to another line of Subway service. Are there humans in information booths in each station that can give this advice?
Its CRAZY that all that $$$ that funded Barclays and all that luxury residential development couldn't fund/hook up a connection to the G at Fulton - capitalism at its finest.
@@blaksham An out of system transfer between the G and the Atlantic-Barclays complex was studied and it was determined that not a lot of people would benefit from an OOS transfer, especially when taking revenue into mind.
In the Bronx transfer (probably out of system transfer) on Simpson St 2-5 trains and Hunts Point on the 6 would def help ppl on the 6 line connect to west side Manhattan
Silly question I know you can transfer from train to bus for free but if you leave the subway station of a train to go walk to a different train is that transfer free or do you have to pay for it?
Depends on the station, some stations that are in close proximity will allow for tree transfers in between them. Otherwise, most transfers are in the system, you do not have to worry about paying again.
10:00 mta you excelled the 42st shuttle project now fix the snail train and bring back 2 track service and 3-4 cars trains and renovation of the botanical garden station and Franklin Avenue itself,Park place too,but renovation of 4 stations and re hab the snail 🐌 train is expensive but needed upgrades like redo the tunnels get rid of the extremely sharp curve in the second tunnel that leads to the south side of prospect park station and make the whole line 2 tracks and the foundation for the tracks is still there,but some elevated sturctures are missing and the south platform at Franklin Avenue and Park place the south platform will need to be built,I’m pretty sure that cbtc is coming for that line,at least renovation the stations and redo the second tunnel and add an extra train and make all daytime trains 4 cars and nights 3 cars with one less train,prospect park and park place need to be renovated.
The transfer distance is actually significantly longer than any other in-system or out of system transfer in the system. 1200 feet to be honest. In fact, it’s better to connect the Franklin Avenue Shuttle to the Crosstown Line via Franklin Avenue, since the shuttle is see Italy a moving transfer passageway.
@@stevenroshni1228that was proposed but rejected due to low demand and the fact that most of the “transfers” would rather be stop-overs. Besides, the Franklin Avenue Shuttle is essentially a moving transfer passageway, connecting the Brighton Line, Eastern Pkwy Line, and the Fulton Streeet Line via Franklin Avenue. Adding one more line to it will effectively connect Southern Brooklyn to the G train and would better serve Brooklyn.
Personally I think there should be a hoyt (2/3) and hoyt schermerhorn (A/C/G) transfer, because as said in the video, the G doesn't really have many connections, especially with IRT lines, so a hoyt connection would be perfect
G train transfers to other lines at Downtown Brooklyn don’t really provide much benefit compared to the costs of building these transfers. Furthermore, Southern Brooklyn don’t seem to benefit from these transfers since it would still be an indirect trip.
Honestly instead of building transfers to the G from the other lines in Downtown Brooklyn, what can be done instead is connecting the Franklin Avenue Shuttle with the Crosstown Line by extending the former to the latter’s Bedford-Nostrand Avenue station via Franklin Avenue. This move would actually provide all the same connections for Southern Brooklyn residents without the needless backtracking to Downtown Brooklyn, reducing congestion there, and filling in a small but significant service gap in subway service in Bed-Stuy.
I agree
Great video! My remarks:
The MTA could’ve kept the out of system transfer between Hewes or Lorimer Street and Broadway. I don’t see why they couldn’t.
The transfer between Bowery and Grand Street is completely unnecessary since people needing 6th Avenue service would transfer at Essex Street and people needing service to Downtown Brooklyn would transfer to the N or Q train at Canal Street.
The overpass that people walk on between Livonia Avenue and Junius Street is owned by NYCDOT, so they would have to clean it, not MTA.
7 Avenue and Grand Army Plaza won’t have a transfer because of Atlantic Avenue. It’s one stop away if you’re at 7 Avenue.
Agreed.. also he talks about taking private land to build this, but the only thing between Hewes and Broadway is a police station!
Re Grand/Bowery: This would restore the one-transfer ride between Borough Park and Williamsburg that was lost when T service ended at the opening of Chrystie Street. I believe the weird-and-a-half B110 bus route may have been created to deal with this need.
Do search the B110. It's quite a, shall we say, shtick. Back in the 1970'a I presented a handful of expired student passes I had picked up from the floor of a B110 to a friend who was both a transit/railroad form collector and an amateur linguist. He was ecstatic, proclaiming them to undoubtedly be the only fare forms in the world printed in Yiddish.
Transfers should always be free. Always.
Up over in my city, Stockholm, the metro cards are valid on all transit run by our version of the MTA (SL) and all transfers are free. Flat fare like the NYC subway, and the same fare for buses and commuter rail. With no extra transfer charge.
Do that and see how people start using the wider system more.
Also: any and all rail transfers that would mean a tunnel or such for a block or less: DO IT! Do it NOW. Transfers are an awesome thing, help people do them.
That transfer from the J/M to the G is still free. I’ve done it multiple times when being lazy.
Yes nice video the fact that this was uploaded on my birthday makes it even better
Happy birthday
Happy birthday!
Thx
Happy bday man
• Make Broadway Williamsburg eastbound only between Rutledge and Heyward Sts and put escalators where the westbound lanes used to be. Westbound traffic would be diverted via Johnson Ave, which would be widened to 2 lanes at the expense of parking.
I would love a connection between 7th Ave and Grand Army Plaza. One extra point, the lines are right on top of each other. When you're waiting for a train at 7th Ave you can hear the 2 and 3 trains running underneath the B and Q tracks.
That's perhaps the perfect example of what competing subway systems caused.
It all gets back 2 where the money us coming from.
Are they built in the same concrete box, one on top of the other, or separate physical structures? In other words, does their concrete meet in the same pouring of concrete?
Aarre Peltomaa
An out of station transfer between Fulton on the G, Lafayette on the C, and Atlantic Barclay's would be great. Also an out of (or in) station transfer between Hoyt St, Hoyt Schermerhorn, and Jay Street-Metrotech, how about an out of station transfer between the Broadway & Lorimer
There's no point of the Fulton and Lafayette out of system transfer bc the host schermerhorn streets station is just one stop away
Nice! Just wanted to point out that the 86th Street (N) and Avenue X (F) transfer was temporary when N service to Coney Island was shut down a couple years back for Coney Island Yard work, but was removed when N service to Coney Island was restored last year, so it's no longer in effect. Another thing, while this might have to be an out-of-system transfer, maybe a transfer could be made between the Chambers Street complex (Chambers St A/C, Park Place 2/3, World Trade Center E, and Cortlandt St R/W) and the WTC Cortlandt 1 Train station, might be remembering it wrong but I believe in real life the WTC Cortlandt station is fairly close to that station complex, even being somewhat connected with the Oculus hub too
It’s all connected already
The Chambers Street Complex is already connected - but not connected to the 1 train. It's all by itself in the Oculus (which you can walk between the 1 and the Chambers St. complex - but that's outside fare control). So to be clear - A/C/E/2/3/R/W is all connected. 1 train is not.
The Broadway station on the “G” was not intended to work with the BMT Broadway line. The IND wanted to demolish the “J” west of Broadway Junction. They where never going to build IND stations to benefit the BMT stations because the city viewed the BMT and IRT as enemy companies that had to be destroyed in the 30s after the IRT Supreme Court case occurred.
I heard about that. And I think IND's plan was to have an underground line between Williamsburg bridge and Broadway Junction. Which would make a transfer to the G at Broadway station easier since they can get to build new stations and both stations would be underground.
@@davidfreeman3083 The Second System Plan wanted to directly compete with Broadway Brooklyn, by adding one that went under Bushwick Avenue, and curving under Utica Avenue. I think they wanted to eventually tear down the Jamacia Line west of Eastern Parkway (Broadway Junction)
@@DynamiteIRT They definitely wanted to demolish the elevated west of Broadway Junction. Presumably the A and C train plus whatever was the predecessor to the Q24 bus line would’ve taken over the whole sector.
I reckon that a Bowling Green transfer corridor would come from the top of the R·W platforms and not from South Ferry station. The back entrance to Whitehall St station is in Stone Street, right opposite Bowling Green. It gets the extra frequency of the W, so suppose you want to go from a Broadway local stop to an IRT Brooklyn express stop. Trouble is, first train that shows up is a W not an R.
Since I was a kid, the system created transfers between the 6th Ave & 42 St IND station and the 5th Avenue #7 station (via a long corridor), and the 51 St #6 station and the 53 St & Lex Avenue M & E station (via a block-long corridor). More recently they added that *long* overdue transfer between the Broadway-Lafayette IND station and the uptown #6 Bleecker Street station, and a. connection between the big Times Square station and the IND 6th Ave & 42 St station, via an *extremely* long corridor beginning at the the east end of the Times Sq shuttle plaform. (Which means you can walk from the 8th Avenue & 42nd Street IND station, all the way to 5th Avenue & 42nd, completely underground!)
Idea: Bergen Beach Line and the (W) train.
Take the (W) along the (R) until 59rh Street.
Then, take the (W) along the (N) until 20th Avenue.
After that, bring the (W) along 65th Street until Avenue P.
Lastly, bring the (W) along Avenue P until Kings Highway on the (B)(Q).
Extra credit if you continue the (W) until Bergen Beach.
So, the new stations I want along the (W) are:
Court Street / Montague Street (2)(3)(4)(5)(R)
Jay Street-MetroTech / Willoughby Street (A)(C)(F)(R)
DeKalb Avenue / Flatbush Avenue (B)(Q)(R)
Atlantic Avenue-Barclays Center / 4th Avenue (2)(3)(4)(5)(B)(D)(N)(Q)(R)
Union Street / 4th Avenue (R)
9th Street / 4th Avenue (F)(G)(R)
Prospect Avenue / 4th Avenue (R)
25th Street / 4th Avenue (R)
36th Street / 4th Avenue (D)(N)(R)
45th Street / 4th Avenue (R)
53rd Street / 4th Avenue (R)
59th Street / 4th Avenue (N)(R)
8th Avenue / 62nd Street (N)
Fort Hamilton Parkway / 62nd Street (N)
New Utrecht Avenue / 62nd Street (N)
18th Avenue / 63rd-64th Streets (N)
20th Avenue / 63rd-64th Streets (N)
Bay Parkway / 65th Street (N)
Dahill Road / 65th Street
Ocean Parkway / Avenue P
East 15th Street / Avenue P (B)(Q)
Kings Highway / Avenue P
Nostrand Avenue / Avenue P
Avenue R-East 36th Street
Flatbush Avenue / Fillmore Avenue
Avenue T / Fillmore Avenue
Avenue U-Mill Basin
Bergen Beach-Avenue W
That's 28 stations, 11 of which that would need to be built. It looks like a lot, because it is. But, this would lead to so many new opportunities.
For example, let's say that you live at the 50th Street (D) train station, and you need to get to Kings Highway on the (B)(Q).
Instead of taking the route that you would take present-day, going all the way to Atlantic Avenue or Coney Island, all you would have to do, with my idea, would be to go to 62nd Street, transfer to a Bergen Beach-bound (W) train, and get off at East 15th Street.
No going all around Southern Brooklyn.
Just straight to the point.
So, how to execute the building?
Well, there could be 4 phases taken to complete this project.
Phase 1: 4th Avenue. Take (W) trains from Whitehall Street-South Ferry to 59th Street and short-turn there.
Phase 2: Sea Beach Line. Take (W) trains from 59th Street to Kings Highway.
Phase 3: Beginning of Bergen Beach Line. Take (W) trains from 20th Avenue to East 15th Street. This is the important transfers part of the line.
Phase 4: Ending of Bergen Beach Line. Take (W) trains from East 15th Street to Bergen Beach-Avenue W.
Also, make sure to build an express track. Y'know, just in case.
Anyways, I will finish this now because I gotta eat dinner. So uhh.....
The final (Southern) segment of the 2nd Ave subway is supposed to have a cross platform transfer stop at Grand St. The way I understand it, there would be outside tracks for the T train with the B&D on the inside. There have been rumors that Grand St. was built with "knock out" walls to facilitate this. Of course the question is whether this segment will ever be built. Maybe in the next 20 or 30 years.
The current plan for phase 4 at Grand Street is for a station to be built below the current one, supposedly to reduce impacts to Sara D Roosevelt Park.
I was just about to comment this. The T I'd suppose to meet with the B/D at Grand Street. It would not be feasible to do the Bowery and Grand Street transfer now with that in mind. They would have to wait until they do the T train extension.
If the N/W gets extended to LGA airport, the G could continue to Queens Plaza, then the Queens Plaza- Queensboro Plaza transfer would really help Brooklyn to LGA.
What about a connection from Hoyt St(2/3) to Hoyt- Schmerhorn St(A/C/G). If the connection from Fulton St(G) to Atlantic Avenue is too far, then let’s give them that idea.
You already have the R transfer at Jay St - MetroTech for service to Atlantic Av and you have the G to 4 Av - 9 St and the F to Jay St - MetroTech & 4 Av - 9 St so there is no need.
@@iNevaan R runs are incredibly infrequent and waiting all that time for it to arrive to only go one stop is terrible
@@iNevaan What if you're travelling from say Williamsburg down to Brighton Beach and need to transfer from the G to the B/Q?
@@hnguyen5656 That transfer won't help tho
@@hnguyen5656 Well if you are traveling from Williamsburg to Brighton Beach, (very few people though), there are other alternatives in Williamsburg such as the (J,(L) and (M). What we need to help with all of this is a Broadway/Hewes St connecter between the (J/M) and the (G). This would reduce crowding at Met Av-Lorimer St and reduce pressure off the (L). Anyway to get the B/Q, take the L OR M into Manhattan. (M to Bway-Lafayette), (L to 14 St-Union Sq) to get either of those trains at those stations. On the M, it isn't that big of a deal, just a simple cross platform transfer.
I think you would only have to remove Hewes St. for a Union St. Station when you build the platforms beginn from the corner of Union St. to Montrose Ave.
Land acquisition shouldn't be the biggest problem eighter. At the far side of a potential Union St. Station you have a car park and a gas station. Alternatively you could make a longer walking transfer by building it on the island between New Montrose Ave and Montrose Ave. Or in the parking of the neighboring Police Department. There used to be entrance to Broadway-Station on South 5th and Montrose.
Carparks are basically unused land.
The distance from a potential Union St Station to Lorimer St with just shy of 1000 ft (280 m) would be relatively short but the current distance between Marcy and Hewes is about the same, so it shouldn't be that big of an issue
At this point, you might as well replace the Lorimer Street station as well. All plans for a Union Avenue stop have seen both the Hewes Street and Lorimer Street stops close due to proximity to both Union Avenue and other stations on the line.
The 86 Street (N) and Avenue X (F) walking transfer was put in place because of the N temporarily having to terminate at 86th because of track repairs. Once the work was completed, the transfer was eliminated.
Also, the Bowling Green-South Ferry transfer would be beneficial for 4 and 5 riders who want the 1 stations between South Ferry and Chambers.
That could be one benefit, but the 4 and 5 stop within a block or two of the 1 train stations between Chambers Street and South Ferry. It’s only a short walk.
Brooklyn and Lower Manhattan is such a mess when it comes to transfers. Even when there is a transfer, either the walk is long or it’s a giant maze of tunnels
The real missing transfers are that in may stations, it's impossible to switch to the same train in the opposite direction. At the very least, this should be indicated on the map. Perhaps an "x" rather than a dot at station where directional change in not possible. This is not the case at any transfer point in the system since they fixed Bleeker Street.
OT: Manhattan Bridge South Side tracks should also have a junction to the old Nassau Loop trackage, if only for Contingency/Emergency use.
Queensboro and Queens Plaza are the 2 two closest stations without a free transfer (less than 400 meters). It would do a lot to help you get from Astoria to Rockefeller Ctr/MoMA
Horizontally, yes. Vertically, nope. That's the barrier. The reason why all these stations are so close to each other without transfers is because they were initially built by competing subway lines (IRT vs. BMT vs. IND). Now that everything has been unified under NYC MTA the opportunity is there - but the cost would be a LOT (new complex of elevators, stairs, escalators, and building enclosures ain't cheap).
@@blaksham how does the cost compare to how they connected the 7 and G train at Court Square?
Connecting the two stations would also be great because if they ever extend the G again, people from Brooklyn can get to LGA (assuming the N/W link gets built) without having to transfer to the 7 train especially nights when wait times are longer.
Queens Plaza > Queensboro Plaza should be a permanent out of system Xfer! The money to build a complex is unnecessary because there wouldn't be enough people to benefit from it considering the cost. I do support the out of system walking transfer because of my personal experience.
I lived in Hollis when I got my first summer job in Astoria. Any way you cut it, I had to take 3 trains. I was originally told to take the E or the F to Queens Plaza (before 63rd Street connection was complete) then take the R to Lexington Ave in Manhattan followed by the N to Astoria Blvd. After doing that, I discovered I can take the E or F to Roosevelt Ave then the 7 to QB Plaza followed by the N to Astoria.
I think the OOS transfer at Queens Plaza would help people coming from Southeastern Queens get to Astoria with less of a hassle. The need does not necessitate a complex, but I am sure there are enough people to justify the walking transfer.
100 percent cosign
For the IND video lemme give you some ideas that I think would improve the IND for each line
C: SEND THE C TO LEFFERTS TO REPLACE THE A WE DONT NEED 2-3 A TRAINS
E: on rush hours maybe to clear up congestion at Jamaica center and World Trade Center Send some E trains to Kings highway via culver express on rush hours and yes this would replace the and it would be skipping past Church Ave
F: Send down 53rd let the M replace it for less delays overall on qbl
B: No improvements needed
D: add a west end express service or something idk
M: Send down 63rd let the E F replace it down 53rd also make it run to 71st Ave on weekends and F can go back on 63rd late nights or make it a 24 hour train
G: No improvements needed
The C at one point did extend our past Euclid Avenue, going to Rockaway Park-Beach 116th Street. However, complaints from A and C train riders about slow and confusing service resulted in the MTA changing the pattern in 1992 to what we have now, which is a lot more simpler (also helps that they saved around $20,000 in operational costs).
For the E train, both the Cranberry Street Tunnel and the 6th Avenue local tracks are already at capacity so sending E trains that way are moot. Also, believe it or not, World Trade Center can handle 26 trains per hour, so a lot of the delays can be solved by better operational efficiencies from the rail control center.
The Junius Street/Livonia Avenue transfer between the 3 and L is long overdue.
As a tourist in / out of New York, I think the 3 and 4 extended to in the the heart of JFK is a way forward, that way you have a direct link to Manhattan and more of Manhattan rather than airtrain and then subway of LIRR
The bmt b/q (former LIRR) and the irt 2/3/4/5 was built with dual contracts (Bergen Street, 7th Avenue and Grand Army Plaza). All you have to do is search Google for these construction plans. This is probably the only other place where A division train share space with B division. But there isn't a track connection, because they are built at different levels. For instance, the IRT is mostly higher than the BMT tunnel except for 7th Avenue. But because the irt express tracks is on the other side of the bmt, it was built elevated for some reason. Although you can't see this on the bmt, because it is blocked by a wall, but the irt local gives you a somewhat clear idea of what is going on. The express elevates around the Bergen Street station to make room for those bmt tunnel. You have to see it to believe it. Although I never seen an irt from the 7th Avenue station, a while back someone mentioned seeing an irt. But the way it is seen is difficult for the average rider. But you definitely know something is there by what you hear. Besides that history, these stations are on different levels making it very difficult to build a transfer.
They need to make an out of system transfer between Atlantic Avenue and the Fulton (G) stop. It's really hard to get on the G from other trains otherwise. Another train that's similarly difficult to get to in Brooklyn is the A train. The Franklin Avenue shuttle helps but it takes you to the C train only?! It would make a lot of sense to move the last stop of that shuttle to Nostrand Avenue instead of Franklin Avenue. Then riders of the B,Q,2,3,4,5 would have access to the A and another stop on the LIRR.
This was studied but there would not be enough people that would benefit from this.
I do think Jay Street Metrotech and Borough Hall should be connected, just so that the IND lines can have a much needed connection to the IRT lines in that area without the use of the R train.
That's a pretty good walk for a free transfer from Jay to Court Street. Plus it's literally already a subway stop on the R train from Jay to Borough Hall (transfers at both stops already exist).
They made the free transfer between 86th street and Avenue X because when the tracks were flooded (I don’t remember when that happened) the N Train riders were doing a free transfer to get to Coney Island
Nostrand Street from the four and three trains to President Street
12:50 The reason why the 4/5 train at "59 Street" station is two levels down is because it is an in-fill station, as there was never meant to be a stop there by design.
Yes, originally the 59th Street/Lex Ave station was a local station only. The express platforms were built later and opened in 1962.
B or D riders that want to travel to the financial district don't need a transfer at Bowery since they can easily access the R via cross platform transfer at Atlantic (D) and Dekalb (B). If they want to get closer to the J line, they can also transfer to the 4 or 5 at Atlantic.
I can see one argument for building a Queens Plaza--Queensboro Plaza transfer. Passengers on the E, F, and M trains don't have easy access to Astoria. I suppose you can argue that the F and M passengers can transfer to the N or W at 34 St, but there is really no convenient option for E riders other than getting off at Queens Plaza to get the Q69 or Q100, which is slower. The other option is to take the 6 from 51 St to 59 st which is just a burden in my mind.
A Bowery-Grand transfer could eliminate the need to backtrack on the 4 and 5 for the J. It could also make things easier for the Second Avenue Subway as well.
@@TransitTalkNYC There’s nothing wrong with increasing its frequent and adjusting service though deinterlining, though this still will not eliminate the need for a Bowery-Grand Street transfer. In addition, we can create new transfers in Manhattan as well, such as between Lex-59th and Lex-63rd, Broadway-Lafayette and Prince Street, etc.
@@TheRailLeaguer I think they should also add an out of system transfer from Intervale Av (2) (5) to Hunts Point Av (6) . What do you think?
@@iNevaan It’s a bit of a stretch between Hunts Point Avenue and any of the stations on the 2 and 5 trains.
They should make a connection between Prince Street, and Broadway L’fayette
If I remember correctly the tracks for the IRT and BMT on Flatbush Avenue are places on very weird layout making a transfer between 7 Av and Grand Army Plaza hard.
A couple months ago I was going to Prospect Park from Manhattan but took the M instead of the F, so I ended up having to switch to the G and I had to pay twice + run a couple blocks to another station.
Can confirm that that “triangle” is just a gas station, nothing important
@@TransitTalkNYC yeah, I was thinking they either bring back the free transfer or try to rebuild Lorimer st so that the end is closer to the G line. Oh well, not much can be done now after the line’s been built.
Btw I’ve binged your entire channel and really enjoyed it. Keep up the good work!
@@diegodesouza5382 Or we can do this option: replacing the low-volume Hewes Street and Lorimer Street stations (which both saw ridership declines) and replacing them with a single stop at Union Avenue. This would provide a direct connection to the growing G line at Broadway stations, and with a second transfer stop, reduce congestion at Metropolitan Avenue. This would also provide better stop spacing on the entire line, since the new stop would be up to a half mile from nearby stations on the line.
When they were rebuilding those Broadway bmt JMZ back in the early 2000s they had the opportunity to replace those two stations with a Union G transfer. The transfer will open DT Bklyn with DT Manhattan.
Wish they rebuilt them like Philly did the Market-Frankford El - en.wikipedia.org/wiki/Market%E2%80%93Frankford_Line#Reconstruction
An infill station at 104 St/Central Park W for the 2/3 connecting to the B/C's 103 St Station could be nice. Currently, the only connections between the 2/3 and C are at 42 St, Park Pl/Chambers St, and Fulton St. The only connections between the 2/3 and B are at 42 St and Atlantic Av. A new infill stop would definitely help people traveling to Upper Manhattan and The Bronx.
Yes, 59 St exists, but it's a little frustrating to have to transfer at 59 St and then transfer again at 42 St or 72 St.
There is no need for that since it’s faster to stay on the train all the way to a nearby station.
Just out of curiosity is it possible to rebuild the elevated viaducts in the Bronx to make them 4 tracks for all day bi directional local and express service like Jerome, White Plains and Pelham@@TheRailLeaguer
Okay so the reason there isn't a transfer between 7th av on the B/Q and Grand Army Plaza on the 2/3 is because the map is inaccurate. The 2/3 tracks are built *around* the 7th av stop, if you look at a track map, so it'd be difficult for a transfer between the two line
there is actually a reason for the Queensboro and Queens Plaza transfer. its small but having needed it i know of it. if you live along the E F M R line and you want to go to astoria via the N line you need to transfer to the 7 at Roosevelt to then transfer to the N. I live in Van Wyck and my doctor is in Astoria. I need 3 trains to get there. It would be two if there was a transfer. I dont see it ever happening but it would be a great addition for me.
I just posted a similar comment. Astoria riders and queens blvd riders get a direct connection without 7 or going into Midtown
you don’t need a union av station at all, it’s more affordable to just replace the stairs at the end of hewes with escalators+elevators that connect to a pedestrian underpass under broadway or montrose extending the g’s mezzanine. this makes sense to do at the same time as an ada upgrade, and j/z could get ground level fare control to boot
i think 7 av / grand army isn’t possible because the track layout doesn’t give enough space for a pedestrian tunnel to weave around the IRT. that tunnel down flatbush is really weird. but with metrocard going away it could be easier to do free out-of-station transfers in the future
You mean Copying Court Square 7 train to E,G & M Trains and Lawrence Street R Train connector to Jay Street A,C&F Trains those were from 2010-2011
A Union Avenue station would be more beneficial to the entire area compared to additional upgrades to Hewes Street. The transfer would be a bit more convenient and the other riders would save alot of time. This plan has been discussed by loads of railfans a number of times.
@@EpicThe112 yes
@@TheRailLeaguer i take this train all the time, i’ve lived in bushwick since 2014. i agree a union station would be nice, but saving 1-2 minutes on locals and transfers isn’t worth adding 20-minute headways for a mid-recovery year and 3-5 minutes of walking for a bunch of people forever. that energy could go to projects that are more impactful and less politically sticky
@@juice-opinion Headways will not be increased. Walking distance addition will be minimal since riders can use bus lines to other stops, and there is another bus line operating below it that can take you to other stops on the line. Also, ridership at both stations is very low anyway, so the impact will be minimal. Lorimer Street is only one short block away. Consolidating the Hewes and Lorimer Street stations into one at Union Avenue would be very very impactful (in a positive way). It's not a big deal.
In fact, we have consolidated two stations into one before. In 2017, when the Arthur Kill station opened in Staten Island, both the Nassau and Atlantic stations were closed off, since the new station provided sufficient alternatives. Yet I don't see you complaining about that. Also, the 1931 plan for a IND South 4th Street line also called for a Union Avenue station to replace two stations on the Jamaica El, and I'm not seeing you complain about that either.
There was a Shuttle between Bowling Green & South Ferry until 1977. The old shuttle platform at Bowling Green still exists and it used the inner loop ar South Ferry with select door opening. Mabye they can bring that back now the the outer loop station is available. Also a reopening of Bergen St lower level so the (F) can run express to Church permenantly.
That would be impractical due to low ridership and the availability of other alternatives in the area, specifically the Whitehall Street station, which duplicates Lexington Avenue Subway service into Brooklyn. However in lieu of a shuttle, there could be an in-system pedestrian passageway to the Whitehall Street station.
Also another thing is there is a entrance on 3rd Ave that’s used way more. It has an elevator, escalator, staircase, and a ramp in the station for accessibility. Also there’s 4 elevators no one is doing all that work anymore. But Lexington Ave- 63rd is rlly crowded because it’s a really useful transfer especially since it’s a cross platform unless ur going reverse direction like from uptown to queens. F trains get fully packed here. Before this station there’s a lot of ppl on the train and it’s crowded but once u reach this stop it’s over. Everyone is squished. No point of making it underground tho
I be playing cities skylines and listen to you. 🔥
Why doesn't the 7 train express stop on Broadway 74th? I always found that so annoying I wish I could get off a train on Broadway 74th and hop right on a 7 express from that spot
The station was built as a local stop before the Queens Blvd Line was built. Also it could be for crowd control.
Personally, I think York Street to high Street is kind of farther than the G train to Atlantic Avenue. But I think it’s a fine transfer.
YOU NEED TO TALK ABOUT THE EXPANSION OF THE E OR F THAT WOULD BE GOOD
An out system transfer between the 4/5/6/J/Z at City Hall Chambers St & the R/W at City Hall also between the 4/5 at Wall and J/Z at Broad, also the 6 at Astor Place & R/W at 8th Street. Regarding the transfer between the G & J/M the entrance is at the corner of Broadway and Union, if they use Hewes they would have to dig Montrose Avenue to build the passageway, if it's Lorimer St the passageway would have to be from the G train entrance at Broadway and Union to the Western Entrance at Lorimer St
The other solution for the G to J train transfer is to simply replace the Hewes Street and Lorimer Street stations with a single stop at Union Avenue. This would consolidate two stations with declining ridership and allow transfer between the J, M, and the G Crosstown Line at the more busier Broadway station, which has seen an increase in ridership much like the rest of the line. This can also ease congestion at Metropolitan Avenue as well.
The G would connect to Hewes st since they turn J trains at Hewes during GOs.
And Lorimer street
The reason why I think there should be a transfer between Queensboro Plaza and Queens Plaza, is that they're much closer to each other in real life (1-2 blocks apart from each other)
Additionally, I also believe the tunnel to link 59 street and 63 street stops can also happen. The walk between the stops is not as long as you think, if fact it's as long as (or maybe shorter then) the tunnel that connects 7 and 8th avenues (linking Times Square and Port Authority Bus Terminal stops).
Queens Plaza connection would make a lot of sense honestly
@@the_elmeister No they are not that close, and over all the road traffic?
They should make an out of system transfer from Hewes and Lorimer Street to Broadway
This has been discussed a number of times, and honestly, given the ridership levels and rate of change at at both stations, it’s better to consolidate both stops into one at Union Avenue, allowing for a direct connection between the G, J, and M to relive overcrowding at Metropolitan Avenue on the G.
I would add the transfer between Queens Plaza and Queensboro Plaza for people heading South. Being ablew to transfer to the E/F from the N/W would aid people heading out to JFK.
I still want the 6 to go to South Ferry. The 6 could use the loop platform the 1 used to use.
The express tracks between Brooklyn Bridge and Bowling Green are already at capacity, and frankly, given that and ridership projections, it’s a lot faster to transfer to the 4 or 5 and then walk from Bowling Green to South Ferry.
The Queensboro Plaza and Queens Plaza transfer would actually be really useful. I go by that station every day and the two are just so close; plus the trip from Queensboro Plaza to Broadway on the 7 takes a while since 74 St is a local stop. I think the whole project could be necessary.
In all honesty, I don’t think a lot of people would walk between 42nd St Bryant Park and Times Square 42nd St. if they can easily just take the 7 train. The only thing that made sense was the connection to the PABT
@@the_elmeister bro with all due respect wtf does that have to do with what I said
I think they did 86 Street & Avenue X transfer when the N wasn’t running to Coney Island for a while due to construction.
About the H train line to new connecting between queen Blvd and far rockaway by rebuild that will be awesome.
That G/J/Z transfer is a good idea, but probably too expensive to do in system. What they should do, is enable it out of system once OMNI is fully up and running and metrocard is obsolesced. Same deal for Queensboro and Queens Plaza, G Fulton and Atlantic, as well as South Ferry/Bowling Green. The other ones don't seem to be worth it.
One I would suggest for now, would be 86th Street on the Q and 6. An OOS transfer there would enable people on a Q train intending to transfer to the 6, to avoid some of the crowding in midtown on Lexington Avenue, at least until whenever Phase 2 of the SAS is built (if it's ever built).
In pretty sure that Q riders on the Upper East Side can just stay on the Q train and possibly transfer to the R train for downtown service. Remember, you’re trying to get people OFF the Lexington Avenue Line.
Also, the G to J transfer at Union Avenue would be a medium to long term, especially since ridership at Hewes Street and Lorimer Street stations have been declining.
@@TheRailLeaguer I'm referring to someone whose coming uptown on the Q and would normally transfer at Union Square for the 4 uptown to the Bronx for example. 42nd-86th street have the highest crush on the line. Giving people an ability to route around most of that, isn't a bad idea.
@@mzxeternal It’s not really necessary since one could do that at Lex-63rd with a MetroCard or OMNY and two blocks of walking on street level.
In addition, the Second Phase of the Second Avenue Subway will actually bring Q trains from 96th Street to the 125th Street station on the Lexington Avenue Line, with a transfer between the two (though honestly this thing should’ve just went straight to the Bronx). With this extension, which is in planning mode as we speak, riders on the Q train can stay on the train all the way to 125th Street and transfer to the 4 train there. The Q will then receive a service bump to accommodate additional riders.
16th street and hunters point ave would be a nice transfer
the triangle @ 6:13 is a gas station and I think the parking lot belongs to the supermarket that’s there.
The brand new Thrid Avenue Elevated line could definitely come back to south Bronx Tremont Webster Boston road Bronx and Batincal gardens Frordam plaza and 140 street under ground on Thrid Avenue to Battery park place or south Ferry. Thats the 8 Thrid Ave Elevated line. The Pelham 6 line is definitely gonna be extended to co op city mall barto Bronx i tell you that right now. Eventually they are gonna wind up rebuilding the brand new Thrid Avenue Elevated line back im telling you.
10:25 now there is a temporary out of system transfer to the 86st n train station because the d line flood protection project that just started.
W 4th St., Washington Square to 9th St. on the path
Hunts point to 21st St. is good but it was temporary. I think.
Ima say sm I live in Long Island city and 2 transfers that u talked abt rlly caught me. The one at queens plaza is so I think ppl from the N, W can transfer to the E, M trains on 53rd and some stops before times sq and 34th St. I also noticed that ppl from the M, R after Jackson heights might need the 7 train so that would also be a good transfer. They have a lot of space for this but Queensboro plaza is a terrible spot as it’s over queens boulevard and a bridge. The transfer at 59th and lex and 63rd and lex i use sometimes but i don’t remember when. I don’t understand it unless like u said ur tryna get to the F on queens. Oh the 4,5,6 to the F train which idk who uses the 4,5,6 from the F when u can just take the E. But ppl live on Roosevelt island and Queensbridge so reasonable. And the transfer at the G should be to hewes st Bc ppl are tryna get to Manhattan and it’s closer to hewes st. It would work just like court sq but a tunned would have to extend until the outside station then go up. It would be very useful Bc the G train is becoming terrible towards crowding.
An even better idea is to consolidate the Hewes Street and Lorimer Street stations together into one Union Avenue stop (which can berth 600 feet long trains), thus saving a lot of area resident's train time and walking time.
You can also add an indoor passageway between 63rd/Lex and 59th/Lex to provide an additional transfer alternative to the R train. With this, plus some deinterlining, you can remove the R from Queens Blvd and have increased F and M train service over there instead (both via 63rd Street).
Why Queens Plaza to Queensboro plaza? Astoria and Queens Blvd riders get a direct connection to each other without needing the 7 or going into Manhattan.
This is perfect 🤩
No
They should make a in system transfer between Fulton Street on the G and Lafayette Avenue on the C, out of system transfer between Hewes or Lorimer St on the J and M to Broadway on the G, and one last one is that they should add a connection between Hoyt St on the 2 and 3 and Hoyt Schermehorn on the A C G
A connection between Fulton and Lafayette would not be of any use for transferring passengers. However a connection between the G and J M lines can be helped by replacing the Hewes and Lorimer Streets with a new station at Union Avenue. Speeds service for everyone and allows for a direct transfer.
@@TheRailLeaguer Now that I look at it there is no point of Fulton and Lafayette connection bc people could go to hoyt schermerhorn
@@clixi652 Yeah. They also studied a transfer to the Atlantic-Barclays transfer complex and found that not too many people would benefit from it.
It’s fine to do Atlantic to Lafayette and Lafayette to Fulton but it’s gonna cause chaos
I think is needed especially uptown on the upper west side the 103st station B & C lines have the 2 & 3 line connect them. MTA gunna have to build a station for the 2 & 3 trains to stop there. They go directly under the 8th Avenue line on 104st as it shows on the map. I can see it be very useful to getting to upper Manhattan and the Bronx, east of Harlem as well downtown areas faster Bc of that transfer.
That's a really good idea in concept. It doesn't help the engineering geometry that 103 street is not only a B/C local stop, but also where the A/D express tracks are still sorting themselves in the upper and lower level configuration. The ENTIRE complex will have to be underground which will require MASSIVE engineering and shoring/pinning up buildings, water/sewer/cable/electric, and the subway lines from each other (consider how MTA is approaching second ave/125th street project planning/development - and how expensive that will be). An expensive prospect indeed - but could be an amazing Upper West Side / Lower Harlem connection opportunity.
@@blaksham I’m pretty sure it would cost a whole lot of money & very hard complex station but we know it can be done. I feel like the 125st 4,5,6 lex complex it be more difficult whenever they bring Q line there where had to go below them and they gunna build more steps & elevator, while new escalators down deep I hope it’s not like the 72st or The 34st Hudson yards stations. I’m having it’s going to be that deep
In too many places outside NYC a 'transfer' is a piece of paper you buy from the bus driver.
Do you have the link for enmodal? It would be greatly appreciated :)
Combining the Lorimer Street station on the J with the Broadway station on the G and closing Hewes Street station permanently would work.
So you’re saying replace both Hewes Street and Lorimer Street with a Union Avenue station?
What is the point of these transfers? To save on transit fares? Or to enhance the rider experience and flexibility? One, there is the "Un-Limited Ride MetroCards" which allow transfers among various lines without any extra cost. One historical note - prior to the mid-1970's during the late nights and weekends both #5 (late nights and weekends) and #6 (late nights) were extended to South Ferry using the same platform and loop station at the #1 trains at South Ferry. On that single platform one could easily transfer from the westside and eastside trains. The "out of system" transfer with the F-train at 63rd Street and the Lexington Avenue line at 59th Street was established because the F train along with the E train used to travel to/from Queens via the 53rd Street tunnel making a connection with the #6 train at the 51st Street station. When the F-train was moved to the 63rd Street the free connection to the Lexington Avenue line was lost, until the out of system connection was established.
Both, especially since not everyone can afford unlimited MetroCards.
Riders don't have to go outside in the rain or spend time fumbling for their wallets and using turnstiles.
@@stevenroshni1228 If you had closely watched the video, or really understood the transit system, you would know that video as well the comments are indeed talking about "walking transfers" which involves a rider leaving one station to walk to another station (in all kinds of weatber) to make the transfer. Here are three examples. It was mentioned that the Queens Plaza and the Queensborough Plaza stations should now be a "connected transfer station" - one is a four track underground subway station, and the other is a four track elevated station that used to be 8 tracks - neither of which are close enough for an underground passageway, escalators or elevators. Another example was "connecting" the Whitehall Street/South Ferry station to the Bowling Green station - two subway stations with some distance between them, I know both stations very well. Another always proposed idea is to remove two elevated local stations on the J line, replace them with a single elevated station that would connect to the G train in a minority community. One thing that is never mentioned is the amount of distrust that is held toward the MTA to actually accomplish such a task. The Intervale Avenue elevated in the Bronx some years back had a fire, and the MTA closed the station wanting to keep it closed forever, saying it was too expensive to repair. The community opposition discovered that the MTA's own construction estimates were way off the charts, and the actual costs of the repairs was well UNDER the original estimates. The Intervale Avenue station was closed for three years with the nearest stations a good distance away in a minority area. Do you really trust the MTA to follow through on its promises? Look up 41st Street and 10th Avenue subway station sometime.
@@stevenroshni1228 awww, poor passengers...
@@michaelsherrell6389The construction of a new station in between the two stations it will replace will be done while the two existing stations will remain open. Take a look at the Arthur Kill station in Staten Island.
As for the Whitehall-Bowling Green passageway, the MTA can be sure up to the task of doing that, given that they also kept their promises to add transfer passageways to other stations.
14:38 - You have advice of which Subway service lines offer the best transfers to another line of Subway service.
Are there humans in information booths in each station that can give this advice?
All the comments I posted on transfers that I want
Third Avenue on the L train to first Avenue on the L train
Even with the Barclay's and Fulton on the G it's just a 5 minute. Fulton and Lafayette are right around the corner from eachother.
Its CRAZY that all that $$$ that funded Barclays and all that luxury residential development couldn't fund/hook up a connection to the G at Fulton - capitalism at its finest.
Lafayette too (though A-C-G connects at Hoyt tho)
@@blaksham An out of system transfer between the G and the Atlantic-Barclays complex was studied and it was determined that not a lot of people would benefit from an OOS transfer, especially when taking revenue into mind.
I wish they had a transfer between the 3 and L at Livonia and Junius in Brooklyn
Oh shoot I just got to the point in the video where you said they’re doing this. That’s awesome!
This transfer was supposed to be completed a long time ago
once i did this:
ride the B from Columbus Circle to 7th Ave, then ride E from 7the Ave to 50th street.
Why do that when you could have just got the C at Columbus Circle to 50th Street?
In the Bronx transfer (probably out of system transfer) on Simpson St 2-5 trains and Hunts Point on the 6 would def help ppl on the 6 line connect to west side Manhattan
That is too far of a connection
@@the_elmeister It's not that bad. It's about a 1/4 mile walk along Southern Blvd.
@@WillieRayPR but Simpson Street is a local station. Shouldn’t it become an express station?
@@WillieRayPRThat’s still too far, and it’s not needed since 6 train riders can easily connect in Manhattan for West Side service.
@@TheRailLeaguer It's more convenient to have a transfer in the Bronx rather than have to go from Hunts Point to 125 then back up again
Rector Street to Rector Street
Silly question I know you can transfer from train to bus for free but if you leave the subway station of a train to go walk to a different train is that transfer free or do you have to pay for it?
Depends on the station, some stations that are in close proximity will allow for tree transfers in between them. Otherwise, most transfers are in the system, you do not have to worry about paying again.
On my iPad it doesn’t show the out of system transfer
cool podcast you should do a pod cast on the lefferts blvd if you need music for your channel let me know
3:55 - Both.
City Hall to Brooklyn Bridge City Hall
10:00 mta you excelled the 42st shuttle project now fix the snail train and bring back 2 track service and 3-4 cars trains and renovation of the botanical garden station and Franklin Avenue itself,Park place too,but renovation of 4 stations and re hab the snail 🐌 train is expensive but needed upgrades like redo the tunnels get rid of the extremely sharp curve in the second tunnel that leads to the south side of prospect park station and make the whole line 2 tracks and the foundation for the tracks is still there,but some elevated sturctures are missing and the south platform at Franklin Avenue and Park place the south platform will need to be built,I’m pretty sure that cbtc is coming for that line,at least renovation the stations and redo the second tunnel and add an extra train and make all daytime trains 4 cars and nights 3 cars with one less train,prospect park and park place need to be renovated.
Personally, I thought that DeKalb and Atlantic had to transfer
Atlantic to Fulton (G) is no further than any other transfer at Atlantic. There’s no reason that we can’t have an out of system transfer.
We may as well just have unlimited swipes within 2 hours if we are counting out of system
The transfer distance is actually significantly longer than any other in-system or out of system transfer in the system. 1200 feet to be honest. In fact, it’s better to connect the Franklin Avenue Shuttle to the Crosstown Line via Franklin Avenue, since the shuttle is see Italy a moving transfer passageway.
@@stevenroshni1228that was proposed but rejected due to low demand and the fact that most of the “transfers” would rather be stop-overs. Besides, the Franklin Avenue Shuttle is essentially a moving transfer passageway, connecting the Brighton Line, Eastern Pkwy Line, and the Fulton Streeet Line via Franklin Avenue. Adding one more line to it will effectively connect Southern Brooklyn to the G train and would better serve Brooklyn.
By the way, can you make a video showing how to download/install enmodal?
Lafayette St and Atlantic Ave are .6 miles apart
How many places IN NYC have 'Block Tickets"?
Anothe good transfer would be the Canal st on the 1 line and the A/C/E lines
Those stations arent too far off, but a transfer there wouldn't really add much.
unrelated but
how do i get enmodal the website is gone
New lots Avenue on the L train up to Pennsylvania Avenue on the three line kind of too far but OK
Fulton st on the G and lafaytte st on the C are super closeto each other
can you make a new video about Deinterlining subway line
I thought Bergen was an Xfer stop.
Prince st and Broadway Lafayette connection
6:20 is a gas station