Every station interchange or stations that see major ridership should be ADA accessible. There should also be fare integration across Metro North, LIRR, NJ Transit and the subway
OMNY is supposed to work on all MTA services… at some future point. I honestly would like to see the LIRR and MNR city terminal fares match the subway fare. At least off-peak.
0:02 How about THIS as a project: create a massive custodial/janitorial force dedicated to keeping the stations as clean as possible! This crew could also perform light maintenance tasks such as changing burned-out lights and/or replacing lost tiles on the station walls.
Budget cuts. We did once have that cleaning force, a long time ago. Only returning because of new trains and renovations. As for maintenance, the union will not allow 'broadbanding', the performance of tasks outside the parameters of the Civil Service explanation of duties. You clean, you don't fix. Someone else is feeding their family changing light bulbs.
Maybe if the pricing was distance/zone based like nearly every other metro system in the civilized world, they’d have the additional revenue to pay for it. Or if they didn’t spend $700 million for the congestion toll crap only to suspend it indefinitely a few weeks before implementation. One can dream though.
It still amazes me how so many popular and populated areas don’t have subway access. Kings Plaza is a big mall that is only accessible by bus. And without even looking at statistics, I’m sure that it gets way more visits than the Rockaways, which has the A line, S shuttle, and bus access.
Had they ever built the Utica Ave line it might have gone to that area. That line would have came from Manhattan using middle tracks at Second Avenue on F train, which currently goes into a wall, via a tunnel to Brooklyn with the first stop being at South 4th Street & Driggs Avenue. The line would have had connections at Broadway on the G line, Utica on the A,C, both of which were designed for it if you look at them closely, and I think Utica on the. In the case of the G line connection, Robert Moses put a highway in the way so that''a problem
@@israelrodriguez2167 The 2 and 5 should have covered this because Flatbush Ave is a local stop by design that substitutes as a terminal because they stopped building.
I think that the C to Linden Plaza is a good project. Like you said in the video where you ride all the IND trains, the C right now is kind of just a filler local line for the A, and extending it would give it more of a purpose.
@@vamosmaryland That is true, but it is a lot better because now you don’t have to merge one express and one local onto a single track at Columbus Circle and have high risks of delays. Plus, there is a lot of cross platform transfers for people who want the B and D express services. I do know that the A is a long line and has default express service for that reason, but at the same time we don’t want to screw up other lines in the process of it.
@@vamosmaryland It doesn't need to be this way. Revert the 1998 changes, end the A at 168th St, and extend B trains to 207th St. B trains would need to run 24/7, but since the B train is going on Sea Beach, it already has to run 24/7. With this change, Inwood and Concourse riders would therefore have a one seat express ride to Midtown, and you limit the opposition to riders south of 125th St.
@@jointransitassociation This would fix the horrible headways that the B has, + the new express service on CPW and 6th Avenue (Manhattan) and 4th Avenue (Brooklyn)
Worked Linden Yard. What are you going to do with the three blocks of buildings past the yard? The yard maybe under Linden Towers, but the rest of the neighborhood is not that safe(we asked for 'taxis, trains to pick us from Euclid after a couple of employees got mugged)
@@JoseNunez-hh1yryeah the pink houses the cypress hills projects and the plazas and the side blocks get shambolic at times unfortunately. Then you have the hole 🕳️ right there as well.
Run a line along Blake Ave to the mall @ So. Conduit. You would only have to tunnel 2 blocks, as Blake drops off into "The Hole" after that. The city plans to raze and raise the land mass, so the stations could be built before they backfill. There are service tracks that that curve towards Blake right behind the wall. The terminus station could be at ground level, elimination of ada compliant applications. This would serve the new mall, proposed housing development as well as Lindenwood, City Line and the northwestern edge of Howard Beach.
@@paulmckinney6163 when I lived in lindenwood it was a 25 minute walk for me to each grant Ave if I didn’t wanna walk 8 blocks to the Q21/41 to then get to rockaway Blvd (A). If I partied late at night and didn’t wanna pay for a cab I had to walk from grant Ave towards lindenwood/howard beach There was no 24/7 service on the Q21/41 buses. There still isn’t I believe.
Another low-priority project is to build tail tracks at all of the IRT terminals int he Bronx, like Van Cortlandt Park (1), Woodlawn (4), Wakefield (2), and Pelham Bay Park (6). These are all stub-end terminals. They can extend these tracks past their terminals and extra two or three blocks and it would alleviate all the back-ups that happen during rush hour. It's a major problem when trains are stuck one, two or even three stops before the terminal due to that station being full. It would be a very easy extension for the 4 and 6 lines as they end between a park and a cemetery (Woodlawn), or a park and a highway (Pelham Bay). Wakefield is a little trickier as it's near the Bronx/Westchester Border. The only downside is that Van Cortlandt, Woodlawn and Pelham Bay Park are all stub-end stations and would need to be completely rebuilt to allow tracks to pass through. They can also do the same at Ditmars Blvd (N,W) and Lefferts Blvd (A), but NIMBYism will most likely make those project non-starters. As for the E Tremont Av Realignment, the problem is that it's not just a parking lot and tire shop you're demolishing. The parking lot is a major commercial plaza with a large supermarket, and right along the new ROW is the Bronx River Arts Center that would also need to be demolished. Also, you have the Bronx River running in between those two stations. So there is alot more going on than what you see on Google Maps. Ironically, they had a chance to realign the tracks from the original platforms to the former NY, Westchester & Boston RR platforms (with a little modification). However, the MTA sold the ROW between E 180 St station and Tremont Avenue years ago and it's built out. I can see an infill station at Pitkin Yard would benefit a lot of people. However making the A local in CPW is a non-starter for people living north of 145th Street. This was an interesting video.
Maybe, but it would actually be beneficial to shorten the middle track and install a double crossover just south of the station. This should alleviate some congestion and allow for more train service to turn around there. As for the East Tremont realignment, those buildings you mention can be replaced, but it can still be done.
I live on the UWS and one thing that wouldn't cost much but that would help a lot would be making a 2/3 stop at the 103rd St B/C station. This would be cheap and feasible as the 2/3 run under 104th street headed towards Central Park, and their tracks run directly underneath the north end of the B/C station.
To be brutally honest with you I feel like a 103rd Street Station is impossible and pointless. Like you would have to completely rebuilt the infrastructure at the 2/3 tunnel for a new station with will take up millions of dollars and cause delays and disruptions in service. And the 103rd Street station on the Central Park West B/C trains isn’t even that crowded in fact it’s the least used station out of all the Central Park west line ranking 289/423 according the Wikipedia, it just slow down service on the 2/3. No hard feelings or disrespect intended dude, but a 103rd street infill station on the 2/3 is an overrated proposal based off of an heavily outdated service planning design.
i've always found it crazy how few trains the astoria line runs compared to the flushing line at queensboro plaza. switching at that station from the 7 to the NW so i can skip the remaining stops in queens and wait for the 456 closer to harlem seems very tantalizing, but often works against me when i attempt it, simply because service just isn't that frequent or good, and it always stuns me to literally perceive the difference in service between those lines
Another one: Digging a pedestrian tunnel between Atlantic Ave/Barclays center and connect with the C at Lafayette and the G at Fulton St. You'd be making the G connect to 9+ lines with one simple tunnel, and make it infinitely more useful for getting between Brooklyn and Queens.
I think the ideal thing (and much more expensive thing) would be to get rid of the Fulton St and Lafayette St stops and create a new stop at Ashland Pl which just becomes part of the greater Atlantic Ave stop. either way, moving walkways would be really nice too.
This is not needed since the ridership and transfer potential is too low and the transfers would be too long. This was looked at in 2014 and was rejected for the same reasons. Instead what should be done is extending the Franklin Avenue Shuttle to the Bedford-Nostrand Avenue station on the G route, which has much more ridership and transfer potential than an overly too long passageway.
@@TheRailLeaguer How are we gonna connect to the G with the Franklin Avenue Shuttle since that would require making a really sharp curve also If it were to be placed in a tunnel this requires knocking out a few buildings which would delay or even kill the project also I'm hoping that the platforms on the Shuttle would get extended to fit five car trains even if demand doesn't call for it since it would be easier taking a few ten car trains from Coney Island and reconfiguring them into five car sets as for lengthing platforms this would be tricky especially if the platforms were to be lengthened to fit ten car trains
I believe that goes back to the original IRT design of 1905 or so. That curved section only existed to provide yard access; passenger service continued a few blocks north to Bronx Zoo. In 1917, the curve became the mainline to White Plains Road and the Zoo station lingered as a stub service for several decades.
The infill station on Pitkin yard seems interesting.I think that the C to Linden Plaza is a good project. Like you said in the video where you ride all the IND trains, the C right now is kind of just a filler local line for the A, and extending it would give it more of a purpose. Every station interchange or stations that see major ridership should be ADA accessible. There should also be fare integration across Metro North, LIRR, NJ Transit and the subway. Extend the L train west along 14th Street to 10th/11th Avenue.
astoria line should be extened to at least la guadia airport and maybe souhern bronx ans another branch to various places in queens what place do you think would make go sotheastern queens ends.
You mention that fumigation is unique to New York but I've also seen it happen here in Boston on the MBTA. Drivers have to check all the train cars before a train goes out of service.
In the Bronx there can be a train lines that connect grand concourse - 149th street - to hunts point - to the NORTH Bronx. also, alone Willis avenue - webster avenue TO GUN HILL - then straight to Baychester Avenue OR co-op city.
I suggest adding a second level above Myrtle Ave for M trains, so Queens bound M trains don't have to cross Manhattan bound J/Z trains. Also, when IBX gets built, some stations like Flatbush Av-Brooklyn College and Broadway Junction (at least the elevated portion) should move closer to their IBX counterparts.
You also need passengers…who don’t pull the cord panicking while in the relay, who won’t attack the Train Operator switching positions end to end out of frustration in being in the relay (or make false accusations) or call 911 claiming to have been ‘kidnapped’ and have New York Finest waiting on the platform getting out of the relay. Russia & Japan passengers don’t have Jacoby & Myers on speed dial unlike NYC. Good Plan B though.
In London we have staff at platforms that go through the train and shut the doors in the cars they do this at Barking with 9tph terminating there and 12tph passing through on the same track...
Two completely random ideas: 1) Connect IND Fulton to the Montague Street tubes (and move the museum to a different location - WTC? Bowery?) 2) Connect Broadway Local to BMT Second Avenue
As someone who is periodically in the area of Linden Plaza, I definitely like the idea of extending the C train to the Pitkin Yard. They can continue the unfinished construction of the 76th street station and branch off south from there to avoid interlining. Even if it were the 3 being extended, that’s still okay for me. Here’s a smaller idea that constantly gets ignored. Why not simply build a one story stairway, elevator or escalator at the Livonia Avenue (L) ave and the Junius Street (3) intersection at the end of the footbridge? If you look up while walking on that footbridge, you’ll see that this is all that’s needed to connect to the 3 train platform. If they made a seamless connection at the 62nd street and New Utrecht Avenue intersection on the D and N lines, why can’t it be done here?
I don't understand what you're trying to say, to be honest. From the looks of it, it does seem that the L train overpass is at a similar height to the Manhattan-bound 3 platform at Junius St, so that looks like an easy build. The problem afterwards is building the connection to the New Lots Ave-bound platform, and that's not as straightforward because of the non-revenue track that splits off right after that platform.
@@samuelitooooo The L line passes under the 3 line. There is an existing footbridge that runs for one block from Van Sinderen Avenue to Junius street. At the end of the footbridge, you can see how very close it is to the New Lots bound Junius Street platform on the 3. Some walkway can be constructed to cross over to the Harlem 148 street side. The split of the tracks over there won’t affect anything as that is a non electric trackway that runs into a yard.
That connection is actually on a list of MTA projects related to ADA access. There's an abandoned mezzanine on the south end of Junius St and thats where the connection would be.
I really like all of these ideas. I would also add: 1) Make a faster curve for Manhattan-bound M trains entering Myrtle-Wyckoff. Make the track shift over to the abandoned center track so that it can begin a gentler curve earlier, and therefore take it faster. 2) Very similar to the C to Linden, there's a similar situation on the 3 bot too far away. Both of these projects should be combined with BRT street design on Linden Blvd itself so crosstown buses get the wide and fast boulevard instead of the slower New Lots Ave.
I was about to add in the 3 to Linden Blvd, but then realized it is also talked about constantly. In fact, the MTA looked at a version of this in its 20 Years Needs Assessment.
For the Broadway line, the Marcy Avenue station needs to be rebuilt into a center platform arrangement; since the center track has been rendered “useless”….
@@jointransitassociation it can be vice versa. The 3 can run on Linden Blvd or beyond into Howard Beach, while the C goes to Gateway Mall by turning on Euclid Avenue and switching onto Fountain Avenue and terminating at Seaview & Erskine Street.
@@CraigFThompson and even though at Myrtle Avenue where the J and M are at grade, the center track can still be used over there during rush hour between Myrtle and Broadway Junction. In the MTA’s 20 year assessment plan, the trackway remnants of the Fulton Street El should be put back to use.
@7:30 Youll actually be running through the Bronx River Arts Center and one of the most serene areas of the Bronx River greenway if you realigned at Tremont the way you are proposing. Given how this borough already has a severe lack of cultural amenities (and even basic ones) and is continually loosing the few we have. It would be an extremely tough sell to the community espcially for only a few extra minutes off the commute.
The Bronx River Arts Center is untouched by this as it sits far to the east. And you aren’t losing any greenway space as you are shifting an elevated. And it is not just speed, it is also maintenance. Sharp curves equals more damages on wheels and the track itself. Straightening it will lower costs on maintaining those tracks and train cars.
Speaking of the R train I think that Bay Ridge 95th St should be expanded as a 4 track 2 island platform terminal (the same way as 179th st) so it can handle more trains, especially because the existing station already has provisions for that.
Extend the L train west along 14th Street to 10th/11th Avenue, with a service connecting track at 8th Ave to the A/C/E line. Add additional cross track connectors between 6th Ave and Union Square and also one east of 1st Avenue station to allow for service to continue if a train is disabled in a station.
I like all those ideas that came into play, what the MTA should do is create a flyover to have M trains use the upper level of Myrtle. The next thing is the C extension to Linden Blvd as that would give it a branch of its own. I would also advise the A and C to be express on CPW for this to work so that they don’t have to switch tracks and interfere with E Trains. This would increase the A and C Frequency close to around 30tph or even 36tph if the merges are timed correctly or removed. You can even add the R on Fulton so that the C can go to Lefferts and the A to the Rockaways. The northern terminus for the A stays the same while the C is send to Norwood. For the B and D they would go local on CPW and I had the B take over service to Bay Ridge 95th St so that during rush hours riders get a one seat ride to the Bronx and the D runs on Sea Beach under this plan. With the D on sea Beach I had the J take over West End service to Coney Island and speaking of the J it’s stations should be expanded to handle 10 cars and the stations after Broadway Junction be torn and rebuilt along Jamaica Ave so that it has a straighter track to Jamaica Center. The J can only run 12tph thanks to the Willamsburg Bridge. Upgrades to the bridge needs to be done to increase the Bridges capacity to at least 30tph so that both the J and M run 15tph. The next low priority project that should have been discussed and what the MTA should have thought off is to widen Flushing Main St and add tail tracks to turn the trains around so that trains go on to the correct tracks to begin service.
I agree. They can make 8th Ave, New Utrecht, and Kings Highway (Or Bay Parkway) express stops. To make this work have switches installed immediately after 8th Ave (Coney island bound side) and before 8th Ave (Manhattan Bound) from the express tracks. Have switches on both ends of the remaining express stops and we have a robust Express service in South Brooklyn. The cost will be more expensive because they had the brainiac idea of de-energizing the Coney Island Bound Express Track north of Kings Highway. Now they will have t rehabilitate and re-energize that track. The only problem with this is the W will have absolutely no where to go once it reaches Coney Island, but this just means they will need to get more efficient at turning trains for the N. Stop holding them for 11-15 minutes in Coney Island!
Make the B run on weekends. South Brooklyn desperately needs express service on the weekends! The Q is a slog. Make the skip Ave I, Bay Parkway, Ave N, and Ave P ( 18th Ave to Kings Highway Express). Right now, CBTC work forces them to skip these stops on coney island bound trains and it is a godsend. Otherwise, the is still way too long and defeats the entire purpose Culver built the line. It was supposed to be the fastest route to Manhattan from South Brooklyn. Rehab Bergen Lower Level so F/G Passengers have a chance on getting on an . Have the Z be a permanent line and terminate at Broad St. Have the J run to Bayridge - 95th to help the R in dire need. I love your idea for the C. They can do that or extend it to Lefferts to get rid of that version of the A.
For the between 18th and Kings Hwy, that would not be beneficial for passengers south of Church Avenue since those between Church Avenue and Kings Hwy (who are more dependent on the Culver Line) would have much longer waits. It’s also worth nothing that south of Kings Hwy, there are other viable and faster express alternatives to the F train within a 10-15 minute walk. Extending the J/Z via the Montague Street Tunnel would make R train service even more unpredictable. At this point, you’re just better off increasing service on the R route itself (and even extending the W route as well). Hell you could go as far as installing two new switches south of 36th Street and swap the D and R routes south of there. With the R now based out of Coney Island Yard with the new routing, R train service would be rerouted back to Astoria (with the N to 96th instead), improving reliability, increasing service, and keeping the J/Z terminating at Broad Street. As for the C route, having service extended to Lefferts Blvd would create more confusion and decrease service reliability for Queens customers due to adding yet another set of merges. There’s a reason why service was cut back in 1992 and I have proposed tying the Broadway Line with the Fulton Street Line local tracks instead.
@@TheRailLeaguer Here are some of the low priority projects that should come into play, create a flyover to have M trains use the upper level. The next thing is the C extension to Linden Blvd as that would give it a branch of its own. I would also advise the A and C to be express on CPW for this to work so that they don't have to switch tracks and interfere with E trains. This would increase the A and C frequency close to around 30tph or even 36tph if the merges are timed correctly or removed. You can even add the R on Fulton so that the C can go to Lefferts Blvd and the A to the Rockaways. The northern terminus for the A stays while the C is sent to Norwood. For the B and D they would go local on CPW and I had the B take over service to Bay Ridge 95th St so that during rush hour riders get a one seat ride to the Bronx and with the D on Sea Beach I had the J take over West End service to Coney Island and speaking of the J it's stations should be expanded to handle 10 cars and the stations after Broadway Junction be torn down and rebuilt along Jamaica Ave so that it has a straighter track to Jamaica Center. Upgrades on the Williamsburg bridge needs to be done to increase capacity to at least 30tph so that both the J and M can handle 15tph each. The next low priority project that should have been discussed and what the MTA should have thought of is to Widen Flushing Main Street and add tail tracks to turn the trains around so that trains go on the correct tracks to begin service.
They should extend the 4 train to kings plaza and a f express train. Similar to the 7 in queens, the f can have a rush hour early service in the morning 6:30-10:30 and evening 4:30-8:30
The problem with NYC( as with most other cities in America with public transit networks) is that they're mainly focusing on getting people into Manhattan because the entire city revolves around its business district. Virtually all the subway lines feed into Manhattan, with the exception of the G and the shuttles. So, what if someone wants to go from Queens to the Bronx, and they don't have car, then they have to take a slow bus instead of a fast subway. Therefore, I propose 2 new Queens to Bronx subway lines. The first one would run from Jamaica Center Parsons/Archer with connections to the E,J and Z trains making stops along Main Street, crossing the East River into the Bronx and terminating at Pelham Bay Park on the 6. This line would alleviate congestion on the Q20A, Q20B and Q44-SBS, while also providing service to areas which are transit deserts and connecting up with existing lines. The second line I would propose would start at Rockaway Blvd on the A running via Woodhaven Blvd, and terminating at 149th-Grand Concourse on the 2, 4 and 5 trains. This would relieve congestion on the Woodhaven Blvd buses, while providing service to underserved neighborhoods in that area. I also support your suggestion to split the 7 into 2 branches.
Make a 3rd (or even a 4th) track on the Nostrand Ave line between Franklin ave and Flatbush ave!! For express service! It takes longer to get from flatbush to franklin than from franklin to midtown manhattan
At this point, it’s highly impossible, but instead, two new switches at Rogers Junction and you can have all 2 and 3 train service go there, with the 4 and 5 going to Utica and New Lots. Nostrand would see double and more consistent service.
I wouldn't call these projects "low priority" but they definitely count as low hanging fruit Also fare integration- why are NJTransit and PATH being annoying not using the OMNY standard. It looks like there might be a possibility that the two systems can be made compatible but it's still really annoying to not have regional fare integration. Also any thoughts on adding overrun sidings to terminal stations? They allow trains to approach the platform much faster which helps to increase capacity. It also provides a good starting point for line extensions to be built off
There is one low priority project that could be looked at, and that is reconstruction of the area west of the Broadway-Lafayette Street station under Houston Street along the IND 6th Avenue line (B-D-F-M), and install a new crossover switch between SB tracks B1 and B2. This would allow SB 6th Avenue trains to be rerouted in different scenarios in the event of any service delays or disruptions should they occur. There is already such a crossover switch on NB tracks B2 and B4 west of Broadway-Lafayette Street, which was previously installed, most likely when that section of the IND opened in January 1936. The Chrystie Street connection, while it was being built, a crossover switch between tracks B1 and B2 was removed to allow the ramping connection for B2 and B4 to go up and over towards the new Grand Street station. Thus, there have been occasions when SB B and D trains have to be to be sent down via the SB local track A1 on the 8th Avenue line, switch over to the 6th Avenue line south of West 4th Street to be on SB track B1. However, B and D trains can not go back on their normal route on track B2 and the Manhattan Bridge to go into Brooklyn because of the no switch situation west of Broadway-Lafayette Street. They sometimes have to continue on to Brooklyn via the F Smith-Culver route, or be turned back at 2nd Avenue-Houston Street on tracks B5 and / or B6. That idea would fix that flaw as it has been since the 1960s. And so it goes...
This wouldn’t be necessary, since such a need is very low. Structurally it is also impossible to re add the southbound switch. Besides, we have rerouted D trains over the Culver Line and F trains over the Manhattan Bridge during service diversions and no one was complaining. In fact, what should be done is remove the northbound double crossover west of Broadway-Lafayette Street, which is also infrequently used, even during service diversions. This would further simplify the track layout and improve reliability.
@@LtRainoffical That would be a cool idea, though my ideas have been different. In my version, it would start at JFK Airport and operate north on Sutphin Blvd to Jamaica. From there it would shift to Main Street to Flushing, north of which it would then shift via Linden Place, 20th Avenue, and College Point Blvd and cross into the Bronx. It would the continue north on Soundview Avenue and White Plains Road to the Pelham Parkway station on the 2 train. This would act as a crosstown route between the two boroughs. I do actually have this route as a light metro route, physically separate from the NYC Subway but within the same fare control as them. Since it is entirely automated, this would save on operating costs from day one. Since then, that one route has evolved into a network of automated light metro lines that could supplement the NYC subway system, taking people across the outer boroughs (whereas the NYC Subway takes people to/from Manhattan and Downtown Brooklyn).
@@TheRailLeaguer Another short term project that the MTA should do is stop consolidating on WPR and Pelham such as replacing Prospect and Intervale Ave with a new station at 163rd Street and from there relocate the Jackson Avenue Station to 156th Street and as for Pelham I'd advocate closing down Cypress, 143rd, Longwood, Whitlock, Elder, St Lawrence, Zergea Ave, and Middletown Road replacing some of those elevated stations with busier intersections so what are your thoughts on this
@@TheRailLeaguer I know this sounds obscure/off topic but Is it possible to build 6 track replacement subways that would parallel or run under direct the els like In Southeast Brooklyn as well as replacing entire elevated lines throughout the bourougs where only necessary in the long run.
Pink Houses Baby, Me and my girl always talked about having the C go to Linden BLVD instead of Euclid, just to get on the B13 at Pitkin or B14 at Sutter....Cant build a train station on top of the yard at Linden Plaza, all the the MTA needs to do is make Linden BLVD like the L train station at Rockaway Parkway
I would call these low publicity projects rather than low priority ones.... low priority equates to low importance, and whilst there are certain actually low importance improvements that can be done to slightly improve the running of trains (such as better raincoats for conductor uniforms were in 2007, really helped improve their mood, which in turn made the service more customer friendly.), these are a different class of little tweak projects.
When it comes to serving linden plaza, I have a proposal to extend the 4 (Roger’s deinterlined) to Howard Beach JFK via gateway center, the 4 would also run via Flatlands Av, which would be able to better service the area
That’s not a bad idea plus make it express on Eastern Pkwy after Franklyn Ave and you’re all set. Plus that would connect with the deinterlined C and the AirTran.
2:20 I think AC should be express on CPW, BD should be local and extend platforms at 50th street to express tracks so A and C can stop there. No new switches should be needed
That’s what I was thinking too, though in all honesty, I wouldn’t have any trains stopping at that upper level at 50th Street. Local service can be adequately served on the lower level, and the 1 train is about a block away.
The 1/9 trains to Redhook Brooklyn. The 6 Pelham line to co op city. The 8 Thrid Ave Elevated line back to south Bronx Tremont Webster Boston road Bronx and Batincal gardens Frordam plaza and Gun Hill Rd. Right after leaving 140 street they could definitely dig under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry. Chances in the south Bronx Clearmount Tremont Webster Boston road Bronx rebuild the brand new Thrid Avenue Elevated line in the south Bronx in the future. Never rebuild another elevated line in Manhattan again. There's is no excuses to dig under ground on Thrid Avenue because they don't have no trains under ground on Thrid Avenue just like the second Ave subway line. You definitely see that they definitely had to dig under ground on second Ave. However they are definitely gonna wind up rebuilding the Thrid Avenue Elevated line back in the Bronx Clearmount Tremont Webster Boston road Bronx and then under ground I'm telling you.
They’re timers added to signals on grades or curves that enforce a speed limit. If a train runs through a certain distance too quickly, they’re tripped by the timers and forced to stop. There’s a posted speed limit sign prior to entering a GT section (GT-30 for example). This means that the train must go 30 mph or less through this block for the timer to count down completely and clear the signal to green (and the trip arm will go down). You’ll see them as either one-shot (red and lunar lights-look at the Crescent St curve on the J), or two-shot (yellow+S that turns green if cleared-look at the Williamsburg Br approaching Essex St). Their names dictate how many chances or “shots” a motorman has to clear the signal. Contrary to popular belief, for 2-shot signals, the yellow+s signal turning to green *isn’t* the signal that is being cleared, but the signal beyond it is the one being controlled by the timer. This is why on a long string of 2-shots you sometimes see a train go fast and not clear the yellow+s and it remains with that aspect, not clearing to green; this is the first “shot” that wasn’t cleared properly, so the train has one more shot to clear with a correct speed. Hope that helps!
What about the curve into simpson? I feel like that ones even slower than tremont. And can we just get rid of intervale ave? Its literally 15 seconds from simpson
@@samuelitooooo They should give us the promised 10 minute headways for the Atlantic Shuttle. Everytime I take it, its a paltry half hour wait for the next train. Embarassing. I agree on reopening Woodhaven. The line used to have tons of stops before the Fulton Elevated and then Fulton Subway was built. They should at least close the huge gap between ENY Station and Jamaica.
That's what the governor Cathy hucko wants to extend the N W trains to LaGuardia airport in the first place. The 11 trains could be extended to 14 street Hudson yards and 20 college point whitestone Queens elevated while the 7 Flushing line being extended to Bayside Queens.
Where did you get your population figures and distances for Linden Plaza? The number of people living in the 2020 census blocks within 1/2 mile of the proposed station is 28,763. If you use Google Map's measurement tool, you will see that straight line distance from Linden Blv to the Grant Ave station is approximately 2700 feet or a bit over 1/2 mile walking distance. This means that of the 28,763 people, about 17,943 live in census blocks that are within 1/2 mile of an existing subway station. This means the station would provide walk-to-subway access to only 8,081 new residents. Of the 8K people gaining subway access, they currently live an average distance of 0.701 and median distance of 0.712 miles to an existing subway station. The lower average distance than the median means there are few, if any outliers that live a long distance from an existing subway station.
I used this. statisticalatlas.com/county-subdivision/New-York/Kings-County/Brooklyn/Population I counted Tracts 120800, 121400, 12200, coming out to about 17000. It was more of a back of the napkin estimate than anything else, which is why this video is called "Low Priority Projects that the NYC Subway Should Do", not "High Priority Projects that the NYC Subway Should Do." This project is one of those nice to haves, but I rather get other things done.
@@jointransitassociation Thanks for the explanation. I'm hard of hearing, so I had the closed caption option on, when I ran the video. The closed caption had the figure living in/near Linden Plaza at 177,000. That's why I posed the question; 177K seemed quite excessive. I re-ran the video, the audio did state 17K. The analysis of the number of new walk-to-subway accesses provided still holds. It's only 8K people. The worker count usually runs between 30 and 40% of the resident total. (That's comparing the census population and census LEHD RAC files for the same census block). So, the number of probable users for the Linden Plaza station would be much less than the 17K.
If the new Linden Plaza station was constructed, then maybe there will be finally evidence uncovered that the mysterious 76th Street station, located not far from Pitkin Yard, either exists or does not exist at all,.
Like Thrid Avenue Elevated line. Use the 10 trains between Gun hill road Clearmount Webster Boston road Bronx Tremont. After leaving 139 street. They could definitely dig under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry or Queens plaza connecting to the 7 N W 11 trains while the Red circle 🔴 8 between Wakefield and New Lots Avenue Brooklyn. The T/Q trains is definitely being booked to East Harlem and west side 125 street to connect to the 1 Broadway line. They minds well better rebuild the Brand New Thrid Avenue Elevated line so the 10 trains could definitely work on the frumer 8 Thrid Ave Elevated line and making the same exact stops in the south Bronx between Gun hill road and Batincal gardens Frordam plaza and Battery park place or south Ferry or Queens plaza connecting to the 7 N W 11 trains
The A will never not go express between 145 & 59 there are too many people that rely on that service, although I do wish the A/C would be more frequent in those areas.
If you wish the A/C to be more frequent, making the A local is the way to do it. And as I laid out in a previous video, the way to do it is to revert the 1998 changes, end the A at 168th and extend the B to Inwood. This way, you limit opposition to riders south of 125th.
No. The C A lines runs together on eighth Avenue. The B trains definitely needs to run on the weekends between Harlem 145 street and Brighton Beach ⛱️🏖️ helping out the Q trains. If they are doing track maintenances on some weekends the B trains could be the last stop second Ave Manhattan. On some weekends if they are doing nessisary track work between prospect Park Brooklyn and Coney Island and Brighton Beach. The B trains could definitely be the last stop 145 street and second Ave Manhattan.
Exstend the N W trains to LaGuardia airport. The C trains could definitely be extended to Lafayette street in Queens 👑. Sence the A C lines running good together. The T trains could definitely replace the furmer 8 Thrid Ave Elevated line making the same exact stops up to Gun hill road Clearmount Webster Boston road Bronx Tremont Ave Elevated. The 7 Flushing line could definitely be extended to Bayside Queens. The 11 trains could definitely be extended to 20 college point whitestone Queens elevated while the 7 Flushing line be extended to Bayside and 14 street Hudson yards.
The 6 Pelham line definitely needs to be extended to co op city. The 8 Thrid Ave Elevated line in the Boggie down south Bronx Tremont Webster Boston road Bronx. UNDER ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry.
Exstend the 6 Pelham line to co op city mall. The 1/9 trains could definitely be extended to Redhook Brooklyn and 156 street Broadway Riverdale Ave Elevated Bronx. The 8 Thrid Ave Elevated line would definitely work to help out the 2 5 trains and the BX 15 BX 41 buses. Eventually they are definitely gonna rebuild the brand new Thrid Avenue Elevated line in the south Bronx again I'm telling you.
I've been thinking about this yesterday. Maybe the JFK AirTrain should be extended over the Van Wyck+ Whitestone Bridge and run as an outer-borough "superexpress", only stopping at Flushing and Jamaica before continuing to JFK. (Buses can fill in for local service.)
@@samuelitooooo in my fantasy map, I had the train run in a tunnel directly connecting clason point in The Bronx with College Point Queens because Robert Moses made sure trains could NOT run on the Whitestone bridge so a new ROW would have to be built anyway. Additionally, The Bronx side of the Whitestone Bridge wouldnt serve anyone because there is a golf course and cemetary there while Clason Point has buildings.
@@samuelitooooo For the western portion of my proposed Northern Blvd Subway it would serve a different market rather than going to Flushing it travels along the Whitestone Expwy serving College Point, Whitestone Queens, and Throgs Neck Bronx in the long run giving riders a one seat ride between Western Queens and the Eastern Bronx in the long term.
Add the 10 trains to replace the furmer 8 Thrid Ave Elevated line making the same exact stops between Gun hill road Clearmount Tremont Webster Boston road Bronx and Batincal gardens Frordam plaza and under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry.
Bring back the brand new iRT Thrid Avenue Elevated line back in the Boggie down south Bronx Tremont Webster Boston road Bronx only. Have them to dig under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry. All the subway lines runs under ground. So there's is no excuses they can not dig under ground on Thrid Avenue because they could definitely dig under ground on Thrid Avenue. Chances in the south Bronx rebuilding the brand new Thrid Avenue Elevated line only in the south Bronx. Never rebuild another elevated line in Manhattan again on Thrid Avenue.
They are definitely working on that aswell. Finishing up the second Ave between 96 and East Harlem 125 and west side across 125 and 137 street to connect to the 1 Broadway line. Eventually they are definitely gonna rebuild the brand new Thrid Avenue Elevated line back in the south Bronx I'm telling you. Never rebuild another elevated line in the again on Thrid Avenue.
@@justinbak12 No, I was going by the Vanshnookenraggen - Uday Schultz Deinterlining Plan. In the plan, the 1998 changes will be reverted, A trains are local and run to 168th St. B trains run express and run to 207th St. That is where I got it from. Instead of pointing fingers, and claiming things that aren't true, maybe ask me what I am proposing? Especially when you clearly know I am shifting around train routes.
@@justinbak12 Now that I think of it, I should have explained what I meant in the beginning. I apologize for my mistake and I'll do better in the future.
Hot take but maybe NYC transit should repair the aging infrastructure they have and give the transportation grants back to the gov to let cities like Chicago and Boston build out their infrastructure.
Too bad every expansion project already in the works & proposed by enthusiasts is canceled thanks to #CongestionKathy Without Congestion Pricing ain't none of this happening
I have a suggestion. Make a Brand New Subway map of everything in the New York City subway you want to edit
I second that motion
A fantasy MTA video would be so fun to watch. Shit would probably be like over an hour long though.
Here here
@@arnavsrikanth I'd still watch it
@@EdwardM-t8p oh 100% me too. Would just be a lot of work for him to put together.
Every station interchange or stations that see major ridership should be ADA accessible. There should also be fare integration across Metro North, LIRR, NJ Transit and the subway
OMNY is supposed to work on all MTA services… at some future point.
I honestly would like to see the LIRR and MNR city terminal fares match the subway fare. At least off-peak.
I want a part 2 of this where you talk about the big stuff that are top priority.
I like all these ideas. I'm glad you keep saying how frequency is important.
0:02 How about THIS as a project: create a massive custodial/janitorial force dedicated to keeping the stations as clean as possible! This crew could also perform light maintenance tasks such as changing burned-out lights and/or replacing lost tiles on the station walls.
I like this.
@@jointransitassociation Thank you very much!
Budget cuts. We did once have that cleaning force, a long time ago. Only returning because of new trains and renovations. As for maintenance, the union will not allow 'broadbanding', the performance of tasks outside the parameters of the Civil Service explanation of duties. You clean, you don't fix. Someone else is feeding their family changing light bulbs.
Maybe if the pricing was distance/zone based like nearly every other metro system in the civilized world, they’d have the additional revenue to pay for it. Or if they didn’t spend $700 million for the congestion toll crap only to suspend it indefinitely a few weeks before implementation. One can dream though.
@@qwerty112311 And all those moronic “zones” will greatly discourage ridership….
It still amazes me how so many popular and populated areas don’t have subway access. Kings Plaza is a big mall that is only accessible by bus. And without even looking at statistics, I’m sure that it gets way more visits than the Rockaways, which has the A line, S shuttle, and bus access.
Tbf all the transit is rockaway is ASS
Had they ever built the Utica Ave line it might have gone to that area. That line would have came from Manhattan using middle tracks at Second Avenue on F train, which currently goes into a wall, via a tunnel to Brooklyn with the first stop being at South 4th Street & Driggs Avenue. The line would have had connections at Broadway on the G line, Utica on the A,C, both of which were designed for it if you look at them closely, and I think Utica on the. In the case of the G line connection, Robert Moses put a highway in the way so that''a problem
@@israelrodriguez2167 The 2 and 5 should have covered this because Flatbush Ave is a local stop by design that substitutes as a terminal because they stopped building.
I think that the C to Linden Plaza is a good project. Like you said in the video where you ride all the IND trains, the C right now is kind of just a filler local line for the A, and extending it would give it more of a purpose.
Agreed, but turning the A into a local from 59th-145th is such a non-starter.
@@vamosmaryland That is true, but it is a lot better because now you don’t have to merge one express and one local onto a single track at Columbus Circle and have high risks of delays. Plus, there is a lot of cross platform transfers for people who want the B and D express services.
I do know that the A is a long line and has default express service for that reason, but at the same time we don’t want to screw up other lines in the process of it.
@@vamosmaryland It doesn't need to be this way. Revert the 1998 changes, end the A at 168th St, and extend B trains to 207th St. B trains would need to run 24/7, but since the B train is going on Sea Beach, it already has to run 24/7. With this change, Inwood and Concourse riders would therefore have a one seat express ride to Midtown, and you limit the opposition to riders south of 125th St.
@@jointransitassociation This would fix the horrible headways that the B has, + the new express service on CPW and 6th Avenue (Manhattan) and 4th Avenue (Brooklyn)
The infill station on pitkin yard seems interesting
Worked Linden Yard. What are you going to do with the three blocks of buildings past the yard? The yard maybe under Linden Towers, but the rest of the neighborhood is not that safe(we asked for 'taxis, trains to pick us from Euclid after a couple of employees got mugged)
@@JoseNunez-hh1yryeah the pink houses the cypress hills projects and the plazas and the side blocks get shambolic at times unfortunately. Then you have the hole 🕳️ right there as well.
Run a line along Blake Ave to the mall @ So. Conduit. You would only have to tunnel 2 blocks, as Blake drops off into "The Hole" after that.
The city plans to raze and raise the land mass, so the stations could be built before they backfill. There are service tracks that that curve towards Blake right behind the wall. The terminus station could be at ground level, elimination of ada compliant applications. This would serve the new mall, proposed housing development as well as Lindenwood, City Line and the northwestern edge of Howard Beach.
@@paulmckinney6163 when I lived in lindenwood it was a 25 minute walk for me to each grant Ave if I didn’t wanna walk 8 blocks to the Q21/41 to then get to rockaway Blvd (A). If I partied late at night and didn’t wanna pay for a cab I had to walk from grant Ave towards lindenwood/howard beach
There was no 24/7 service on the Q21/41 buses. There still isn’t I believe.
Another low-priority project is to build tail tracks at all of the IRT terminals int he Bronx, like Van Cortlandt Park (1), Woodlawn (4), Wakefield (2), and Pelham Bay Park (6). These are all stub-end terminals. They can extend these tracks past their terminals and extra two or three blocks and it would alleviate all the back-ups that happen during rush hour. It's a major problem when trains are stuck one, two or even three stops before the terminal due to that station being full. It would be a very easy extension for the 4 and 6 lines as they end between a park and a cemetery (Woodlawn), or a park and a highway (Pelham Bay). Wakefield is a little trickier as it's near the Bronx/Westchester Border. The only downside is that Van Cortlandt, Woodlawn and Pelham Bay Park are all stub-end stations and would need to be completely rebuilt to allow tracks to pass through. They can also do the same at Ditmars Blvd (N,W) and Lefferts Blvd (A), but NIMBYism will most likely make those project non-starters.
As for the E Tremont Av Realignment, the problem is that it's not just a parking lot and tire shop you're demolishing. The parking lot is a major commercial plaza with a large supermarket, and right along the new ROW is the Bronx River Arts Center that would also need to be demolished. Also, you have the Bronx River running in between those two stations. So there is alot more going on than what you see on Google Maps. Ironically, they had a chance to realign the tracks from the original platforms to the former NY, Westchester & Boston RR platforms (with a little modification). However, the MTA sold the ROW between E 180 St station and Tremont Avenue years ago and it's built out.
I can see an infill station at Pitkin Yard would benefit a lot of people. However making the A local in CPW is a non-starter for people living north of 145th Street.
This was an interesting video.
Maybe, but it would actually be beneficial to shorten the middle track and install a double crossover just south of the station. This should alleviate some congestion and allow for more train service to turn around there.
As for the East Tremont realignment, those buildings you mention can be replaced, but it can still be done.
I live on the UWS and one thing that wouldn't cost much but that would help a lot would be making a 2/3 stop at the 103rd St B/C station. This would be cheap and feasible as the 2/3 run under 104th street headed towards Central Park, and their tracks run directly underneath the north end of the B/C station.
To be brutally honest with you I feel like a 103rd Street Station is impossible and pointless. Like you would have to completely rebuilt the infrastructure at the 2/3 tunnel for a new station with will take up millions of dollars and cause delays and disruptions in service. And the 103rd Street station on the Central Park West B/C trains isn’t even that crowded in fact it’s the least used station out of all the Central Park west line ranking 289/423 according the Wikipedia, it just slow down service on the 2/3. No hard feelings or disrespect intended dude, but a 103rd street infill station on the 2/3 is an overrated proposal based off of an heavily outdated service planning design.
i've always found it crazy how few trains the astoria line runs compared to the flushing line at queensboro plaza. switching at that station from the 7 to the NW so i can skip the remaining stops in queens and wait for the 456 closer to harlem seems very tantalizing, but often works against me when i attempt it, simply because service just isn't that frequent or good, and it always stuns me to literally perceive the difference in service between those lines
Another one: Digging a pedestrian tunnel between Atlantic Ave/Barclays center and connect with the C at Lafayette and the G at Fulton St. You'd be making the G connect to 9+ lines with one simple tunnel, and make it infinitely more useful for getting between Brooklyn and Queens.
I think the ideal thing (and much more expensive thing) would be to get rid of the Fulton St and Lafayette St stops and create a new stop at Ashland Pl which just becomes part of the greater Atlantic Ave stop. either way, moving walkways would be really nice too.
This is not needed since the ridership and transfer potential is too low and the transfers would be too long. This was looked at in 2014 and was rejected for the same reasons.
Instead what should be done is extending the Franklin Avenue Shuttle to the Bedford-Nostrand Avenue station on the G route, which has much more ridership and transfer potential than an overly too long passageway.
@@TheRailLeaguer
How are we gonna connect to the G with the Franklin Avenue Shuttle since that would require making a really sharp curve also If it were to be placed in a tunnel this requires knocking out a few buildings which would delay or even kill the project also I'm hoping that the platforms on the Shuttle would get extended to fit five car trains even if demand doesn't call for it since it would be easier taking a few ten car trains from Coney Island and reconfiguring them into five car sets as for lengthing platforms this would be tricky especially if the platforms were to be lengthened to fit ten car trains
Why the MTA never looked into building a new C Train Station at Linden Blvd though the Pitkin Yard is a head scratcher for me.
Too many poors live there for them to care
Tremont got that weird curve that caps services
I believe that goes back to the original IRT design of 1905 or so. That curved section only existed to provide yard access; passenger service continued a few blocks north to Bronx Zoo. In 1917, the curve became the mainline to White Plains Road and the Zoo station lingered as a stub service for several decades.
The infill station on Pitkin yard seems interesting.I think that the C to Linden Plaza is a good project. Like you said in the video where you ride all the IND trains, the C right now is kind of just a filler local line for the A, and extending it would give it more of a purpose. Every station interchange or stations that see major ridership should be ADA accessible. There should also be fare integration across Metro North, LIRR, NJ Transit and the subway. Extend the L train west along 14th Street to 10th/11th Avenue.
astoria line should be extened to at least la guadia airport and maybe souhern bronx ans another branch to various places in queens what place do you think would make go sotheastern queens ends.
In regards to that 5 av trunk, I think that the path 6 av line should be re-routed there.
You mention that fumigation is unique to New York but I've also seen it happen here in Boston on the MBTA. Drivers have to check all the train cars before a train goes out of service.
Many networks do this when taking a train out of service, but not when turning the train around.
Mta needs to see this
In the Bronx there can be a train lines that connect grand concourse - 149th street - to hunts point - to the NORTH Bronx.
also, alone Willis avenue - webster avenue TO GUN HILL - then straight to Baychester Avenue OR co-op city.
I suggest adding a second level above Myrtle Ave for M trains, so Queens bound M trains don't have to cross Manhattan bound J/Z trains. Also, when IBX gets built, some stations like Flatbush Av-Brooklyn College and Broadway Junction (at least the elevated portion) should move closer to their IBX counterparts.
You also need passengers…who don’t pull the cord panicking while in the relay, who won’t attack the Train Operator switching positions end to end out of frustration in being in the relay (or make false accusations) or call 911 claiming to have been ‘kidnapped’ and have New York Finest waiting on the platform getting out of the relay. Russia & Japan passengers don’t have Jacoby & Myers on speed dial unlike NYC. Good Plan B though.
Remove the insane ppl fly em to Mexico
Hear! Hear! THAT's the reason the winos have to be chased off the train before it goes into the hole.
@@guyfaux3978 not just alkis with the $5 vodka bottles who are guilty of that.
In London we have staff at platforms that go through the train and shut the doors in the cars they do this at Barking with 9tph terminating there and 12tph passing through on the same track...
@@ahuman9143 Forest Hills, 179th St-Hilside, has them too..though NYC is a different animal.
bro you are actually an expert, this is a very impressive video
Yes! I would love to see a large project part two please!
Great vid, please do part 2!
Two completely random ideas:
1) Connect IND Fulton to the Montague Street tubes (and move the museum to a different location - WTC? Bowery?)
2) Connect Broadway Local to BMT Second Avenue
As someone who is periodically in the area of Linden Plaza, I definitely like the idea of extending the C train to the Pitkin Yard. They can continue the unfinished construction of the 76th street station and branch off south from there to avoid interlining. Even if it were the 3 being extended, that’s still okay for me. Here’s a smaller idea that constantly gets ignored. Why not simply build a one story stairway, elevator or escalator at the Livonia Avenue (L) ave and the Junius Street (3) intersection at the end of the footbridge? If you look up while walking on that footbridge, you’ll see that this is all that’s needed to connect to the 3 train platform. If they made a seamless connection at the 62nd street and New Utrecht Avenue intersection on the D and N lines, why can’t it be done here?
I don't understand what you're trying to say, to be honest. From the looks of it, it does seem that the L train overpass is at a similar height to the Manhattan-bound 3 platform at Junius St, so that looks like an easy build. The problem afterwards is building the connection to the New Lots Ave-bound platform, and that's not as straightforward because of the non-revenue track that splits off right after that platform.
@@samuelitooooo The L line passes under the 3 line. There is an existing footbridge that runs for one block from Van Sinderen Avenue to Junius street. At the end of the footbridge, you can see how very close it is to the New Lots bound Junius Street platform on the 3. Some walkway can be constructed to cross over to the Harlem 148 street side. The split of the tracks over there won’t affect anything as that is a non electric trackway that runs into a yard.
That connection is actually on a list of MTA projects related to ADA access. There's an abandoned mezzanine on the south end of Junius St and thats where the connection would be.
Problem is MTA doesn’t care about ops/frequency, only shiny new projects
Very interesting and right on the money
I really like all of these ideas. I would also add:
1) Make a faster curve for Manhattan-bound M trains entering Myrtle-Wyckoff. Make the track shift over to the abandoned center track so that it can begin a gentler curve earlier, and therefore take it faster.
2) Very similar to the C to Linden, there's a similar situation on the 3 bot too far away. Both of these projects should be combined with BRT street design on Linden Blvd itself so crosstown buses get the wide and fast boulevard instead of the slower New Lots Ave.
I was about to add in the 3 to Linden Blvd, but then realized it is also talked about constantly. In fact, the MTA looked at a version of this in its 20 Years Needs Assessment.
For the Broadway line, the Marcy Avenue station needs to be rebuilt into a center platform arrangement; since the center track has been rendered “useless”….
@@jointransitassociation it can be vice versa. The 3 can run on Linden Blvd or beyond into Howard Beach, while the C goes to Gateway Mall by turning on Euclid Avenue and switching onto Fountain Avenue and terminating at Seaview & Erskine Street.
@@CraigFThompson and even though at Myrtle Avenue where the J and M are at grade, the center track can still be used over there during rush hour between Myrtle and Broadway Junction. In the MTA’s 20 year assessment plan, the trackway remnants of the Fulton Street El should be put back to use.
@7:30 Youll actually be running through the Bronx River Arts Center and one of the most serene areas of the Bronx River greenway if you realigned at Tremont the way you are proposing. Given how this borough already has a severe lack of cultural amenities (and even basic ones) and is continually loosing the few we have. It would be an extremely tough sell to the community espcially for only a few extra minutes off the commute.
The Bronx River Arts Center is untouched by this as it sits far to the east. And you aren’t losing any greenway space as you are shifting an elevated.
And it is not just speed, it is also maintenance. Sharp curves equals more damages on wheels and the track itself. Straightening it will lower costs on maintaining those tracks and train cars.
Speaking of the R train I think that Bay Ridge 95th St should be expanded as a 4 track 2 island platform terminal (the same way as 179th st) so it can handle more trains, especially because the existing station already has provisions for that.
Agreed and that would have more trains to allow R trains to go to Staten Island as well.
@@Reformperson idk abt that, but I do agree it's time for it to get expanded. Plus the R train needs the storage space.
@@harrykatsos yeah or you can deinterline and extend the D there which would send the R on the West End Line.
Extend the L train west along 14th Street to 10th/11th Avenue, with a service connecting track at 8th Ave to the A/C/E line. Add additional cross track connectors between 6th Ave and Union Square and also one east of 1st Avenue station to allow for service to continue if a train is disabled in a station.
Great Video, a video going deeper on fumigation reform would be great
I like all those ideas that came into play, what the MTA should do is create a flyover to have M trains use the upper level of Myrtle. The next thing is the C extension to Linden Blvd as that would give it a branch of its own.
I would also advise the A and C to be express on CPW for this to work so that they don’t have to switch tracks and interfere with E Trains. This would increase the A and C Frequency close to around 30tph or even 36tph if the merges are timed correctly or removed. You can even add the R on Fulton so that the C can go to Lefferts and the A to the Rockaways. The northern terminus for the A stays the same while the C is send to Norwood.
For the B and D they would go local on CPW and I had the B take over service to Bay Ridge 95th St so that during rush hours riders get a one seat ride to the Bronx and the D runs on Sea Beach under this plan. With the D on sea Beach I had the J take over West End service to Coney Island and speaking of the J it’s stations should be expanded to handle 10 cars and the stations after Broadway Junction be torn and rebuilt along Jamaica Ave so that it has a straighter track to Jamaica Center. The J can only run 12tph thanks to the Willamsburg Bridge. Upgrades to the bridge needs to be done to increase the Bridges capacity to at least 30tph so that both the J and M run 15tph.
The next low priority project that should have been discussed and what the MTA should have thought off is to widen Flushing Main St and add tail tracks to turn the trains around so that trains go on to the correct tracks to begin service.
Great work!
I would like to see the sea beach express reactivated as part of the N and have the W do the local stops.
I agree. They can make 8th Ave, New Utrecht, and Kings Highway (Or Bay Parkway) express stops. To make this work have switches installed immediately after 8th Ave (Coney island bound side) and before 8th Ave (Manhattan Bound) from the express tracks. Have switches on both ends of the remaining express stops and we have a robust Express service in South Brooklyn.
The cost will be more expensive because they had the brainiac idea of de-energizing the Coney Island Bound Express Track north of Kings Highway. Now they will have t rehabilitate and re-energize that track.
The only problem with this is the W will have absolutely no where to go once it reaches Coney Island, but this just means they will need to get more efficient at turning trains for the N. Stop holding them for 11-15 minutes in Coney Island!
Make the B run on weekends. South Brooklyn desperately needs express service on the weekends! The Q is a slog.
Make the skip Ave I, Bay Parkway, Ave N, and Ave P ( 18th Ave to Kings Highway Express). Right now, CBTC work forces them to skip these stops on coney island bound trains and it is a godsend. Otherwise, the is still way too long and defeats the entire purpose Culver built the line. It was supposed to be the fastest route to Manhattan from South Brooklyn. Rehab Bergen Lower Level so F/G Passengers have a chance on getting on an .
Have the Z be a permanent line and terminate at Broad St. Have the J run to Bayridge - 95th to help the R in dire need.
I love your idea for the C. They can do that or extend it to Lefferts to get rid of that version of the A.
For the between 18th and Kings Hwy, that would not be beneficial for passengers south of Church Avenue since those between Church Avenue and Kings Hwy (who are more dependent on the Culver Line) would have much longer waits. It’s also worth nothing that south of Kings Hwy, there are other viable and faster express alternatives to the F train within a 10-15 minute walk.
Extending the J/Z via the Montague Street Tunnel would make R train service even more unpredictable. At this point, you’re just better off increasing service on the R route itself (and even extending the W route as well). Hell you could go as far as installing two new switches south of 36th Street and swap the D and R routes south of there. With the R now based out of Coney Island Yard with the new routing, R train service would be rerouted back to Astoria (with the N to 96th instead), improving reliability, increasing service, and keeping the J/Z terminating at Broad Street.
As for the C route, having service extended to Lefferts Blvd would create more confusion and decrease service reliability for Queens customers due to adding yet another set of merges. There’s a reason why service was cut back in 1992 and I have proposed tying the Broadway Line with the Fulton Street Line local tracks instead.
@@TheRailLeaguer
Here are some of the low priority projects that should come into play, create a flyover to have M trains use the upper level. The next thing is the C extension to Linden Blvd as that would give it a branch of its own.
I would also advise the A and C to be express on CPW for this to work so that they don't have to switch tracks and interfere with E trains. This would increase the A and C frequency close to around 30tph or even 36tph if the merges are timed correctly or removed. You can even add the R on Fulton so that the C can go to Lefferts Blvd and the A to the Rockaways. The northern terminus for the A stays while the C is sent to Norwood.
For the B and D they would go local on CPW and I had the B take over service to Bay Ridge 95th St so that during rush hour riders get a one seat ride to the Bronx and with the D on Sea Beach I had the J take over West End service to Coney Island and speaking of the J it's stations should be expanded to handle 10 cars and the stations after Broadway Junction be torn down and rebuilt along Jamaica Ave so that it has a straighter track to Jamaica Center. Upgrades on the Williamsburg bridge needs to be done to increase capacity to at least 30tph so that both the J and M can handle 15tph each.
The next low priority project that should have been discussed and what the MTA should have thought of is to Widen Flushing Main Street and add tail tracks to turn the trains around so that trains go on the correct tracks to begin service.
They should extend the 4 train to kings plaza and a f express train. Similar to the 7 in queens, the f can have a rush hour early service in the morning 6:30-10:30 and evening 4:30-8:30
Definitely interested in a part 2 wwhere you talk about those big projects
The problem with NYC( as with most other cities in America with public transit networks) is that they're mainly focusing on getting people into Manhattan because the entire city revolves around its business district. Virtually all the subway lines feed into Manhattan, with the exception of the G and the shuttles. So, what if someone wants to go from Queens to the Bronx, and they don't have car, then they have to take a slow bus instead of a fast subway. Therefore, I propose 2 new Queens to Bronx subway lines. The first one would run from Jamaica Center Parsons/Archer with connections to the E,J and Z trains making stops along Main Street, crossing the East River into the Bronx and terminating at Pelham Bay Park on the 6. This line would alleviate congestion on the Q20A, Q20B and Q44-SBS, while also providing service to areas which are transit deserts and connecting up with existing lines. The second line I would propose would start at Rockaway Blvd on the A running via Woodhaven Blvd, and terminating at 149th-Grand Concourse on the 2, 4 and 5 trains. This would relieve congestion on the Woodhaven Blvd buses, while providing service to underserved neighborhoods in that area. I also support your suggestion to split the 7 into 2 branches.
Make a 3rd (or even a 4th) track on the Nostrand Ave line between Franklin ave and Flatbush ave!! For express service!
It takes longer to get from flatbush to franklin than from franklin to midtown manhattan
At this point, it’s highly impossible, but instead, two new switches at Rogers Junction and you can have all 2 and 3 train service go there, with the 4 and 5 going to Utica and New Lots. Nostrand would see double and more consistent service.
Great video! I would love to see a part 2
I wouldn't call these projects "low priority" but they definitely count as low hanging fruit
Also fare integration- why are NJTransit and PATH being annoying not using the OMNY standard. It looks like there might be a possibility that the two systems can be made compatible but it's still really annoying to not have regional fare integration.
Also any thoughts on adding overrun sidings to terminal stations? They allow trains to approach the platform much faster which helps to increase capacity. It also provides a good starting point for line extensions to be built off
Hello JTA, I was wondering: What are your thoughts on an extension of the 1 to 262nd Street to better serve Riverdale?
Mostly good idea. Keep up the good work!
An eastchester road stop on 6 train in the yard would also be pretty awesome… future interchange with metro north penn station access
The Pelham 6 line is definitely gonna be extended to co op city mall barto Bronx I'm telling you.
I have a suggestion: new york city subway stations should have platform screen doors
i would love to part 2
A station on top of the yard? And what about linden plaza?
There is one low priority project that could be looked at, and that is reconstruction of the area west of the Broadway-Lafayette Street station under Houston Street along the IND 6th Avenue line (B-D-F-M), and install a new crossover switch between SB tracks B1 and B2.
This would allow SB 6th Avenue trains to be rerouted in different scenarios in the event of any service delays or disruptions should they occur.
There is already such a crossover switch on NB tracks B2 and B4 west of Broadway-Lafayette Street, which was previously installed, most likely when that section of the IND opened in January 1936.
The Chrystie Street connection, while it was being built, a crossover switch between tracks B1 and B2 was removed to allow the ramping connection for B2 and B4 to go up and over towards the new Grand Street station.
Thus, there have been occasions when SB B and D trains have to be to be sent down via the SB local track A1 on the 8th Avenue line, switch over to the 6th Avenue line south of West 4th Street to be on SB track B1.
However, B and D trains can not go back on their normal route on track B2 and the Manhattan Bridge to go into Brooklyn because of the no switch situation west of Broadway-Lafayette Street. They sometimes have to continue on to Brooklyn via the F Smith-Culver route, or be turned back at 2nd Avenue-Houston Street on tracks B5 and / or B6.
That idea would fix that flaw as it has been since the 1960s. And so it goes...
This wouldn’t be necessary, since such a need is very low. Structurally it is also impossible to re add the southbound switch. Besides, we have rerouted D trains over the Culver Line and F trains over the Manhattan Bridge during service diversions and no one was complaining.
In fact, what should be done is remove the northbound double crossover west of Broadway-Lafayette Street, which is also infrequently used, even during service diversions. This would further simplify the track layout and improve reliability.
@@TheRailLeaguer
Another low priority project that the MTA should do is building a subway line that connects Eastern Queens to the Eastern Bronx.
@@LtRainoffical That would be a cool idea, though my ideas have been different. In my version, it would start at JFK Airport and operate north on Sutphin Blvd to Jamaica. From there it would shift to Main Street to Flushing, north of which it would then shift via Linden Place, 20th Avenue, and College Point Blvd and cross into the Bronx. It would the continue north on Soundview Avenue and White Plains Road to the Pelham Parkway station on the 2 train. This would act as a crosstown route between the two boroughs. I do actually have this route as a light metro route, physically separate from the NYC Subway but within the same fare control as them. Since it is entirely automated, this would save on operating costs from day one.
Since then, that one route has evolved into a network of automated light metro lines that could supplement the NYC subway system, taking people across the outer boroughs (whereas the NYC Subway takes people to/from Manhattan and Downtown Brooklyn).
@@TheRailLeaguer
Another short term project that the MTA should do is stop consolidating on WPR and Pelham such as replacing Prospect and Intervale Ave with a new station at 163rd Street and from there relocate the Jackson Avenue Station to 156th Street and as for Pelham I'd advocate closing down Cypress, 143rd, Longwood, Whitlock, Elder, St Lawrence, Zergea Ave, and Middletown Road replacing some of those elevated stations with busier intersections so what are your thoughts on this
@@TheRailLeaguer
I know this sounds obscure/off topic but Is it possible to build 6 track replacement subways that would parallel or run under direct the els like In Southeast Brooklyn as well as replacing entire elevated lines throughout the bourougs where only necessary in the long run.
Pink Houses Baby, Me and my girl always talked about having the C go to Linden BLVD instead of Euclid, just to get on
the B13 at Pitkin or B14 at Sutter....Cant build a train station on top of the yard at Linden Plaza, all the the MTA needs to do is make Linden BLVD like the L train station at Rockaway Parkway
I would call these low publicity projects rather than low priority ones....
low priority equates to low importance, and whilst there are certain actually low importance improvements that can be done to slightly improve the running of trains (such as better raincoats for conductor uniforms were in 2007, really helped improve their mood, which in turn made the service more customer friendly.), these are a different class of little tweak projects.
They also need to figure out a way of extending one of the subway lines (N/W line by 3 miles, or the 7 line by 2 miles), to La Guardia Airport.
I agree with a N/W to LGA. I also believe it is a high priority project, and this video is about the low priority projects.
What about Hillside Subway From/To Nassau County From 179th F
When it comes to serving linden plaza, I have a proposal to extend the 4 (Roger’s deinterlined) to Howard Beach JFK via gateway center, the 4 would also run via Flatlands Av, which would be able to better service the area
That’s not a bad idea plus make it express on Eastern Pkwy after Franklyn Ave and you’re all set. Plus that would connect with the deinterlined C and the AirTran.
2:20 I think AC should be express on CPW, BD should be local and extend platforms at 50th street to express tracks so A and C can stop there. No new switches should be needed
That’s what I was thinking too, though in all honesty, I wouldn’t have any trains stopping at that upper level at 50th Street. Local service can be adequately served on the lower level, and the 1 train is about a block away.
Can you include 1 train to Yonkers in part 2
The 1/9 trains to Redhook Brooklyn. The 6 Pelham line to co op city. The 8 Thrid Ave Elevated line back to south Bronx Tremont Webster Boston road Bronx and Batincal gardens Frordam plaza and Gun Hill Rd. Right after leaving 140 street they could definitely dig under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry. Chances in the south Bronx Clearmount Tremont Webster Boston road Bronx rebuild the brand new Thrid Avenue Elevated line in the south Bronx in the future. Never rebuild another elevated line in Manhattan again. There's is no excuses to dig under ground on Thrid Avenue because they don't have no trains under ground on Thrid Avenue just like the second Ave subway line. You definitely see that they definitely had to dig under ground on second Ave. However they are definitely gonna wind up rebuilding the Thrid Avenue Elevated line back in the Bronx Clearmount Tremont Webster Boston road Bronx and then under ground I'm telling you.
We want a part 2 video
Not even a mention of straightening the J train S curves😊 at Williamsburg bridge plaza and Crescent St.
That is more of a mid to high priority project for me.
Trains that are double ended move faster into the relays at Euclid, Continental 168, and 179.
I feel that the tracks split before BJ then end at Atlantic Av
3:35: Grade timers?
They’re timers added to signals on grades or curves that enforce a speed limit. If a train runs through a certain distance too quickly, they’re tripped by the timers and forced to stop. There’s a posted speed limit sign prior to entering a GT section (GT-30 for example). This means that the train must go 30 mph or less through this block for the timer to count down completely and clear the signal to green (and the trip arm will go down).
You’ll see them as either one-shot (red and lunar lights-look at the Crescent St curve on the J), or two-shot (yellow+S that turns green if cleared-look at the Williamsburg Br approaching Essex St). Their names dictate how many chances or “shots” a motorman has to clear the signal. Contrary to popular belief, for 2-shot signals, the yellow+s signal turning to green *isn’t* the signal that is being cleared, but the signal beyond it is the one being controlled by the timer. This is why on a long string of 2-shots you sometimes see a train go fast and not clear the yellow+s and it remains with that aspect, not clearing to green; this is the first “shot” that wasn’t cleared properly, so the train has one more shot to clear with a correct speed.
Hope that helps!
nice vid alawys informative!❤
I want the big stuff for part 2, pls…
What about the curve into simpson? I feel like that ones even slower than tremont. And can we just get rid of intervale ave? Its literally 15 seconds from simpson
LIRR Brooklyn shuttle should be a part of the Subway
Underground Woodhaven Junction station should be reopenned.
I believe that’s only two tracks. If it were 4 tracks, then sure.
All Brooklyn Shuttle trains should run to Far Rockaway or Long Beach at all times.
@@samuelitooooo They should give us the promised 10 minute headways for the Atlantic Shuttle. Everytime I take it, its a paltry half hour wait for the next train. Embarassing.
I agree on reopening Woodhaven. The line used to have tons of stops before the Fulton Elevated and then Fulton Subway was built. They should at least close the huge gap between ENY Station and Jamaica.
The entrance is fixed is extremely track at the end of the platform solved.but better yet extend the N to LGA
That's what the governor Cathy hucko wants to extend the N W trains to LaGuardia airport in the first place. The 11 trains could be extended to 14 street Hudson yards and 20 college point whitestone Queens elevated while the 7 Flushing line being extended to Bayside Queens.
Fumigation only needs to happen when the car is going to the yard instead of turning around
These would be a win for local politicians who champion these projects.
Where did you get your population figures and distances for Linden Plaza? The number of people living in the 2020 census blocks within 1/2 mile of the proposed station is 28,763. If you use Google Map's measurement tool, you will see that straight line distance from Linden Blv to the Grant Ave station is approximately 2700 feet or a bit over 1/2 mile walking distance. This means that of the 28,763 people, about 17,943 live in census blocks that are within 1/2 mile of an existing subway station. This means the station would provide walk-to-subway access to only 8,081 new residents. Of the 8K people gaining subway access, they currently live an average distance of 0.701 and median distance of 0.712 miles to an existing subway station. The lower average distance than the median means there are few, if any outliers that live a long distance from an existing subway station.
I used this.
statisticalatlas.com/county-subdivision/New-York/Kings-County/Brooklyn/Population
I counted Tracts 120800, 121400, 12200, coming out to about 17000. It was more of a back of the napkin estimate than anything else, which is why this video is called "Low Priority Projects that the NYC Subway Should Do", not "High Priority Projects that the NYC Subway Should Do." This project is one of those nice to haves, but I rather get other things done.
@@jointransitassociation Thanks for the explanation. I'm hard of hearing, so I had the closed caption option on, when I ran the video. The closed caption had the figure living in/near Linden Plaza at 177,000. That's why I posed the question; 177K seemed quite excessive. I re-ran the video, the audio did state 17K.
The analysis of the number of new walk-to-subway accesses provided still holds. It's only 8K people. The worker count usually runs between 30 and 40% of the resident total. (That's comparing the census population and census LEHD RAC files for the same census block). So, the number of probable users for the Linden Plaza station would be much less than the 17K.
If the new Linden Plaza station was constructed, then maybe there will be finally evidence uncovered that the mysterious 76th Street station, located not far from Pitkin Yard, either exists or does not exist at all,.
Speeding up the Bronx express is big to me. I think it's the slowest express train in the Bronx, probably the whole system
Like Thrid Avenue Elevated line. Use the 10 trains between Gun hill road Clearmount Webster Boston road Bronx Tremont. After leaving 139 street. They could definitely dig under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry or Queens plaza connecting to the 7 N W 11 trains while the Red circle 🔴 8 between Wakefield and New Lots Avenue Brooklyn. The T/Q trains is definitely being booked to East Harlem and west side 125 street to connect to the 1 Broadway line. They minds well better rebuild the Brand New Thrid Avenue Elevated line so the 10 trains could definitely work on the frumer 8 Thrid Ave Elevated line and making the same exact stops in the south Bronx between Gun hill road and Batincal gardens Frordam plaza and Battery park place or south Ferry or Queens plaza connecting to the 7 N W 11 trains
The A will never not go express between 145 & 59 there are too many people that rely on that service, although I do wish the A/C would be more frequent in those areas.
If you wish the A/C to be more frequent, making the A local is the way to do it.
And as I laid out in a previous video, the way to do it is to revert the 1998 changes, end the A at 168th and extend the B to Inwood. This way, you limit opposition to riders south of 125th.
@@jointransitassociation oooo interesting, never thought of extending the B… do you think they’ll ever extend the C over the bridge?
No. The C A lines runs together on eighth Avenue. The B trains definitely needs to run on the weekends between Harlem 145 street and Brighton Beach ⛱️🏖️ helping out the Q trains. If they are doing track maintenances on some weekends the B trains could be the last stop second Ave Manhattan. On some weekends if they are doing nessisary track work between prospect Park Brooklyn and Coney Island and Brighton Beach. The B trains could definitely be the last stop 145 street and second Ave Manhattan.
part 2 please
Exstend the N W trains to LaGuardia airport. The C trains could definitely be extended to Lafayette street in Queens 👑. Sence the A C lines running good together. The T trains could definitely replace the furmer 8 Thrid Ave Elevated line making the same exact stops up to Gun hill road Clearmount Webster Boston road Bronx Tremont Ave Elevated. The 7 Flushing line could definitely be extended to Bayside Queens. The 11 trains could definitely be extended to 20 college point whitestone Queens elevated while the 7 Flushing line be extended to Bayside and 14 street Hudson yards.
The 6 Pelham line definitely needs to be extended to co op city. The 8 Thrid Ave Elevated line in the Boggie down south Bronx Tremont Webster Boston road Bronx. UNDER ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry.
Ever noticed how the 1 and 6 lines manage to run frequent service with cars that aren’t CBTC compliant?
They don’t share tracks with other lines, even though they are the local services on key four-track trunk lines.
Exstend the 6 Pelham line to co op city mall. The 1/9 trains could definitely be extended to Redhook Brooklyn and 156 street Broadway Riverdale Ave Elevated Bronx. The 8 Thrid Ave Elevated line would definitely work to help out the 2 5 trains and the BX 15 BX 41 buses. Eventually they are definitely gonna rebuild the brand new Thrid Avenue Elevated line in the south Bronx again I'm telling you.
I want a train line that connects East Bronx with East Queens.
I've been thinking about this yesterday. Maybe the JFK AirTrain should be extended over the Van Wyck+ Whitestone Bridge and run as an outer-borough "superexpress", only stopping at Flushing and Jamaica before continuing to JFK. (Buses can fill in for local service.)
@@samuelitooooo in my fantasy map, I had the train run in a tunnel directly connecting clason point in The Bronx with College Point Queens because Robert Moses made sure trains could NOT run on the Whitestone bridge so a new ROW would have to be built anyway. Additionally, The Bronx side of the Whitestone Bridge wouldnt serve anyone because there is a golf course and cemetary there while Clason Point has buildings.
@@samuelitooooo
For the western portion of my proposed Northern Blvd Subway it would serve a different market rather than going to Flushing it travels along the Whitestone Expwy serving College Point, Whitestone Queens, and Throgs Neck Bronx in the long run giving riders a one seat ride between Western Queens and the Eastern Bronx in the long term.
@@JSythe
I had that same thought as well.
@@CR1Creative I made a youtube short on my channel of this train line.
I Wish The 6 Went To Bay Plaza
MTA should extend the E train down to Sutphin and Rockaway Blvd.
F train should be extended to Springfield Blvd Station.
Or maybe running Astoria Express daytime + Ditmars reconfigure
i wish you worked as head of MTA
I have a question how did you add new subway routes with using a google map.
Add the 10 trains to replace the furmer 8 Thrid Ave Elevated line making the same exact stops between Gun hill road Clearmount Tremont Webster Boston road Bronx and Batincal gardens Frordam plaza and under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry.
Also bring back the Putnam railroad Hudson lines right along side the trailer to Brewster North.
You ate here.
have the A and C run CPW exp instead.
Bring back the brand new iRT Thrid Avenue Elevated line back in the Boggie down south Bronx Tremont Webster Boston road Bronx only. Have them to dig under ground on Thrid Avenue to Battery park place or chatmam Square or south Ferry. All the subway lines runs under ground. So there's is no excuses they can not dig under ground on Thrid Avenue because they could definitely dig under ground on Thrid Avenue. Chances in the south Bronx rebuilding the brand new Thrid Avenue Elevated line only in the south Bronx. Never rebuild another elevated line in Manhattan again on Thrid Avenue.
I wish the MTA subway extended more lines
They are definitely working on that aswell. Finishing up the second Ave between 96 and East Harlem 125 and west side across 125 and 137 street to connect to the 1 Broadway line. Eventually they are definitely gonna rebuild the brand new Thrid Avenue Elevated line back in the south Bronx I'm telling you. Never rebuild another elevated line in the again on Thrid Avenue.
Nah A train needs to be express on Central Park West bc it carries a lot of passengers to from midtown to 175th - GWB.
Take the B. In fact, Inwood riders prefer 6th Ave over 8th Ave.
@@jointransitassociation B doesn't go to 175th. You've clearly never commuted through there.
@@justinbak12 No, I was going by the Vanshnookenraggen - Uday Schultz Deinterlining Plan. In the plan, the 1998 changes will be reverted, A trains are local and run to 168th St. B trains run express and run to 207th St. That is where I got it from.
Instead of pointing fingers, and claiming things that aren't true, maybe ask me what I am proposing? Especially when you clearly know I am shifting around train routes.
@@justinbak12 Now that I think of it, I should have explained what I meant in the beginning. I apologize for my mistake and I'll do better in the future.
Hot take but maybe NYC transit should repair the aging infrastructure they have and give the transportation grants back to the gov to let cities like Chicago and Boston build out their infrastructure.
No need to extend to the Pink Houses. Let the criminals walk to the nearest station.
You joking, right?
Cool
MTA needs to fixed Flatbush Ave. it has to one of the worst terminals ever build
PATH and Grand Central connection...
Part 2
Too bad every expansion project already in the works & proposed by enthusiasts is canceled thanks to #CongestionKathy
Without Congestion Pricing ain't none of this happening
If it's low priority, it ain't happening
Just bring back the Rockaway Line. forget Queensway.
Hi TTA
We need (De)Congestion Pricing 😫🙏
Why? We need congestion pricing. Stop against it.
@@durece100 why are you agreeing with bro so aggressively 💀
@@cheef825 Americans need to stop using personal vehicles to drive to New York. Use public transportation or stay in your own state.
@@durece100 no shit Sherlock. That's exactly what the guy you're responding to said lmao
@@cheef825 Use your proper sentence.