125 St Crosstown Subway - A Better Phase 3 For SAS?
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- Опубліковано 21 бер 2022
- The Second Avenue Subway, one of the most notorious subway projects in the New York City area, not for how many people it will help and serve, but for how long it has been under construction has one major flaw, a lack of capacity. Therefore, I don't think that Phases 3 and 4 should be constructed under the current plans. In this video, I talk about my plans for a better Phase 3, which just might serve more people, and a greater purpose.
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No you shall NOT reroute the M60 from Amsterdam, it stops right outside my house now and I love that for myself 😂
LMFAO
It stopped right outside my building as well when I was younger, yet I still proposed the idea. WALK AROUND THE CORNER. 🤣
@@MysticTransit they were joking. You didn’t have to be an asshole
@@metro-sn .
@@metro-sn ?
ua-cam.com/video/gQfGgHfQgv0/v-deo.html
As an occasional operator on the M60, a busway along 125th will solve a lot of our headaches. We already have to deal with the mentally unstable so this'll help our trips a little
I'm glad you agree with the busway idea, and I thank you for continuing to operate our buses, despite some lines running through undesirable areas.
(Mainly the East Side of 125 St)
I know you!!!!
@@MysticTransitEven though I'm not much of a bus enthusiast, I totally agree with a bus way along 125th street, as opposed to building a subway along (actually, under) it; too few people know about that nasty fault line....
I've always felt that the SAS is already so expensive that adding a bit to price in order to quad track it would have surely been worth it...
Pipe dreams
I think they're trying to compensate for this by making the stops father apart than on the other lines in Manhattan. Since it can't run expresss it'll run less stops to run faster. Not defending this idea, just trying to understand their rationale
@@statenislander4399 I agree that the SAS will have spacing more like the BART in California where BART functions more of a hybrid between regional rail and mass transit.
Honestly, not having express tracks are not the end of the world considering that most mass transit systems around the world do not have express service. Besides, SAS is a standalone line at the moment with no interlining. It should not have the capacity problems of say the Broadway line or Central Park West line due to interlining..
We could quad track it now and have the express trains run under the local or on the sides
@@bellairefondren7389 Having the express run to the side of the locals isn’t that great. Its weird every time I see a video about the Chicago L and how the Red line (local) in that city run inside/between the Purple line (peak direction express)
Having the express running below the locals is also bad since people will need to move levels at every express station to get onto the express train.
Interesting ideas! You're right about 125 Street. I'm always scared to enter Lex-125 street station. There is always a funky smell and there is always police there.
go to 116, its worse
imo, 125/116 are of equal, horrible quality.
When you consider the fact that MOST of New York City has the same or similar "funky smell", the subways shouldn't be all THAT bad....
I'm with you on this one, 125st is Overcrowded, the crosstown subway on 125 would definitely help more then phase 4, I do think they should do phase 3 to Houston st and if anything phase 4 should be uptown to the bronx via 3rd av to Fordham plaza
I also think Phase 3 should be done, but not in its current form. We need to rethink the design of Phase 3. Once we start thinking about quad-tracking it, we will be good to go.
@@MysticTransit yes that's another thing this two track design smh
FORGET 125TH STREET; head on into the Bronx instead!
This is the solution which should have been considered when building out the SAS. Making that crosstown xould have even added a boon to future concepts like an IBX or TriRX secondary service that went immediately left (west) from Randall's and joined the other crosstown service giving more trains and routes into Queens and Brooklyn to folks living in Harlem.
If only that damn fault line didn't exist....
I LOVE this plan!! It will relieve so much crowding on the buses via 125th St
I very much approve of 125th Street becoming a (well I would say) transitway. This is because I suspect somewhere off in the future, many of these big cities are going to be forced to bring back the streetcar, trolley, tram, light rail or whatever one wants to call it. Public transit systems are already heading towards all electric fleets for ecological reasons. Double decker buses won't be coming back to city streets because of clearances and ADA reasons. New technology is allowing for double articulation. But let's be real. Articulated buses, simply because of their length, contribute to the very traffic problems that they are intended to resolve. But the main reason why I support the transitway concept is because 125 has a geological fault line. A subway there would probably not be a good idea, as it would have to be deep enough to go under the Lexington complex, and don't forget the under the surface water condition along Lenox Avenue that forced the complete rebuilding of that invert back in the '90s. Also, I would probably not take the M60 down to 96 street for a connection to the #2 and 3 lines as it already has that at Lenox and 125th.
The water table cause a lot of delays on the rehab. Remember the single tracking during the weekends on the line with 2 train Redbirds
U,mm 125st never had an earthquake
Tbh, I totally forgot about the (2/3) connection at 96 St 🤣. That might be unnecessary lol. I do get what you mean about the complications of running a Subway Line under 125 St.
Despite this, I still feel like it would be a good idea to continue the Second Avenue Line to St. Nicholas Avenue. It would improve transit connections for so many people, and would speed up commute times.
125 St Crosstown Transit would still be majorly improved though, should only a busway be implemented.
@@alexthemtaandr211weatherfa2
Yes it does. Barely noticeable ones but they do happen around Manhattan Valley where the far west end of 125th street is and other places in NYC that has fault lines running through them. It is possible that NYC can suffer damage from them. Not a lot but a few broken windows and car alarms blaring could be caused by it.
Who bought down these extra Elevated lines down?
Extended it downtown is absolutely necessary to decrease crowding on the Lexington Avenue line. And for your information, crowding is not only limited to above 59th Street. But their are many people using it south of 42nd Street.
Besides, the 125th Street crosstown become even more redundant since today's "Q" ends back on the Westside anyway.
So with a downtown T line, it could effectively serve 125th Street. But I rather see an extended Bronx service.
I would have the 2nd Avenue subway extended to the Grand Concourse subway in the Bronx underneath the Harlem River as it would be a modern counterpart to the number 8 subway line which ended in 1973 and was essentially a part of the 3rd Avenue El and was also called the Cental Bronx El.
@@luislaplume8261 connecting to the concourse line does nothing for the people on third avenue, or areas that doesn't have subway service. It just moves passengers who already using the system to a new line.
An even better idea is to completely CLOSE GRAND CONCOURSE and build a 3rd Avenue Subway with both the "D" and "Q"/"T". Than the operation is spread out better giving passengers more balanced and favorable option.
So now with the "D" on 3rd Avenue they have the option of choosing the Q/T for 2nd Avenue or the #4 for Jerome Avenue and Lexington Avenue.
On the Q/T transfers to the #2/5 and 6 lines all having stations on third avenue.
We also need a bus route from Astoria to the South Bronx. The Q44 bus starts at West Farms Road and goes over the Whitestone Bridge. So what's the worry about another Bronx Bus going in Queens? A short route would start for example at Yankee Stadium or by 149th St and Grand Concourse for example, and end right over the Triboro (RFK) Bridge under the N train where a huge street with many lanes are there.
I am very impressed by your in depth knowledge of the NYC transit system, and appreciate your suggestions for improvement. Great job. Thanks 🙏
Except for ignoring that massive fault line along 125th street....
Interesting video. Good job. I was wondering if you would make a video about a Docklands Light Railway type rail service but for the outerboroughs, and your thoughts on it.
While I don't think NYC needs a Light Metro system, I do think we need regular Light Rail/Trams, and that is actually the topic of my next video.
As much as I like these proposals running a select bus between Fordham and South Ferry is long as hell especially for the person that would have to drive the route. I would reroute the Bx15 to serve LaGuardia rather than deleting it
I do agree with the idea of extending the 2nd ave subway across Harlem following 125th street but I am still for extending down to lower Manhattan. Right now the IRT Lexington ave line is the only north south line to run the full length of Manhattan's Eastside, (the Westside has the Broadway IRT and the Central Park West IND). Right now there is a big gap north to south between the 72nd street stop on the present 2nd ave line and the Canal street "J" station, but I agree that it has to be at least a triple track line. But of course money is an issue.
I’m fully in agreeable with a crosstown line along 125th Street, along with the proposed changes to the actual street itself.
However there are a few concerns I had with the buses:
With the combination of the M100 and M35, I actually had this idea in my mind two years ago, but unfortunately when I proposed it on the forums, too many people criticized it for being a nonsense proposal. I also see the elimination of the Bx15 or M125 as somewhat of an issue since it leaves a block or two of 125th Street as well as the waterfront without bus service. Therefore what should be done is have the M100 terminate at 125TH/Amsterdam as proposed, and instead, combine the proposed M125 with the M35 to form a full crosstown M125 bus routes from the Waterfront to Randall’s Island. The M60 would also remain unchanged, aside from the small reroute. Meanwhile the Bx15 would terminate at 125TH Street/Second Avenue for a transfer to the M15 bus.
As for the subway, I have had some ideas for a new design. My proposal would keep the design from the Second Avenue Subway with the porcelain tiles, but with a twist: on certain rows, particularly the row with the station name on it, the tile color would be that of the trunk line or lines of the route that serves it, somewhat akin to the design of Jamaica-179th Street. For example: if a station is served by the N train, then that station would see a row of tiles colored Yellow, with the station name in black. Stations serving routes from two or more trunk lines would be colored with one trunk line color on the top and one trunk line color below it, alternating at each column. The tile with the station name would have the background be colored in the “dominating” trunk line and the text colored in the other trunk line color. For example, if a station is served by 6th Avenue and 8th Avenue trains, one tile would have a blue color on top with the orange color on the bottom, and the tile next to it would alternate. For the tile with the station name, the background would be blue and the station name is orange.
Now I do think we need a mezzanine to keep up with the high ridership, though using my experiences riding the subway and looking at the design of the Phase 1 stops, I’ve had an epiphany. As I keep looking at these designs, what I was seeing was not an overbuilt station, but rather a potential new source of revenue. Essentially, retail. My proposal would be to make a large mezzanine similar to the Phase 1 stations, but incorporate a number of storefronts over there to add new retail like convenience stores, bakery, etc. Think TurnStyle at 59th Street-Columbus Circle, or the Fulton Center, or the experience in Korea’s subway system. Essentially, I want to take that, and apply it to the mezzanines inside fare control to improve passenger amenities and generate new revenue to recoup some of the construction costs. Think about it. Imagine entering the subway system, heading down to the mezzanine, grabbing something to eat from one of the storefronts for the train ride to your destination before you board your train. Who wouldn’t want to do that?
Having stores in mezzanines is extremely common in Asian mass transit systems. I know that the Hong Kong MTR has convenience stores in almost every station.
Yes it would be an issue for the Waterfront not having bus service, but in my experience, barely anyone boards the bus that far West. Everyone starts boarding at Broadway & Amsterdam Avenues. I think the removal of the M125/Bx15 can still work, but I'm not fully against having the M125 running crosstown 125 St service, and taking over the M35 route.
For the Bx15 Elimination/Incorporation into the M15, it might encourage more people to take the bus into the Bronx, relieving congestion off of the Lexington Avenue Line. It would also provide great redundancy, should something happen with the Lexington Line. The extension of the M15 would also bring SBS+ service to the current Bx15 routing, which will help speed up service along the whole of the corridor.
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I wouldn't mind that type of design tbh.
Also, I didn't say that I didn't want a mezzanine. Obviously, that is useful for stations that might be prone to overcrowding. What I don't want though, are the 1-2 block long mezzanines, as they make the cost of the project skyrocket. If the long mezzanines had storefronts as you mentioned though (like 59 St on CPW/7th), it would be fine. Not only would the MTA be making money from renting out the storefront slots, riders would be able to purchase food/drinks and other items while waiting for their train.
@@MysticTransit For the Bx15 and M15 combination, I do understand the intention, though given the lengthy reliability issues on these routes, I’m not sure if combining them is a good idea. On the other hand, it does somewhat remind me of the overnight bus replacement service they operated when the entire subway system was closed, in which they overlaid a few routes with the 99 route number to replace subway service between boroughs. I do think the Bx15 and M15 combo route could be a great overnight route that could be an overlay on top of the existing M15 and Bx15 overnight service. That way, it would provide some overnight redundancy you mention. This could also be perfect for some long term service diversions (such as a full shutdown?)
The idea for the station design and the mezzanine was something that just popped into my head a short while back, especially after one of my recent trips where I saw a churro lady on the mezzanine selling food, and they only took cash. This got me thinking “maybe they should officially sell this out of a in-station storefront for passing commuters”.
Also I took some inspiration from Asian systems (who are honestly way ahead of us).
Not allowed to eat in the Subway at this time.
@@Vryheid But we can definitely change it. Turnstyle at 59th Street is an indication to never say never.
Proposals can also be made by the Port Authority of NY and NJ to extend their Path Lines and Bus lines further into NYC.
I don't know why express service for the 2nd Ave is a possibility because they way it was designed and engineered the MTA deliberately done this to cut-down on costs overruns
For the Q to 125th and Broadway, make it pull a GTA 4 and have it under the 1, and for relay tracks have it like 137th and have them on the side between St. Nic and Broadway.
Hopefully the mta sees this, these are great ideas
I always thought a 125th crosstown was the obvious choice for extending the 2nd Ave line. And build it in such a way that it would be possible to extend it to Jersey connecting to a HBLR extension (and have a bus terminal there too, obviously).
But then, I'm looking at all this from an ocean away and probably thinking way too outside the box.
This much better than the m60 or m125. The Q on 125 would make it easier for me to get to school
What is the program you used at 1:55?
I agree with having along 125 Street a bus way only to cut down on traffic. But I do feel that the Second Ave as planned many years ago, should come to the Bronx to at least to 3rd Ave & 149 Street to make up the loss of the 3rd Ave el.
Good point. But maybe having it surface @ 122-123 St, go across the river on a bridge, and resurrect the 3AvL to Gun Hill LL, complete with non-rev track connection.
I also [OT] like the idea of re-connecting the Nassau St.Loop to the Manhattan Bridge lines for contingencies / emergencies / fantrips.
Been saying that. Use the funds of going to 125st and go to the Bronx with connections 6 at 3ave and going to the yards with a connection to 2/4/5 at Grand Concourse. That will be much cheaper
@@RedArrow73 yes. Also take over the right of way of MN 🤔
@@RedArrow73 Or just have the whole thing underground entirely. It would be unfeasible to have an elevated through much of Manhattan and the Bronx since 3rd Avenue is a bit narrow.
@@TheRailLeaguer Watch the Steelo channel. Films of how it was back then. 3AV was run w/ 2 tracks to Gun Hill Rd.
Precast concrete structure can let even more daylight through.
The original 2nd avenue line was supposed to be a four-track line going all the way down to Hanover square with Express and local services. A project that should have been done about 85 years ago and then it was supposed to go up into the Bronx and replace the elevated 3rd avenue line to gun Hill Road. If it's going to be a two-track line the entire route then they might as well not build it.
I would love for the line to connect to the 1 train crosstown. It would make getting to upper manhattan easier
1:50 how do you make the maps?
Good idea!!! Yess the extend 2nd Avenue subway to 8th av A,B,C,D lines. I wish the 2nd Avenue subway it did had express service 3 to 4 tracks bc it’s hella busy during rush hour especially 72st is busiest station. MTA officials wasn’t thinking when they made that decision of 2 track. The M15 Select bus service should be extend to the Bronx to Yankee stadium only on games days while it runs to 3rd Avenue 149st at all times. While keep the local M15 its final stop at 125st that it have it today. The BX15 covers the south Bronx where the redeveloped area at.
Another interesting idea! Currently ppl in the 125 st crosstown have to either use the M60 SBS, Bx15, and sometimes the M100 and M101, but we all know here that busses are slow and often get delayed by traffic, definitely the Q extending to 125 st Broadway along the 125 st crosstown can improve so much service especially when you're someone wanting to go from like 81 st Musuem of Natural History to like 125 st on East Harlem. This will definitely benefit lots of service without having to wait for the 4 busses I mentioned earlier
Extended the Q T trains across 125 street to connect to the 1 line call it a day Let the 8 3rd Avenue Elevated line run in south Bronx between Gun hill road 138 street to connect to the 6 trains 149 street connecting to the 2 5 trains call it a day. Let the Pelham 6 line be extended to co op city mall barto Bronx you have to remember they are building four stations for metro North railroad in the Bronx. Leave the B D train s alone.
The 7 train should go into New Jersey or the C train can go into New Jersey along the GWB due to the bell mouth that was made in the 175t ST. Lay-Up yards. It can go along Route 4 in New Jersey all the way to Hackensack Mall or Garden State Plaza Mall.
The 7 Flushing lines can not go to New Jersey because it's not a railroad. Do you know if the,7 trains leaves new York city. The 7 would not be no longer a subway anymore. It will become a railroad.
@@leecornwell5632 It was proposed as a subway but the matching funds weren't there from the federal government. Also, the path train is classified as a commuter train and/or subway. Also, at one time, the Path Train was to connect with the Lexington Avenue Line called PathLex, but the proposal was scraped.
An idea might be to build a 125th St Crosstown Subway shuttle with a cross at the SAS for transfers. The SAS can go into the Bronx and the Interborough Express can connect to the 125th at a later date. Just a thought.
The Bronx doesn't need a new subway, it needs an improved bus network.
@@TMC_BCAnd just HOW will you "improve" a network with vehicles based on the private car?! Besides, buses actually waste money; at red lights an in traffic jams, the vehicle isn't moving, yet the driver's getting paid....
Furthermore, attempting to get people out of their cars using buses makes the same amount of sense as attempting to get a cigarette smoker to quit their habit by giving them a CIGAR!
Yes they do need a subway trains on Thrid Avenue are you kidding me? .
What website do you use to make the subway maps?
Brand New Subway.
I’m in favor of the Second Avenue Line or Q train going crosstown along 125th Street because having to take the D train from 155th and going into the Bronx just to get to the 4 at 161 just for to back into Manhattans Eastside feels a lot of work so some riders and the overcrowding at 161, we’re if this were to happen I can take D train to 125th and catch the Q train crosstown to the Eastside but having no express service along the Second Avenue line is kinda ehh. I also feel like if the Second Avenue Line were built early and not being delayed it could’ve been built at a track Subway but it’s took late to being saying that
@@the-renegade A Second Avenue Subway crosstown route would actually take riders off one bus route: the M101. This route travels from Fort George down Amsterdam to 125th Street, and then along 125th Street and 3rd/Lexington Avenues to the East Village. It used to go down to Lower Manhattan until 1996. With a Second Avenue Subway crosstown combined with a full length SAS, you can expect riders to switch from the M101 bus to the new subway at 125th/St Nicholas Avenue on the way downtown.
@@the-renegade You seem to be making the case FOR a crosstown along 125th Street since it will help people get downtown.
I really don’t see you complaining about crosstown subway service elsewhere.
@@the-renegade Son, you really need to open your eyes and listen to JeremiahC99. He really has some great plans that is based on demand and can help Subway service, specially his plans for new subway connections and deinterlining. You really need to stop being so arrogant and have some perspective.
@@renegademssdad8443 Let the 3 Train s reconnect to the Jerome Ave 4 line. Good enough they are definitely focusing extending the Q T trains across 125 street to connect to the Broadway 1 line.
Ngl they need to give this guy a job at the Mta, his ideas for routes are a lot better than what’s already here
Except, of course, for the very serious omission of the major fault line along 125th street....
I'm glad somebody FINALLY agrees with me in having the Q Train go crosstown to Manhattanville!!
However, I think a connection with the #1 Train is not impossible and I feel it's beneficial for these 2 reasons:
1) If you look at the connection in Queens with the E/F/M/R at Roosevelt Ave-Jackson Heights with the 7 train, I really don't see any big difference. You have to climb a Ski-Slope of stairs from underground with the E/F/R/M to go above ground to the elevated 7 train, and TRUST ME I have done it many times and it's no fun at all!! That's how I know you can connect the Q Train with the #1 at Broadway.
2) If you recall, the Penn Station Access is not only going to have the New Haven Line of the Metro North come into Penn Station, but the Hudson Line as well with a stop at 125th Street. So the Q Train can also connect to the Metro North Hudson Line as well as the #1 Train.
So I think it's best if the Second Avenue Line go cross-town all the way to Broadway and 125th Street.
There wouldn’t be space for tail tracks past Broadway, meaning that capacity on the line would be limited.
Storage tracks do not need to be west of Broadway. Locate two storage tracks between the Broadway and St Nicholas Avenue stations.
The Broadway station should be west of Broadway for convenient connection both the Seventh Avenue Line and the future MNR station.
Connecting four trunk lines on 125th street relieves both the Lex and the 42nd street shuttle.
@@SGS233 The tail tracks have to go beyond the terminal to allow for trains to enter a faster speeds required for 30+ trains per hour to turn over there. Also, theres a whole bunch of highlighted reasons for having no connection to the 1 train, with the Vanshnookenraggen site saying:
1.) The existing IND station at 125th Street-St Nicholas Avenue offers straphangers a choice of both uptown/downtown express and local services that afford one seat rides to some of the most outlying areas of The Bronx and Brooklyn via key stops in Manhattan. Most notably, 125th Street-St Nicholas Avenue is the last stop on the A train before it runs express for three miles to Columbus Circle, giving this specific section the distinction of having the longest distance between two express stations in the entire NYC subway system. By contrast, the IRT 125th Street-Broadway station only offers a single local service running north-south predominantly through the west sides of The Bronx and Manhattan; to switch to IRT Broadway express services or reach Brooklyn riders are forced to transfer further south on the line.
2.) Consolidating the IRT Lenox Avenue stations and IND St. Nicholas Avenue stations with two new Q stations is more straightforward because the existing stations are below street level, and therefore best suited to provide seamless free transfers within fare control between the various uptown/downtown/crosstown lines. At 125th Street-Broadway, where the fare control area is in a stationhouse 60 feet above-grade on a viaduct, it would be an engineering nightmare (if not prohibitively expensive) to consolidate an underground station with an elevated station and retain one single fare control area. Unless a concession was implemented, similar to the free out-of-system Metro Card transfer between the neighboring IRT 59th Street and IND 63rd Street stations on Lexington Avenue, riders would need to pay twice when switching between the two stations. That not only defeats the object of better integrating the system to provide quicker, convenient transfers, it moreover repeats the cardinal mistake of when subway lines were built as separate entities in the early 20th Century- a mistake mass transit in NYC is still living with the consequences of. Because the IRT Lenox Avenue line carrying the 2/3 trains already merges with the IRT Broadway-7th Avenue line carrying the 1 train just north of 96th Street, riders would still be able to connect to the 1 Train via a transfer at 125th Street-Lenox Avenue- albeit less directly, but still within fare control. It is also worth mentioning the journey to 96th Street would be slightly quicker because there are only two intermediate stops on the IRT Lenox Avenue between 96th and 125th Streets, as opposed to three stops on the IRT Broadway-7th Avenue line.
3.) A 125th Street-Broadway terminus station for the Q train would require tail tracks that could extend in only one direction towards the Hudson River, which is three blocks from 125th Street-Broadway. Building tail tracks through softer ground susceptible to water intrusion is likely not a good idea, especially since the famous 125th Street fault line runs directly below. Initially, this sounds like a ridiculous reason not to build an extension to 125th Street-Broadway, but shortly after it opened in 2015, the 7 Train station at 34th Street-Hudson Yards experienced problems with leaks. Some people theorized the leaks were caused by the station’s proximity to the Hudson River, not even two blocks to the west, and it should be highlighted the Hudson Yards station was carved in Manhattan Schist and not landfill or soft soils.
4.) Due to the topography of Manhattan Valley, the 125th Street-Broadway station is elevated as part of a viaduct. Any above grade subway extension west of Morningside Avenue- where 125th Street not only curves, but declines as it approaches the Broadway- would be impossible to build without destroying large sections of the street and possibly the surrounding buildings. The predictably high cost of such a course of action, not to mention likely community opposition and devastating impacts on surface traffic, basically render this plan a non-starter.
Another complication comes in the form of the Manhattan Valley viaduct being an NYC landmark.
Any modifications to the viaduct to incorporate a new station structure would mean the MTA engaging in a very expensive and time-consuming legal process with the Landmarks Preservation Commission.
Well, there are a lot of show stoppers for a connection 125-Bway.
Over run tracks are not one of them.
They do not have to be straight, can turn north, and a small yard could be built rather than two long tail tracks.
What also envision:
125-Lex is not just a two-track station, but has four tracks.
What?!?
One pair goes west toward St Nicholas Avenue.
The other pair turns north onto Madison Avenue. This is the THIRD AVENUE LINE. it has a stop at 135th, then heads to the Bronx. It has a transfer with the Jerome Avenue line, the Westchester Avenue line, possible also the Pelham line. It follows third Avenue.
The old el went to Gunhill Road and connected to the Westchester Avenue line there - but in the future this could be a connection to the Grand Concourse extension to Co-op City.
But I prefer that the 3rd Avenue line intersect with the 2/5 at East 180th street. From there, it continues alone Dyre Avenue to Gunhill Road, where it connects with the D to Co-op city.
The Q train would use the center tracks, have no connection to the IRT. There would be a transfer at E180th, and an across platform connection at Pelham Parkway on the Dyre Avenue line.
Thus, the T line goes crosstown, connecting with the A,B,C,D and the 2,3, and the Q goes to the Bronx.
Q and D terminates at Co-op City.
The W terminates at East 180th.
N and T terminate at St Nicholas Avenue.
WHAT?!? WHere did the N and W come from??
Remember I said there are two pairs of tracks at Harlem 125?
One pair goes down 2nd Avenue.
The other pair goes East to Randall/Wards islands. There is a Randall-Ward island station. This serves SIX destinations in the island - the Fire Academy, the MTA B&T A headquarters, the Hospital, the sewage treatment plant, the soccer stadium, and other parks and recreation/out door events.
The tracks continue south/east to Astoria, adding a stop at 21st to further serve Astoria. Then they connect to Ditmas Avenue.
This, the N/W Astoria Line gets extended to meet the 2nd and 3rd Avenue lines. It also provides redundancy to both lines for rerouting.
Ditmars can become a great hub:
A new MNR station can be built there, as well as a connection to the LGA AirTrain.
Connecticut residents can take MNR to this station, then either catch the AirTrain to LGA, or the N/W to jobs in downtown Queens, or connect to any number of lines on 125th.
Think about airport employees who live in the Bronx or upper Manhattan that now use the M60 bus (which is CROWDED with lots of people in airline uniforms who live in Harlem, Bronx, and Washington Heights…)
Anyway, that’s my vision for linking up the Bronx, Manhattan, and Queens better using the 2nd Ave line as a trunk.
@@SGS233 What are you talking about? Do you think what Vanshnookenraggen is saying is false?
The 125th Street Line would serve the (QB) train running from the BMT Broadway Line going up the BMT Second Avenue Line, until joining the IND Amsterdam Avenue Line. The (T) would run express into The Bronx, & Brooklyn.
If they build more stations, I would prefer the go back to using tiles since I like the older classic aesthetic. And since it's technically an IND line, they could make it match with the rest of the 1930s-era stations.
Mystic with the m train I have an idea MAKE IT A LOOP
You already know where I stand with this Mystical. The SAS should go straight to the Bronx via third avenue. We already have history to work from. It can even become elevated at around 120th Street to cut cost when crossing to the borough. It can be the new third avenue EL, since their is no real alternative in that area.
Wait! The m15 the life blood of 125th Street.
Continuing....
My proposal calls for making 125th Street Light Rail and Bus public transportation only. This will solve the issue with the #1 connection with a faction of the cost.
Whether the Light rail should be extended across the Triborough bridge into Astoria or even the Airport is debatable. But at least this plan looks more realistic when you factored in building a cross 125th Street subway. And the benefits is very limited when this same line will not travel along 2nd Avenue it entire route, but end up back to the Westside in a circular pattern.
Any connection between Manhattan and the Bronx would have to be underground since the provisions for a new crossing at 118th Street point underground. You’re also going to have a hard time squeezing a new elevated structure through much of the Bronx, so it should be going underground for much of the way.
Extending the line into the Bronx would create new riders. It would offer the Bronx the balance that had before the 3rd avenue line was torn down far west side #1, west side #4, #8? 3rd Avenue central west, #2 central, # 5 central east and #6 east.
The other real reason why I really like the Bronx extension is that it moves the transfer away from a very crowded 125th St. corridor to a less crowded corridor. So transferees have less trouble navigating these transfers.
And if it is done correctly, it doesn't have to cost a whole lot.
Besides, 2nd Avenue is wide enough to accommodate an EL across it. But the issue would be how it would cross the Harlem River. There are a lot of highway approaches in the area.
@@qolspony The answer for an el on Second Avenue and crossing the Harlem River is to not do it. Rather, it is okay to make the whole thing go underground the entire way. The original plans for a Second Avenue Subway also had an underground crossing so it would be desirable to use the original plan as much as possible between 125th and 149th Street.
However for a Bronx Line there should some modifications to avoid duplicative service. Here, the line would continue underground along 3rd Avenue to 163rd Street, and then along Boston Road to 169th Street. After that, the line would again continue underground along Crotona Avenue to Fordham Road, and then cross the Bronx Park to Allerton Avenue before continuing along Boston Road again to Dyre Avenue. This would replace the Dyre Avenue Line used by the 5 train and improve service.
The Bronx does not need a new subway, especially with how current commuting patterns appear using US Census Data. It needs Regional Rail to allow for reverse commuting into CT and Westchester, as well as a better bus system to connect destinations such as the Montefiore and Jacobi Medical Centers. Regional Rail along the MNRR Harlem Line will render a 3rd Avenue Subway useless, as Regional Rail trains would be able to run every 4 minutes, along with the cheaper cost of adding infill stations to a surface/open cut railroad, versus building a subway or elevated rail line.
@@TMC_BC I’m not too sure about it, considering that my Bronx subway extension proposal could make service more efficient, specially my planned Boston Road-Crotona Avenue line.
Extended the Q train to New Jersey from 125th Street. With congestion pricing being delayed, this is opportunity for the powers of the Governor’s of NJ & NY. To start building more ways to cross the Hudson River like the # 7 & the Q train. What will happen to the Lincoln & Holland Tunnel and the cars not planning on stopping in Manhattan but traveling to Queens and/or Brooklyn. Less traffic south of 60th St is always a great thing!!! The greed of congestion pricing before building an alternative way of crossing the Hudson River!!! Hochul & Murphy must increase crossings of the Hudson!!!!!!
The original M60 bus used to go straight across 125th Street to Broadway but for some reason they changed it to turn down Amsterdam avenue to 120th Street
When the present day M60 route was created, it terminated at West 125th Street & Lenox Avenue, not Broadway.
@@BrIaNMeRcY1022 I remember that. And then it went up Lenox Ave went across 126th Street and turned around at the Harlem State Office building on 7th avenue and came back to the airport. I rode the M60 bus that time when it was new.
I was speaking about it went down to Broadway and turned down before they rerouted down Amsterdam avenue. Which I meant it was part of the original extension past 7th Avenue.
I personally dislike the stations on 63st or Archer Avenue, I dont love the stations on 2nd Ave either, we could keep the mosaics, but simply make them smaller, get rid of the mezzanines, and maybe add some modest artwork on the platforms to give it some life, also definitely make them shorter.
As someone who traveled through Third Av in many occasions I support cutting the Bx15 to 3 Av-149 St but not getting rid of it completely as it would just crowd up the BX41 bus more
Theres alot of people who take The Bx-15 to point A to Point B . As soon as it gets changed. The people are going to complan as well the Bus Brivers. Nobody wants to be forced to change for another Bus. But the MTA Dose what they want to do .
@@MagicMike-rd8mz Not really, considering how long it takes. It’s also too redundant. Remember: when the Bx41 SBS went online in 2013, all 3rd Avenue bus service to Webster Avenue was eliminated, and not a lot of people complained (prior to that, every other bus went there). Done correctly, any other alterations to the Bx15 bus routing will not cause alot of issues either.
@Jeffrie Nunez Remember, I said get rid of the Bx15, and replace it with the M15. It would be the same service (actually faster), but now, it runs down 1/2 Avs to Lower Manhattan.
@@MysticTransit that would make the M15 too long. Unless you are also considering scaling it back. Because I’m assuming you want the M15 to run from Fordham Plaza to South Ferry.
It would be faster to send the M15 so it doesn’t have to run on 125 st.
@@MysticTransit The M15 already suffers from reliability issues on the current route, even with the SBS. The last thing you need is to make issues even worse by having it go to Gun Hill Road. The Bx15 and M15 should remain separate routes to avoid impacts on Bronx bus riders.
BX15 is the successor of both the 3ave El and Bx55 which replace the EL
WOW! 100% on the money! As soon as I saw that the 2nd ave line was routed to 125th st, I immediately thought that it should continue cross town to at least St. Nick. Its kind of a no brainer. B'way would be a stretch but if you really wanted to, you could use a long escalator. The 2 track 2nd ave set doesn't bother me because there are only a few stops on the line.
The Viaduct is a historical landmark and any modifications will have to deal with the landmarks commission.
@@TheRailLeaguer I thought the historical viaduct holds up the West Side Hiway and the train station on B'way was just an elevated train station.
@@principeperfecto6319 The whole viaduct is.
My plan for the extension to the Second Avenue Subway Via 125th Street would be to have the Q train terminate at Fredrick Douglass Boulevard at the 125th Street Station on the A, B, C and D train. And to give a fair balance between how many Boroughs the lines will go to, the future T train will continue north and join up with the Concourse Line into the Bronx where it will run local as well as a Weekday Express service in the peak direction similar to the 6 train, where it will terminate at most times to either Bedford Park Boulevard or Norwood - 205th Street. The weekday peak direction express service will skip stops that the D normally does during rush hours. The reason why it can’t be express both ways is because there is only one express track along the line. I also envision the T during Yankees or NYCFC games to run to 161st Street - Yankee Stadium on a special express or skip-stop service in Manhattan along the Second avenue line to Yankee Stadium, it cannot run express past 145th Street as 161st Street is a local stop that is skipped by express trains coming in either direction.
What app where you using in the video
Brand new subway
Really good idea however for Q train riders coming in from Brooklyn they would simply get out at Time Square 42nd Street or Atlantic avenue-barclays Center for 1,2,3,A,B,C & D trains trains. The reason for is that the 1,2,3,A,B,C & D trains take 15-20 minutes to reach Harlem from Times Square. M60 sbs terminates at 106th and Broadway walking distance of 103rd st 1 train and it connects to the 2 & 3 trains at 125th Street and Lenox Avenue you would hear this announcement being played on the 2 train. Dianne Thompson/Kathleen Campion ( New York City subway equivalent to train simulator world 2 German route announcer Ingo Ruff) saying this is 125th Street connection is available to the M60 Select Bus Service to LaGuardia Airport
The SAS will have a connection to the north tracks of the Manhattan Bridge just north of Grand street.
i say the second avenue line should connect with 125st (4)(5)(6) then go to 135th street with the (2)(3) then go to 145st with the (A)(B)(C)(D), then continue up local to 207st with the (A)
They have to add the U exp with the T. Local
96 wasn't cut and cover! That was the 1970's construction from 125th to116th streets. I know because my bike went down into the street at Second Av and 121 St.
What kind of site you use to build the future of the MTA?
Brand New Subway.
125th street crosstown is a good idea 👍 It would be nice to see 125th Street get some love again.
You know that the T could definitely be extended to Gun hill road Clearmount Webster Boston road Bronx.
125th/crosstown would be a good idea----if it were either BRT or light rail. A subway along that corridor will be wrecked by seismic activity....
The mta can make a card that scans that you have been on a line for example of u leave Junius st 3 to get to the L it will scan it and let u in for free
They already have it, but the out-of-system transfers are a hassle, especially if you have to make another transfer. At this point, we make all subway to subway transfers in-system or none at all.
There should be a UNIVERSAL fare card allowing unlimited transfers between the varying MTA services. A passenger could, for example, get off of a subway train at Flatbush/Atlantic Avenues and board a LIRR train using the same fare card.
Fun fact: the reason why the 1 line at 125th street is so high up is because there is a fault line underneath it
Few problems here, I dont see it being possible to build an entire crosstown train under 125th with how deep underground it would have to be, also displace the bx15 and extending the m15 is also a bad idea. The route would be far too long for the m15 to cover from the bronx to lower manhattan.
And then there's mention of the FAULT LINE....
Wow this maybe a eliminating the chance to rebuild a third avenue El line in the bronx big time which it does need a subway line big time
Good job
Thanks.
I think the bx15bus has been removed and they made a new bus called m125bus the hub
According to NBC4 New York, they are going to extend this to Broadway, if they can get the money to make it happen.
I wish the Q train will be second av express and T second av local for express and more local stops for people during work hours
What's up. 125 Street and manhattan is one of those Street in the City that dose to much. It current now has 4 bus line that are very busy . The M-100 125 to Inwood. The M-101 Ft. George to Cooper union M-60 from the Upper west Side to LGA. And Bx15 from Fordlam plz to west Harlem. And other Traffic. A crosstown subway is'nt really need. The Second ave should've extend to the Bronx to replace the Bx-15 in the Bronx like old third ave el aka the number 8.
I think the Mta should look over this phase 3 and four project. And incorporate some other things that was done on other Mta properties such as Long Island railroad and Metro North Railroad with passing sightings. This would help New York City transit maintain train transfers and trains passing by putting trains in a pocket or either a pass by so a local train could still make stops and a pass and siding could allow an express train to overlap a local train at certain points on the right away of that specific track or passing siding junctions. In layman’s terms just think of it as a long stretch of track adjacent to the main two tracks that would allow trains to overlap one another at any given time with switches and signals.
Why do that when we can make the whole line four tracks?
Another Idea would be to allow the Second Avenue Subway to go up 3rd Avenue and terminate at Fordham Road or go up Webster Avenue and terminate at Gun Hill Road. That way, the central Bronx can have subway access into Manhattan and beyond.
Why not continue the line to Co-op City, and then connect with the "D" train at 205th/Norwood?!
The Uptown-Crosstown to LGA! TBM under 125th and Ditmars, catching the BMT @Astoria. Build a layover yard for the Crosstown and SAS under the Wagner Homes, and keep going to College Point and North Flushing. (I wonder if Robert Moses had an opportunity to circumvent this issue when he took over the TriBoro bridge construction?) It is just as serious a redo as LIRR-East Side Access. As for the SAS, I do business over in Yorkville, the entire length of that line is urgently needed. Mr. Mystic, you should do a fantasy urban planning vlog. As vascular as the MTA is, there are areas which could use subterranean transit like 5th.Av and 10thAv.
Why do that when extending the Astoria Line directly to the Airport would do a much better job? Or are you proposing supplementing that with this project?
@@TheRailLeaguer actually The Q needs to be extended to East Write Plans North to transfer for metro North. This needs to big for the system. And the N will do the same.
@@TheRailLeaguer Just as the RFK / TriBoro Bridge connects Manhattan Island to Queens from 125th. street, a true Crosstown subway (which should have been constructed prior to the TriBoro) would connect ALL lines; The 1-IRT, the IND-St. Nick, The 2/3-IRT, The Metro North/Lex-IRT+ SAS connector, a 1st. Av station, a Randall's-Island Sta., under Ditmars-the M/R-BMT; every line could be accessed. Why the BMT has yet to be extended to LGA is a mystery (an elevated over Ditmars would be an eyesore). A subway would rectify all of this. Just because the City has been 'built-up' over the past 100-or so-years doesn't mean that it is 'built-out'. Intercity tolls (Manhattan-I. below 155th, LIC, downtown Bk...) can fund subway construction. Now that the toll booths are replaced by advanced tech, the same tech can be implemented on the Brooklyn, Manhattan, Queensboro, and Williamsburg bridges.
The mta should use some of the old train Stations
I still think there should be some sorta bronx 3rd av line again whether its a branch of the 2nd av line or the return of the 8 (and connecting it to Lexington av)
Let the 8 trains run by itself on the 3rd Avenue Elevated line or they could have the 10 trains run between Gun hill road and Queens plaza connecting to the 7 N/W trains.
The 8 Thrid Avenue Elevated line will definitely come back I tell you that right now. Look at the developments at Thrid Avenue south Bronx Clearmount Webster Boston road Bronx. Affordable houses and other businesses. It's not beat down anymore.
Only thing is the M15 is slow with the scheduling even with an SBS route
That can always be fixed. We could increase frequency to 7-8 mins, and increase stop spacing.
If we want to send the Second Avenue Subway we need the Q train to go across 125th Street and the T up to The Bronx via the former 3rd Avenue El between 3rd Avenue-156th Street and Gun Hill Road with the same stations the way it used to be on the main 3rd Avenue Elevated Line but we will modify the Claremont Parkway station instead of saying Claremont Parkway-between 171st and 172nd Streets it’ll be Claremont Parkway-171st-172nd Streets and having a Fordham Road line with two Fordham Road stations and two Botanical Garden stations along Southern Boulevard and Fordham Road near Fordham University so the Botanical Garden-Southern Boulevard station closest to Mosholu Parkway would be for Metro North connections and Bx10/16/30/33 SBS transfers only and the other one for entrance to the main entrance to the New York Botanical Gardens as well as Fordham University, then having a Boston Road-Bronx Zoo station for easier access to the zoo instead of walking from your apartment building further away or taking your car in there so you have a nightmare finding a parking spot, then in the Little Italy area of Fordham would be these two Fordham Road stations Fordham Road-East 187th Street and Fordham Road East 188th Street and the stub for this connection to the Fordham Road line would be in the same place as where the old Botanical Garden spur was back when the 8 used to run between Gun Hill Road and South Ferry until 1950 and between Gun Hill Road and Chatham Square until 1955 and between Gun Hill Road and 3rd Avenue-149th Street until April 29th 1973, we would eliminate having a Bronx Park Terminal station and also we would need two stubs connecting the White Plains Road/Dyre Avenue lines via East 180th Street and Westchester Avenue after 180th Street and 174th Street, transfers to the 2 train would be back at Gun Hill Road-White Plains Road along with the Bx41 SBS. There would be a lower level station at 138th Street-Grand Concourse after Lexington Avenue-125th Street and would come from a middle opening into the lower level of 149th Street-Grand Concourse then after 3rd Avenue-149th Street in the underground station would be an opening just before you go outside and this opening would take you to the 3rd Avenue elevated line as well as the Concourse line and can have a new subway system for Westchester, Putnam, Rockland, Orange, Ulster, Dutchess, Columbia, and Albany Counties called the MTA Westchester County Transit which would be kind of strange to send it all the way from their respective stations in Lower Manhattan and Brooklyn where the NYC subway trains on the NYC IRT lines are the MTA Westchester County Transit/Subway would be IRT and would have 4 trains that would run into the town of Eastchester the 4, 5, 6, and 7 trains and then on late nights on the 4 line the Shuttle that would shuttle between Crestwood Station on the Columbus Avenue side which is on the Tuckahoe side and 16-34 Manchester Road in Eastchester, the 7 will terminate at Grand Central-42nd Street on the Lexington Avenue line for the Westchester County Subway and will not make any stops in Manhattan The Bronx and Southern Westchester until Mill Road-White Plains Road then Lincoln Avenue-White Plains Road then Alkamont Road-Scarsdale Avenue then Scarsdale station (last stop for the Westchester County Subway 5 train) and would continue all the way up to Southeast, the 6 will make all local stops but terminate at Oakland Avenue-Leewood Drive, the 4 would terminate at Bronxville-California Road also the Beeline buses would be switched to MTA buses for Westchester Putnam Orange Rockland Ulster Dutchess Columbia and Albany Counties and also will be in NYC as well, the Westchester County IRT subways on the 7th Avenue line would terminate in Yonkers as part of my plan here, the 4 line would be in the lower level of 149th Street-Grand Concourse and at 3rd Avenue-149th Street before heading to the Concourse line between Yankee Stadium and 170th Street before heading to Mount Eden Avenue-Grand Concourse then 176th Street-Park Avenue then Burnside Avenue-Grand Concourse then 183rd Street and back to the Concourse line between Fordham Road and Bedford Park Boulevard and then Mosholu Parkway-Jerome Avenue then Woodlawn then Jerome Avenue then Jerome Avenue-East 233rd Street then Tuckahoe-Main Street then Crestwood Station then Lincoln Avenue-Lawrence Avenue then Lincoln Avenue-White Plains Road then Lincoln Avenue-Manchester Road then Manchester Road-Wilton Road then Manchester Road-Woodlot Road then 16-34 Manchester Road then Manchester Road-California Road then Eastchester-New Rochelle Road then finally Bronxville-California Road
The BMT Second Avenue Line should be completely redesigned, as a lower level should be added running under the existing tunnel, until it branches off into The Bronx just after going under the 125th Street Line. The new stations on the lower level would serve express service stopping at 125th Street, 96th Street, 72nd Street, 42nd Street, 14th Street, Grand Street, Hanover Square, & South Ferry. Local stations include 116th Street, 110th Street, 103rd Street, 86th Street, 79th Street, 59th Street, 51st Street, 34th Street, 28th Street, 23rd Street, Saint Marks Place, Houston Street, Chatham Square-Worth Street, Brooklyn Bridge-Frankfort Street, & Maiden Lane.
tbh this feels more like a bus video than a subway video LMAO
The 125th Street Busway plan will be more feasible, or get rid of street parking along the whole block of 125th
Or, how about a streetcar or light rail line instead of just another bus?!
Why not extending the line to New Jersey?
And then the entire subway system would come under Federal Transit Administration regulations, and the city and state will then have little to no say when it comes to further planning anywhere, including the outer boroughs.
After the 125th St Crosstown, I think the Q train should extend again to 137th St, City College
The M15 Going to the Bronx Is A Fantastic idea. What about if they Extended the M1 and M2 into the Bronx since the Bx1 and Bx2 doesn't extend to Manhattan because I always felt like They Could've been extended, and The Bx1 and Bx2 has Been at it's worst as of late.
Sorry but extending the M15 is not good at all........I drove the M15 for more than 10 years its a nightmare just to get from 116th to 125 during rush hour. Let alone fighting along a smaller 1st and 2nd Ave plus the east village in itself could take almost 40 mins to pass through. Trust me it wouldn't solve anything just more not in service buses.
@@leonjohnson1824 Amen! Sending the M15 to serve The Bronx is a terrible idea. The M15 and Bx15 serves different markets and riders. There is virtually no benefit as you'll have buses that will carry air.
SAS needs to go up to the bronx via 3rd Ave. It's a no-brainer. And cut-and-cover may actually be more feasable (aside from 149th) in the bx bringing down costs. 125th crosstown can be fixed by busses just like 14th st.
125th is a higher ridership corridor and even with improvement, buses alone are not enough.
As for 3rd Avenue, I’m pretty sure that we can still do tunnel boring machines over there, with no need for cut and cover. Mott Haven is a vibrant areas with huge livelihoods at stake, and the last thing we need is live disrupted due to issues with cut and cover and utility relocation.
That's the reason why the 8 Thrid Avenue Elevated line SAS definitely needs to come back in a heartbeat I'm telling you.
@@TheRailLeaguerThe most OBVIOUS problem with 125th street is that damned fault line running along its entire length.
I think a 125th Street Subway should be built into Rockaway Beach Rail line if that goes as a Subway
Wait, but we still need SAS to relieve congestion on the Lex south of 68 St. For four years I rode the 6 from Bleeker to 68 St. It was painfully crowded. If there was a SAS service with a transfer available at Grand St or 2 Av, I would definitely have taken that.
I think we should increase service on the Lexington Avenue Line first. The current plans for Phase 3 will barely make a dent in East Side Congestion.
The SAS will be connected to the Christie street connection, just north of Grand street.
M15 to 149th street would be amazing, but the whole length of the bx15 would make it a bit too long, even with SBS service. Maybe extend the bx41 SBS to take over the bx15 below 149th street?
But even that turns the bx15 back into the bx55 of old times, which was eliminated for a reason.
Bring the 8 3rd Avenue Elevated line back where it was. What they tair down it's what gots to put back together again. How they are gonna tair something down in they don't put it back.Nothing cannot replace or take over the 8 3rd Avenue Elevated line anymore take some heavy load off the bus operator s and put this 3rd Avenue Elevated line back and people are still suffering for tairing down the 8 3rd Avenue Elevated line and still protesting about it also non stop.
@@CMPMGMT That's is really really stupid and dum. Some one is gonna definitely make them bring this 8 3rd Avenue Elevated line back I'm telling you wacth what I tell you.
Phase 2 and 3 are in the works right now so lets see what is the result at the end
Neither are under construction right now. Phase 2 is awaiting certification.
It'd be SO MUCH BETTER if the Second Avenue line were continued into the Bronx along Third Avenue until somehow the line reahes Co-op City, where it'll meet up with an extension of the "D" train from 205th street/Norwood.
125th street has a very serious earthquake fault line running along its entire length, from somewhere in Queens to somewhere in New Jersey. The Manhattan tower of the Triborough Bridge is built on a bridge of its own, spanning the fault line. At 125th and Broadway, where the "1" train stops, the fault line diagonally bisects the area.
BOTH the City and State of New York are failing to take this impending geological disaster into account!
Hmm to be honest, it is easier since my highschool is on the east side, letting the Q train crosstown 125th st is a good idea
The BMT 125th Street Line would have stations at Second Avenue-125th Street, Lexington Avenue-125th Street, Lenox Avenue-125th Street, Saint Nicholas Avenue-125th Street, & Manhattanville-Saint Clair Place. The BMT 125th Street Line would also connect to the BMT Astoria Line & the BMT LaGuardia Line via the Robert F Kennedy Bridge, going onto 21st Street, turning right onto 21st Avenue, going through the western sliver of LaGuardia Airport onto Astoria Boulevard, turning right onto 108th Street, continuing onto Continental Avenue, & Finally merging with the BMT Metropolitan Avenue Line. The stations would be Randall's Island, 23rd Avenue, Crescent Street, 33rd Street, Steinway Street, 46th Street, 75th Street, LaGuardia Airport, 85th Street, 94th Street, 101st Street, Northern Boulevard, Roosevelt Avenue, Corona Avenue-51st Avenue, Penrod Street, 64th Avenue, 67th Avenue, Jewel Avenue, Fleet Street, & Nansen Street.
And a minor temblor rolls along, and there goes that subway.....
I don’t agree with the crosstown subway option. I think a subway extension to the Bronx will be more ideal.
The Bronx doesn't need a new subway, its served perfectly fine, aside from needing Regional Rail and improved bus service.
@@TMC_BC crosstown rail from Fordham rd to Pelham Parkway would be cool but improbable because of the BX12sbs
@@eatsh1t Yes they do definitely need to bring the 8 3rd Avenue Elevated line the BX14/41/19 is way over crowded amilions and a million s of people wanted this 8 3rd Avenue Elevated line back for decades I'm telling you for real I'm telling nothing but the gospel truth. Ask any body they are gonna tell you the same exact thing I'm saying. Mayor Eric Adams said the same exact thing they need the 3rd Avenue Elevated line back I'm telling you I heard Eric Adams said it on the news last year before he got sworn in the office.
Yes they do need the 8 Thrid Avenue Elevated line back because it's not getting no better. Every sense they torn down the Thrid Avenue Elevated line back in 1974 people was very very disappointed and very unhappy that Governor LaGuardia and president Robert mosses had fusted the TA workers to tair down the Thrid Avenue Elevated line down I'm telling you. I totally disagree with the lower riderships because Governor LaGuardia and the old president Robert mosses could not stand for no extra elevated lines to be the way it is today. There was nothing wrong with the third Ave Elevated line at all the 8 Thrid Avenue Elevated line was running fine until 1974.
I believe the should be built with its spaced out stations.
No need for express tracks if there are spaced far away enough.
The plan call for most stations to be half mile away.
That's fine.
Every ten blocks will hit proper locations, and encourage riders.
The only problem I see with the current plan,is it's isolation from the rest of the system.
The terminal at Hanover is unnecessary, and should be through routed to Brooklyn via the Montague tunnel.
This can be accomplished using deep bore junctions,connecting to the Nassau Loop at Broad st.
The other obvious connection would be the original plans that connected to both Williamsburg and Manhattan bridges.
A new East River tunnel would make the most sense, connecting to the Fulton st A and C lines.
The uptown terminal should be branched out,with a route to 149th st /3rd Avenue and a route along 125th st .
The 125th st line would join the 8th Avenue subway at 135th st,and take over the Concourse D line .
Full integration with the system would improve connectivity, and ease travel anxiety.
However, at the current piecemeal pace the MTA is working, any plans conceived will face tons of challenges and changes.
The MTA mistake was nor constructing phase 1 in One part(125 to 63 st).
Phase 2 should have been from 63 st to 14th st...with phase 3 being 14th to Chrystie st connection branch.
Integration into the system, connections to other links, will make it worth it.
Well 🧍🏽♂️
I think the T should be underground then wen no trains you the T can go up and the T should go to south Frerry loop
I agree with extension of the M15 Local and SBS to the Bronx, Hub - East 149th Street and M100 to Randall's Island, but I would have Rockaway Beach Branch do 125th Street Subway. It won't affect M60 SBS because it services LaGuardia Airport Terminals, and would be a better extension option than the Astoria line to LaGuardia Airport.
What do you have against an Astoria subway extension to LaGuardia Airport? It’s clearly a no brainer for subway extension.
@@TheRailLeaguer 125th Street Subway to LaGuardia would connect more lines, be a more direct option for The Bronx and Upper Manhattan than the Astoria line, would itself connect with the Astoria line at Astoria Blvd, and would eliminate NIMBYism as there's a purpose behind the route. Astoria line extension is pointless, especially when it is faster to take the Q70 SBS to Jackson Heights for the (E) or (F).
@@ahmadfrw1 Really, because extending the Astoria line would also solve all the issues you describe? In fact, it’s also more direct to the city center (Midtown Manhattan) as well and faster than the Q70 SBS to the E or F.
Also why are you complaining about an Astoria Line extension when you clearly aren’t complaining about Chicago’s Orange and Blue Lines serving the airports that are a considerable distance away from the city center. Do you suggest that the Blue and Orange Line services to the airport be shut down and replaced with “faster” services?
@@TheRailLeaguer The Astoria line does not need to extend to LaGuardia Airport, especially when there's need for Light Rail (see ua-cam.com/video/J6YoMY-z8SA/v-deo.html). We could consider extending BQX to LaGuardia Airport, but then I would suggest a new Light Rail from LaGuardia Airport to Barclay's Center (which is my B80 SBS proposal) directly along the BQE.
@@ahmadfrw1 That’s not true, considering that nearly everyone is in support of an Astoria Line extension to the Airport. It’s a no-brainer and it provides faster access to Midtown.
I’m also proposing removing the BQE entirely in Queens and replacing it with a restored street grid, since it’s of no use and detracts from the neighborhood.
If anything, a light rail should supplement, NOT replace, a subway extension to LaGuardia Airport.
Again, Chicago has direct subway access to its airports, so why can’t NYC?
I feel like that it would have been better to extend the Q train to the Bronx and the T train along 125 St. They also should have constructed the entire Second Av Subway instead of 4 phases because its been 6 years since phase 1 has opened.
ABSOLUTELY NOTHING should be extended along 125th street; that nasty fault line there could shift at any moment....
If the Q is extended west to 125th and St. Nicholas, then the T should go to the Bronx by building a tunnel under the river and rebuilding elevated tracks above 3rd Avenue to Gun Hill Road. There use to be elevated trains on 3rd Avenue in the Bronx and it needs to be rebuilt.
Metro North is too expensive and the BX15 does not do any justice. Also, it is much cheaper and faster to build elevated tracks in the outer boroughs. The Bronx needs more subway lines, including subway extensions. The Bronx has a lot of transit deserts and traffic in the Bronx is horrendous.
My main concern of running the Q crosstown on 125th is time, cost and traffic disruptions during construction. The Q has to stay underground if is extended west on 125th Street.. On the other hand, I strongly agree with having a busway on 125th Street and the MTA should consider doing a busway on Fordham Road in the Bronx.
That's implying the T should exist in its current form.
@@TMC_BC My point is that the SAS needs to be extended to the Bronx along 3rd Avenue to Gun Hill Road. It is faster and cheaper to do elevated tracks in the Bronx.
Traffic is a nightmare in the Bronx and people cannot afford to pay $18 round trip on Metro North everyday plus the $5.50 they still have to pay to get on a subway or a bus in Manhattan. Buses alone are not enough. The Bronx has a lot of transit deserts. More subway service is needed.
@@sylonisupport68 The 3rd Avenue Corridor has a high potential Regional Rail Line next to it. We can use OMNY to fare integrate the section between Grand Central and Wakefield to have free bus/subway transfers and only cost $2.75. Because MNRR Harlem is 4 tracked, we have extra capacity for more locals through The Bronx portion, enough to provide service every 4 minutes as a direct express service into Manhattan as well as allowing reverse commutes into CT and Westchester. Stations will be added at 149th Street - Grand Concourse, 168th-169th Streets, Claremont Pkwy, and 183rd Street, along with lengthened platforms at the existing stations to allow for 8 car trains. Fordham and Williams Bridge will become express stations for reverse commutes into CT. This is render a 3rd Avenue Subway unnecessary, and if the same is done on the Hudson Line up to Yonkers, and the New Haven-Penn Access Lines up to New Rochelle, we would render several subway proposals unnecessary. It's better to utilize existing infrastructure rather than build new pieces of infrastructure right away.
Eventually they are definitely gonna wind up rebuilding the Thrid Avenue Elevated line back and cheaper I'm telling you. You how many people wants this Thrid Avenue Elevated line to come back to the Bronx? . Millions and millions and millions of people wants this to happen. Look at the developments on Thrid Avenue Clearmount Webster Boston road Bronx. They just don't be rebuilding buildings and other businesses for nothing.
I was with you all the way until you said basically no cars on 125th. U can take 126/7th west to broadway but u cant go east. The gov will have to provide for that for many tactical reasons which will likely cost one of those linear rock parks to be paved over. Im against that part. Im all for a train down 125th tho. The traffic to the triboro from broadway can easily take almost an hour in the mornings 😬
Extending the M15 bus routes isn’t really a great idea as it’s already a long enough line. And I really don’t think bus driver would wanna driver even further
Yeah I really don’t agree with the bus changes to some extent. However this should be the plan:
M60: rerouted via Broadway between 125th Street and 120th Street.
M35: combined with proposed M125/current Bx15 to 125th Street and 12th Avenue. Renumbered M125.
M100: truncated to 125th Street/Amsterdam Avenue
Bx15: terminates at 125th Street-Lexington Avenue.
Proposed M125: see M35 plan
it shuld spilt at 125th street train stain and te souter brach would i inti the bronx's main mta bus terminaol called the hub on 3rd street maybe even extened down st nicholas unill the ore washinton bride reional us terminal
I mean we'll it sucks if it has 2 tracks but you could just build it underground
Crosstown 125 would be a bad idea it’s not as busy as years past they took 2 buses off 125 and it still lacks riders. unless future plans to extend to wash hts or dyckman
To eliminate a bx connection to 125 corridor would be more dumb. I used to live in mitt haven. There’s no way to reach other lines especially, AC, 123 trains the lex line does connect to those route directly until deep in Manhattan that’s a critical link via 125
In my opinion MTA should stop spending all this money on subway extension within Manhattan, but instead focus on some loop/connector lines in Brooklyn and Queens
This has nothing to do with subway congestion in Manhattan.
Took the q the other day and the stations are gorgeous. But wayyyy tooo grand. I pray they make the rest of the stations more basic. It’s nice and all but the entire 2av like that would cost way too much and take way too long
I think that modern stations have to built like that for ADA and public safety reasons such as terror attacks + fires. I do agree that most of the mezzanines on the 2nd ave line are overkill.
The MTA built the Second Avenue Line to IND Standards. While it would help with ADA Accessibility, and in the event of a disaster, it doesn't need to be that large. ⏸
The MTA should put M15 SBS EXT to The Hub 3rd Ave & E 149th Street With BX15 Besides M125 bus on BX bus redesigned planning Also T Train to the Bronx via 3rd Ave to Gun Hill Rd or Co op city with D train ext Q Train as 125 the Streets crosstown to Broadway last stop transfer #1 that will work that's my opinion
Focus on the second Ave subway across west 125 street connecting to the 2 3 trains and the A B D C trains and the last is the Broadway 1 trains and take the heavy load of the bus operator s . Let the 8 train run between Gun hill road and 125 street or Queens plaza connecting to the 7 N W trains. Leave the B D train s alone and let the 6 Pelham line be extended to co op city mall barto Bronx.
Focus on y iRT 8 3rd Avenue Elevated line that they taking down for nothing which really really helped out the 2 5 trains and the whole entire community in the south Bronx . What they should of did is do a complete Elevated line 3rd Avenue Elevated line inspections they let this go to a waste and this would not be no big issues.
Maybe.
Build a twin track alignment correctly and you can have 34+ trains per hour per direction. With the MTA units being such high cpacity, you only need a twin track alignment to get the capacity you need. You add too much cost, nothing will ever get built at all.
The southern section will only run 14 trains per hour as planned. Any new north-south Subway through Manhattan should run a full trunk’s worth of capacity (60 tph)
@@TMC_BC what trunk route runs 60tph per direction?
34-38tph is perfectly possible in a twin tunnel subway. Hell the Victoria line in London has run at over 34tph since the 60s.
@@iman2341 Every single trunk in Manhattan has capacity for 60 tph (30 tph per pair of tracks).
The problem with the current plan is that south of 72nd Street, the line is only getting 14 trains per hour, because of the split between the Q and T. This would turn 2nd Avenue into what is essentially a shuttle service that doesn’t even touch the core of the city. The Subway needs new trunk capacity, so having a 4 track Phase 3, along with terminating the T at 72nd Street would be perfect. Send the express tracks into Queens, and de-interline BMT Broadway. Now you’re wasting less capacity.
@@TMC_BC 2nd ave is like Lexington ave therefore it must use a Seattle Big Bertha TBM derivative Upper Level Local lower level Express tracks. To connect upper local from Express lower a Barcelona Metro style tunnel connection must be built
Instead of making bus ways on the street and taking away from motor vehicles, why don't they make an elevated roadway way for some of the crosstown streets. Then the buses would not have to worry about being caught in traffic and guaranteed to run on time.
What’s wrong with turning 125th Street into a busway? I’m pretty sure that the traffic impacts are minimal.