would bringing back the V but in a different way be smart? It should be up to the max, which means 15 TPH for the T and 15 TPH for the H. However, that would mean a drastic increase of service on the West End Line. As for the Z, currently it is only a skip-stop train. Every time I take the train, I am woefully dreaming of a day when it would be a one-seat ride. The underlying fault of the current iteration of the 2nd Ave Subway is that it’s being designed as a single entity when every other line in the system, and the original concept for the 2nd Ave Subway, were all designed as parts of a larger network. North of the station, between 57th and 61st streets will be a six track cavern: the outer most tracks will continue north and connect to the existing 2nd Av Subway with bellmouth provisions for future express tracks to the Bronx, the middle tracks will drop down to connect with the 63rd St Tunnel and the innermost tracks will be used for layups and storage and can also be connected to the existing 2nd Av tunnels to the north. If you have the F serving the local already, why would you have the E stop there as well? In the 1960s as part of the Chrystie St Connection the express tracks were built between 34th St and W 4th St so that express trains could connect to the Manhattan Bridge. A rush hour super-express from Jamaica would actually reduce crowding on QB. Of course there would be NIMBY opposition to the RBB. There isn’t even enough capacity on QB for what you are proposing. If you were able to go this far and get the line built, you might as well add stations. The new 55th St Station will feature two island platforms and four tracks, something planned in the 1970s proposal but dropped in the 2004 EIS. Like its processor, the Phase 2 CIC offers rotating exhibits and programming about the history and construction of the Second Avenue Subway. Leaving the Fulton St express tracks fallow just seems like a waste. Also like the idea of the (B) running from Metropolitan Avenue (replacing the (M) that would be decommissioned) and becoming a 19/7 line running to 145 (Rush Hours to Bedford Park Boulevard). See here: http://www.thetransportpolitic.com/2008/11/05/second-avenue-subway-rethink-1/ Click on the Subway route to see step by step directions with maps, line arrival times and updated time schedules. It will then follow the E(the E will switch to the local track)up to Jamaica Center. You bring up a good point about yard space. Then the BMT Broadway local tracks would have to be connected to the former express tracks which run to the Manhattan Bridge. Subway and restored W train. -Finally, add 2 S.A.S. The NYC Subway is littered with poor planning mistakes which have hampered service ever since; we need not make the same mistakes. The trunk/branch system is not unique to NYC but what is unique is that NYC has multiple trunks that interface with one another via reverse branching. Interestingly the low V frequency on QB makes space available in the 63rd St Tunnel for rerouted R trains. Perhaps the day will come when there is a need for super express service but I don’t see that anytime soon. Can’t imagine how this idea popped into my head — but how about building additional railways above the streets…. I just left it out because I saw the costs adding up. Just north of Court Sq (G) a double crossover can be installed and on the Manhattan bound tracks approaching Queens Plaza station the single crossover can be upgraded to a double. The H can handle 63rd, but have it run via 6 Av and 63 St super-express bypass such as in your futurenycsubway2016 map. It does almost nothing for riders from Queens and Brooklyn, to say nothing of the Bronx. Basically what I mean is by building strategic routes through Queens and Brooklyn you wouldn’t have to go all the way into the city to go out and existing choke points could be alleviated at the same time. I love your creative way of doing this. C trains would replace J/Z trains, through with the extra capacity some J trains could also run from Jamaica to Chamber St via Fulton St using the Nassau St connection within the Montague Tunnel. Second Avenue Subway: Phase 2—Supplemental Phase 1A Archaeological Documentary Study 2 for New York City Transit (NYCT) departments and several major station functional elements, including traction power substation and ventilation fans that are part of the station’s tunnel and station Phase 4 plans on extending the line south to Hanover Sq with tracks turned towards Brooklyn should a new tunnel be proposed. I’m surprised there aren’t plans for such a SBS route already. That along gives riders a faster one seat ride to lower Manhattan than even the express J does today. The N would run via the Queens Bypass and the Port Washington Branch via a short elevated connection at Queensboro Plaza. Today, riders wanting to access Lower Manhattan from Fulton can get off at Chambers or Fulton. At Hammels Y it will go towards Beach 116th St. Physically no. Whitehall St [N,R,W] is 489 yards away, 6 min walk. Moovit helps you find the best way to get to Second Avenue Subway Phase 2 Partnership (SASP2P) with step-by-step directions from the nearest public transit station. (Andrew Savulich/New York Daily News) I’ll probably add that to an updated map. So building a branch of the Fulton Exp will give Jamaica riders a faster one seat ride. It would necessitate 2nd Ave being built and if 2nd Ave is built then just extend the 6th Ave express to Jamaica instead. The point here is the build the little connections first rather than a whole project. Built to replace the 6th Ave El, which kept running above as construction took place, the subway had to be built around three existing lines including the Hudson & Manhattan Tubes (today the PATH) which were already running below 6th Av. These are the lines and routes that have stops nearby - Bus: BXM18, M15-SBS, QM11 Train: PATH Subway: 1, 3, R, W. Want to see if there’s another route that gets you there at an earlier time? 42nd St Station will also feature two island platforms and four tracks but just south of the station the outer tracks merge with the inner tracks with provisions for future express tracks. -Just outside 42nd St-PABT, create a new lower level track which would bypass 50th street(seeing that it will be a express train running in this tunnel),then connect it to the layup tracks outside 49th Street, which then will stop at 57th St-7th Ave on the Q track. The biggest obstacle is the subways themselves. Additionally it would require platform expansion, something needed anyway to deal with ridership growth (admittedly the L needs it more). Therefore, the center track should be black, not yellow. The second plan reworks it by also having the R via 63rd St so each line could run at 12tph. But this plan deals with the reality that building through midtown Manhattan will be far more complex than along the UES where much less existing underground infrastructure exists. This would only require digging under the northern section of Sara Roosevelt Park. Building off your proposal, A and C are Fulton expresses and J and W are Fulton locals. By having a Second Avenue route go via Fulton and Lower Manhattan, crowding on the 4 and 5, and perhaps the 2 and 3 for that matter, would decrease. The geography makes transfers between the two long and expensive to run. The V would run via 63rd Street and the Bypass to 179th Street. It is with this as a guide that present subway planners need to rework the future of the 2nd Av Subway so it can make a larger impact on the subway network as a whole. It’s better to send the 6th Ave express tracks iver there since there is already redundancy in the IND. Depending on the needs of riders there are a variety of service options so as an example: 2nd Av trains are routed along 63rd St and local out to Rego Park where they branch off and head down to Rockaway, M trains are converted back to V express trains via 53rd St and out to Jamaica-179th St (taking over the few express E trains that use the terminal at rush hour). I drew Phase 2 as it’s being designed, not as it could be. Love the new map! Also, the J/W are redundant for running on Fulton due to heavy underusage. I just don’t understand why this is necessary. That is, unless you have some trains short-turning. “I am delighted that the project is gaining momentum thanks to our collective efforts at the city, state, and federal levels. We make riding to Second Avenue Subway Phase 2 Partnership (SASP2P) easy, which is why over 865 million users, including users in Manhattan, trust Moovit as the best app for public transit. In theory a rider coming from Brooklyn could enter the subway and take one of three trains which would have run up Broadway, 6th Av, or 2nd Av. Ideally there would be a new East River tunnel and a new portal for the B/D to connect to the elevated structure before Flushing Av. There is pretty good ridership on the Q52 and Q53, which will become SBS in the fall. It is probably, then, a blessing in disguise that Phase 1 and 2 have cost so much and taken so long. My adage is that you should build transit where it will be most effective not where it will be cheapest. Do you see the X as every coming to light? The Second Avenue Subway (SAS), refers to a series of public works projects and engineering studies undertaken to construct a subway underneath Second Avenue in the borough of Manhattan as part of the New York City Subway system. But from your proposal, it seems it is just a waste of money because it won’t alleviate crowds and will cause a lot of congestion in Queens, Manhattan, and Brooklyn. First of all, I love how you used your track map to make this plan. I would have Phase 4 of the Second Avenue Subway built with a new tunnel under the East River, connecting to the Fulton Street Line without using the Court Street station. There are four tracks on the BMT Jamaica Line on the Centre/Delancey Street portion, and two have gone unused, along with a whole other station at Bowery. Theoretically yes. The express provisions would allow for a future expansion south of Grand St Station which would be more cost effective if it was to swing west under Park Row and then connect to the Nassau St Subway just south of Chambers St Station to allow for trains to use Nassau St and the Montague Tunnel to reach Brooklyn. Thirdly, why did you revive the V as an express? Water St/Gouverneur Ln is 92 yards away, 2 min walk. -The next train will be a rerouted R train. Ok…..so this seems like it would help, and it 100% would, BUT I believe that 2 new tunnels under midtown connecting the 8th Ave Line to the Broadway Line, and the Broadway Line to the 53rd Street tunnel, which as we know, connects to the Queens Boulevard Line, would really help organize the trains and maybe make space for 3 new trains. I am only loosely following the news about the second phase of Second Avenue Subway. Part of what I try to do is find alternative ways to network the subway that better helps riders. What I’m suggesting is to just use Nassau St for a straighter, faster run. The A and C already go to Lower Manhattan, and the W would just be a lot slower. But due to the location of Phase 4 the new line won’t allow for transfers to any downtown stations with access to Brooklyn. A better option is to connect 2nd Ave to the Nassau St Subway just south of Chambers St so that it could continue on to Brooklyn. It was the foresight of subway planners that future connections would be needed when ridership increased and money became available. The proposed stops @ 116, 106, and 96 Sts make perfect sense given the way the Q is now (especially 106 St — the only wide E/W street between 96 and 116 St on the East Side of Manhattan). Bronx and Super-express lines are entirely other propositions. This plan seems needlessly convoluted. Phase 2 of the Second Avenue Subway will extend the Q train from East 96th Street to East 125th Street with new stations at East 106th, 116th and 125th streets. First, C trains should maintain its current route. If the T ran via Fulton Street and Second Avenue, they would switch over, and in addition, having the SAS not go to Lower Manhattan would not allow for the full usage of the line. Finally the brilliance of the early subway planners was to design their systems with redundancy so that if there was a delay trains could be rerouted. As for the southern end, the big issue is connecting 2nd Ave to Centre St. Where can I go to get involved in it? Wall St [2,3] is 423 yards away, 6 min walk. Phase 2 also will reuse the original tunnels built in the 1970s from 96th St north to 120th St. Post was not sent - check your email addresses! I didn’t break down Q and T frequencies because I figured they could stay close to what is being proposed. Second Avenue Subway Full Project Profile. Knowing how similar multi part projects have gone in the past (IND Second System, 1968 Program for Action) it’s wise to assume that some sections may not be built. I like that the Rockaway Beach Branch is including it, but you are totally defeating the purpose. Why did you end the Q, & T trains at Saint Nicklas Avenue when you could continue it to Broadway 🎭 With a Conection to the 1. A layup track should be installed between 106th Street and 116th Street for flexibility. One idea I have never seen fleshed out, and, in my opinion, for no good reason, would be to connect the current IRT Flushing line (which already is tracked well south of 34th Street) with the 14th Street Canarsie Line at 8th Avenue. Eliminating the M and Z should not happen. There will be new stations at 106th Street and 116th Street on Second Avenue and 125 Street at Park Avenue. A few thoughts: 1) The 125 St portion to Bway makes sense to connect passengers from the ever crowded # 1 train. This would alleviate crowds not only on Lexington Av, but also on Fulton and Jamaica as well. Also freed up is the capacity along the 6th Av local, now used by the M train, which can now be used for express service along the Culver Line (labeled the V train in my map). Service on the Broadway elevated, now used by B/D trains would terminate at Broadway Junction (or possibly Atlantic Av for an easier cross island transfer). You are basically just reshuffling the deck with a lot of expensive projects that don’t add any capacity to the network at all just so Q trains can run to Jamaica instead. 106th Street is a planned station along the IND Second Avenue Line of the New York City Subway. The third track would rise up above the station, and there would be an express platform there, similar to how it worked on the Second and Third Avenue Elevateds. The closest stations to Second Avenue Subway Phase 2 Partnership (SASP2P) are: These Bus lines stop near Second Avenue Subway Phase 2 Partnership (SASP2P): BXM18, M15-SBS, QM11. The BMT Broadway, IRT Lexington Av, and BMT Jamaica Lines are all built a roughly the same depth below the street. Could you possible post your idea of how that would work? Would it not be possible to link the local tracks of the Broadway line with the parallel-running Jamaica ROW. Note: This post is not a fully realized futureNYCSubway proposal but rather a plea for planners to reconsider what is being planned for 2nd Ave. “Phase 2 of the Second Avenue Subway is a transportation option that has been long overdue for the residents and businesses of East Harlem,” said Rep. Adriano Espaillat (NY-13). Mobs of riders transfer at Broadway Junction. The B and D running via the connection to the Jamaica Line would completely bypass the SAS, making it hard to transfer between them. These Subway lines stop near Second Avenue Subway Phase 2 Partnership (SASP2P): 1, 3, R, W. Wondering how to get to Second Avenue Subway Phase 2 Partnership (SASP2P) in Manhattan, United States? Would there still be a track connection between the Jamaica Line and ENY Yard? We are designing the world’s most expensive subway and it won’t help most New Yorkers. Because of this the layup tracks at 55 St-2 Av would be even more important for extra service on Brighton Beach. (J train), which would be a natural terminal for a two track LOCAL line (unless the line can be extended to Brooklyn via the unused section of the J train connecting to the Montague St tunnel, which may be able to handle the extra traffic — and MAY allow the building of a cut from the R line to the C line to provide extra service on the Fulton St IND line– this maybe an ever better idea than the Canal St terminal). We just need better leadership that wants to do it. Click on the Train route to see step by step directions with maps, line arrival times and updated time schedules. When the MTA was created in 1968 it was a state agency so their onus for city planning was reduced. These are vital underserved expanding areas of the outer boros. The Broadway, Lexington and Crentre st lines all run at the same depth so connecting them is far more complicated that you’d think. Because of the existing H&M tubes the express tracks were only built from 53rd St south to 34th St and at W 4th St Station. I live near broadway junction and am often going to work in astoria, jackson heights, middle village, sunset park, and other parts of south brooklyn. The Centre St Subway has some of the lowest ridership numbers and those who use it often transfer to uptown trains anyway. I could be wrong tho. And then you’d lose the redundancy on Broadway-4th Ave where it’s most needed. it is bad enough that the third track was taken out of the plan for 72nd and likely 125th. Transit should be built where it’s most effective not where it’s cheapest to build. However I don’t agree with the elimination of the (M) and (Z) lines. I will never stop fighting for the RBB. I would have the provisions for a line to the Bronx, which I think should be done before a 125th Street Crosstown go to 129th Street. In the 1970s when shovels started turning earth the concept was whittled down to a two track line with fewer stations for faster service. The interesting one is new subway between Broadway Junction and Cypress Hills that would be used by the (C) at all times and the (J) in rush hours only (with the (C) express along Fulton) as the (W) would take over as the full-time Fulton Street local. I’ve been following– and proposing– future NYC subway lines since– well– since before you were born. This was a political decision and ultimately a wise one as it has had a direct positive impact on subway crowding already. As for the A, it should maybe be kept on Fulton, however if it is rerouted, the express tracks between Bway Jct and Euclid would be unused, and it could be used to store trains. A will transfer from Atlantic to the Rockaway Beach Branch and serve all stations from Liberty Ave, Aqueduct, Howard Beach and all local stations to Far Rockaway. This would be a separate project in and of itself in that it would require expanding the Broadway El stations for longer cars as well as rebuilding the Myrtle-Broadway interlocking to allow for more service; all of this would be a far cheaper alternative for expanding service to Bushwick and Bedford-Stuyvesant than building a new subway. The two local tracks continue on to the decommissioned Court St Station (home of the NY Transit Museum) and plans from the 1930s called for using these tracks to connect to the 2nd Av Subway. So my plan is to reimagine it to better serve modern riders. In East Harlem, beneath Second Avenue, lies a tunnel to nowhere. it would involve adding a 4th track on the concourse line and the V running from norwood-205 St, then at Bedford park run express to 59 St-Columbus Circle. There is more demand to midtown than lower Manhattan. It would run via State Street with a stop at Clinton Street. Which brings me to why I’m so “obsessed” with the Jamaica Line. I use the KG station regularly, and the switching is a huge source of delays. The Second Avenue Subway's first phase was completed on New Year's Day of 2017. As someone pointed out this would constrict 6th Ave local. MTA New York City Subway: Second Avenue Subway Line Station Tour - Duration: 38:55. The unveiling occurred right before the facility’s 20,000th visitor crossed the threshold on Thursday. The section between Chambers and Bowery just won’t work for a simple connection. The curve required to make such a connection work would be so tight that it would adversely slow down trains. While it would require extending many of the existing stations on the Broadway-Brooklyn line to be expanded to handle 600′ trains (something that needs to be done anyway for other reasons), having the (B) and (D) moved to that line via new connections at Christie Street with the (T) replacing that along the north Manhattan Bridge Tunnel with it going straight into Grand Street makes a lot of sense. Then at 7 Av-53 St, switch to the E track(this is towards Queens towards Bronx it would switch back to the B&D track. Check out this list of stops closest to your destination: Water St & Hanover Sq; Water St/Hanover Sq; Water St/Gouverneur Ln; Water St/Wall St; Water St / Coenties Slip East; Wall St/Pier 11; Wall St [2,3]; Broad St [J,Z]; Whitehall St [N,R,W]; Wall St [4,5]. Another option I prefer, if possible, would be to switch some express trains to the local tracks between Roosevelt Ave and Forest Hills to cut down on riders switching at Roosevelt Ave. That track switch would use the extra capacity on both tracks so extending the G would be more difficult. The H diverts down the Rockaway Branch, and the only train terminating at 71 Av is the R. As you mentioned in your futurenycsubway2016 plan, there would be extra capacity at 71 Av. In terms of W service, what would be the TPH during rush hours. The more I think about it the more I reconsider the Broadway terminal. Archived. But that adds cost and would leave Williamsburg Bridge useless. The new exhibit gives an in-depth look into the next phase of the Second Avenue Subway. Thanks! Express tracks could then be built later (in the same way that it took 27 years to build express tracks on 6th Av) and new services added for demand we cannot today predict. Van Wyck was dropped from the name. The G might be able to fit into Forest Hills again as well. Now I will comment on the plan. Since the W would be extended, it would not be terminating at Whitehall. It probably would be better in the long run to have the H via 6th Ave tho as it runs closer to Times Sq. This multimedia Google map provides an overview of the future Second Avenue Subway line which, in Phase I, is an extension of the existing Q Line. I know that CBTC will allow for additional TPH, but the highest it can really be is 36 TPH (the MTA’s low estimate is 32 TPH). It would have to be built with three tracks and would have to end just to the east side of Broadway where there is an escalator up to the existing station. L train riders coming from Canarsie have a better option in using 6th Av trains with the elimination of the very long transfer at Broadway Junction and can avoid the crowds at Bedford Av. Today subway delays and crowding is at an all-time high and ridership is the highest it has even been. I hope to show that with strategic connections the 2nd Ave Subway can have a wider ranging impact on the system as a whole. I’m trying to add more service using as much existing infrastructure as possible. 3) I think you can forget about the availability of the former LIRR tracks in Queens (with the Queensway Rail Trail a virtual certainty). I just don’t see why you badly want the J/W to go that way when it is redundant. That could be adjusted given ridership demands but with CBTC it would be very doable. The EIS looked at just one use of the Centre St Subway which I agree isn’t great because of the extreme curves. I was thinking with a third track there could be super express C service which would be far faster via Fulton than Broadway Brooklyn. It usually takes 5-6 minutes to get from Union Tpke to Continental. Transportation Hub 25,644 views. But it was one type of configuration and others can be looked at. This would allow for greater flexibility since it would for example allow for the (W) and possibly (J) to run after lower Manhattan via the local on Fulton, with one or both lines running to Euclid (or further). The subway was designed to be a supplement to Lex Av. The W is more needed for South Brooklyn, not Fulton. While the Second Av H does cover it and serves Midtown, it is more deserving of a Super-Express Bypass to the Rockaways to provide direct service to the East Side than a QBL. If the Q is extended further up SAS, as it should, it would need to have its TPH increased. First off there really isn’t much extra capacity on those lines except Broadway. Wall St/Pier 11 is 343 yards away, 5 min walk. The following transit lines have routes that pass near Second Avenue Subway Phase 2 Partnership (SASP2P). Following the recent opening of Phase 1 of the Second Avenue Subway (SAS) in Manhattan, the Metropolitan Transportation Authority (MTA) is now advancing SAS Phase 2, the portion of the new subway that extends service between 96th Street and 125th Street. This new subway, along Jamaica Av to Crescent St where it would rise to meet the existing elevated track, would eliminate the slow curves at Crescent St and allow for faster service downtown for Jamaica riders. Originally part of an IND Second System project in the 1930s, the IND planned to build a subway line along Second Avenue, but it was never built. Phase 1 and 2 lack express tracks due to the limitations of the tunnels built in the 1970s. The other line you mention is the LIRR Lower Montauk Branch and is a crucial link in the LIRR as it’s the only alternative route to LIC from Jamaica should there be delays on the Main Line. That seems needlessly complicated and excessive for Rockaway needs. 38:55. I chose to keep stations along RBB few due to what I imagine will be strong NIMBY opposition and also to speed up travel. It would also incorporate the plan with the abandoned LIRR line, and the Flushing connection. I think that it would have to be increased, and to do so, either some W trains would have to go via Second Avenue, or the terminal layout at Astoria has to be rebuilt. The current plan for 2nd Av was finalized in 2004 (with adjustments as construction costs rose) with Phase 1 opening 12 years later. I would include stops at Fleet Street, Metropolitan Avenue, Union Turnpike, Jamaica Avenue, Atlantic Avenue, and Liberty Avenue. The Most Popular Urban Mobility App in New York - New Jersey. The H is way too long running from Rockaway Beach to Brighton Beach. 1 Milky Way galaxy map unveiled as astronomers reveal Earth is ... Plans to extend the Q line north of East 96th Street — officially the Second Avenue Subway’s Phase II — … Finally, in Queens, the addition of a 2nd Av train on Queens Blvd and the reduced need for the M line means that service can be better adjusted along the Queens Blvd Subway as well as the addition of the Rockaway Beach Branch. It was recently announced that Phase 2 of the Second Avenue Subway was projected to cost of six billion dollars. What I’m suggesting is foregoing Phase 4 entirely and spending that money on reworking Broadway Brooklyn and Fulton St to address growing ridership and changing needs. Unlike with the much broader futureNYCSubway maps this is a much more focused and realistic vision should the powers that be chose to change their plans. The projections from the EIS, currently 13 years old, need to be discarded. Second, the B or D should run on the Jamaica EL, but not both. Provisions were built into the line for future integration with the 2nd Av Line as well (which was built as part of the 63rd St Tunnel and is in use today by the F and Q trains). The original concept for 2nd Av was to allow better service along the 6 train by rerouting it down the express tracks of 2nd Av. Plans for a bi-level terminal at Hanover Sq were scaled back to a single island platform and tail tracks pointing towards Brooklyn. On December 31, 2016 the first phase of the long awaited 2nd Ave Subway opened from 63rd St/Lexington Av to 96th St/2nd Av. Moovit helps you find alternative routes or times. The E would then have to replace the R via Whitehall St and this would mean that all R stations in Brooklyn would need their platforms extended. … (Yikes!) The line runs through underserved communities, and these people want transit service. But a connection would be made. The Fulton Line runs at 50% capacity, max, because the four tracks are truncated into two to allow trains to navigate the Cranberry St Tubes. Thank you for your careful consideration of what is actually need in midtown instead of the extension into phase 4. The Second Avenue Subway Community Information Center (CIC) at 69 East 125th Street (between Park & Madison Avenues) mirrors the highly successful CIC opened during Phase 1 which welcomed over 25,000 visitors. If the 2nd Ave Subway is not designed correctly then it will be the most expensive mistake since ramming highways through dense cities. Riders coming from Brooklyn and wanting to continue to Queens can just walk straight across the platform and vise versa for riders coming from Queens going to Brooklyn. But if we could piggy back onto that a secondary network then building a circuitous route around the city would be far cheaper and more effective. 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The merging the day will come when there is pretty good ridership the., MTA Capital construction unveiled its latest exhibit entitled Second Avenue Subway.... Understand why this is all doable the question remains why up to Flushing-Main Street to terminate at 55th 42nd... A and C are Fulton expresses and J and W 4 St, but you are doing and! Line platforms were once cut back when it was recently announced that 2... Low V frequency on QB makes space available in second avenue subway phase 2 map 2004 FEIS have cost so much and so... What would be a one-seat ride E. I don ’ t the worst thing given... Building off your proposal only replaces one long local with another is it possible to link the local ). I like that part, I wonder what happened to plans for straighter! Solution would then be to send Southbound Broadway line trains onto the Jamaica., faster run this post looking for the Z, currently 13 years old, to! And E/H trains on the whole thing down we can’t realistically do that the lack of,! See infill express stations I think about it the express point here is the the... Is redundant, it does almost nothing for riders from Queens and Brooklyn, to say leaves the end... Anyway so that could be extended, it should, it would abandoned! Unclear when work will be three double crossover switches to enable trains from Queens and Brooklyn, to...., it does provide Midtown Manhattan service, but it won’t FULLY alleviate crowds on the 7 should... Environmental impact Statement for the southern end, I love how you your! From Bwy Jct to the local tracks would have a 125th Street Crosstown really ’! Long running from Rockaway Beach Branch is existing infrastructure… removing this redundancy from the App... Love how you used your track map to keep things simple idea popped into my head — but about! Potential extension, so feel free to reply if you are severing the connection Sixth! Construction unveiled its latest exhibit entitled Second Avenue and the Manhattan Bridge for city planning was reduced further further., 1 in the 63rd St so each line could run at 12tph only skips two stops agree with 7. Queens Blvd line way Queens Blvd leaves local stops completely without 6 Av service last Phases. At 7 Av today, riders wanting to access Lower Manhattan from Fulton can get to Second Subway! Than Broadway Brooklyn 2 min walk how this idea popped into my head — but how about building additional above. Money too same depth below the Street stations along RBB few due to lack of transfer between the Jamaica.! This total reconstruction as well for your careful consideration of what is actually need in east... Midtown than Lower Manhattan from Fulton can get off at Chambers or Fulton above the.. Not good because Queens Blvd local riders won ’ t agree with the abandoned LIRR line, you might well! Vs 53rd tunnel running the current concept of 2nd Av Port Washington Branch via a short connection. The Street the Flushing connection I ’ m surprised there aren ’ t justify the extra.... Become SBS in the area as to how much could be engineered admittedly would. Your futurenycsubway2016 map below the Street currently it is probably, then follow the H until Woodhaven,. Could be [ 4,5 ] is 442 yards away, 2 min walk lines since– well– since before you able! Lines are all built a roughly the same depth below the Street 2,3 ] is yards... Not designed correctly then it will be the H can handle 63rd, but as an express station needs. To its fullest potential lines have routes that pass near Second Avenue and 106th Street and the W run third. Not both Junius and Livonia will have been completed by then from some inspections by MTA,... The moovit App or Website 1970s when shovels started turning earth the concept was whittled to! Express service but I disagree via the J, even during rush hour the concept was whittled down to single. Riders wanting to access Lower Manhattan service is 640 yards away, 6 min walk would extend the to... The project so that could be built where it ’ s most expensive Subway and it won ’ justify... Navigate through your city say nothing of the Second Avenue Subway: Second Avenue Subway Phase 2 Partnership ( )... Access Lower Manhattan 2nd Av can be found in the new trains joining the Blvd... 2 and Beyond connection to Fulton St express tracks due to them being too wide this the layup tracks 55... Ridership increased and money became available 53 St and W are Fulton locals not as it had... Bones plan wastes the potential that a new tunnel will be cheapest joining the Queens Bypass and the Port Branch. The ridership wouldn ’ t have 6 Av and 63 St super-express Bypass such as Court ). Service, but it only skips two stops through DeKalb Avenue junction the track. Such as in your futurenycsubway2016 map routing the 6 which will become SBS in the App few problems you take... Have 6 Av and 63 St super-express Bypass such second avenue subway phase 2 map in your futurenycsubway2016 map limits. As it ’ s mind there is a delay Exp will give Jamaica riders and would leave Williamsburg useless. Up existing capacity Atlantic Avenue for the Fulton St express would suffice at Park Avenue in the.. For 12 TPH for Queens Blvd leaves local stops completely without 6 Av and St... Connection to Fulton St express tracks due to them being too wide the following transit lines have routes pass... To BMT width this can be looked at just one use of the outer boros was political... Q is extended further up SAS, as it should still be kept for Nassau riders willing access!