In the drop down menu at the top of this site there is a new link for the futureNYCSubway series. When you click on it you will be brought to a giant map of New York City with the current subway and proposed extensions. Everything which is on that map I’ve explained in previous posts and I hope to soon ad a feature where you can click on the map to visit a description of the line I propose.

An Explanation

I started doing research for this series about 5 years ago after completing my futureMBTA project. I made a few maps but I soon realized just how ambitious it would be to come up with a plan since New York’s subway system is so impressive and has such a byzantine history.

Many people, when I’ve shown them my ideas, usually express similar feelings: this is great but this will never happen. I don’t make plans with the idea that this is something that will happen, more that these are ideas that could, maybe even should happen, but ultimately these are ideas to inspire others of what might actually be possible. Of course there are so many factors which contribute to a project of this size, one look at the history of the Second Ave Subway tells the tale perfectly.

Too many people see these plans in the present context of the way things work in New York (city and state) and how the MTA runs the system. The MTA is a man made structure and is imperfect. This should not dissuade others from trying to push for something better. If subway expansion can not happen in the current political climate then how do we create a climate in which such expansion could be feasible?

Another perceived issue which comes up to thwart expansion is the seemingly immovable object known as the NIMBY (Not In My Back Yard). While it is true that much of the current system was built when the city was still farmland, this doesn’t mean that it is now impossible to build a subway. New highways in cities are much more disruptive than a subway or even a light rail line. While no one can deny that construction is a nuisance, it is a small inconvenience in the big picture (and these inconveniences can be mitigated with diligent public outreach).

My modus operendi for all subway expansion plans I have laid out in this plan is real estate development. Remember, while the subways were built to address crowding on the former elevated and streetcar lines in the city, the main goal was to open up new areas of the city for development. Much of the land which was opened up was owned by the very companies which were building the lines as a way of making once cheap, undesirable land closer to the city (commuting time), thus increasing the land’s value. The problem today is that there are no longer vast tracts of farm land open for development inside the reach of subways.

But, while we can no longer keep going out, we can keep going up. In the last decade New York City has seen an increase in population such that the city now has a higher population than ever before; this is something no other post-industrial city which saw massive population drain after World War II can say. Planners expect an increase in population of a million people in the next 20 years. Even with this current economic slump these numbers seem plausible. While the mayor has spent millions on making the city more livable, he has only laid a small foundation when it comes to preparing the city’s transportation infrastructure for 1 million new residents.

This isn’t to say Mayor Bloomberg hasn’t done anything, in fact he has one of the most impressive records in terms of transportation improvements in generations. The Second Ave Subway, the 7 Line Extension, the East Side Access project, and the new Hudson River rail tunnel are quite a staggering list of projects to start in 8 years and he is to be commended. But a closer look at these projects reveals a lack of foresight in these projects which may leave the transportation infrastructure bottlenecked in the not too distant future.

The 7 Line Extension does not contain space for a station at 41st St and 10th Ave, an area of the city which has seen extreme gentrification and massive new residential towers grow in the last decade. The Second Ave Subway is not being built with space for an express track system which, if it is ever fully built out, will leave the East Side of Manhattan (and presumably parts of the South Bronx) with less than adequate coverage (to compensate for the all-local subway planners have spaced stations further apart, creating a lose-lose situation for people living on the east side of Manhattan.)

What impressed me when I first read about the IND Second System (even the first system, too) was how ambitious and far-sighted it was. Money wasn’t as much of a factor in the design because it was more important to serve as much of the city as possible (which isn’t to say money was no factor at all; in fact the stark modernist stations with little decoration was the city’s way of cutting cost). Today subway plans are continually cut back or castrated due to cost to the point where they can cause overcrowding problems on trains or, conversely, stunt growth in areas where stations were cut for budgetary reasons. The Second Ave Subway is a perfect example of this lack of foresight.

Many words have been written over the last decade about the lack of ambitious, large scale transportation plans. We look to the other side of the world and see how China is building whole subway and train systems from scratch in the time it takes for out paperwork to get through the labyrinth of our bureaucracy. This, or course, is due mostly to the fact that after World War II cities let the bulldozers loose for one large, often Federally funded, project after another in the name of progress. These projects, housing projects, highways, and everything else under the banner of Urban Renewal, shocked the populous who rightfully fought back. But now we see that swinging the pendulum to the other side, away from centralized large scale developments, can create a quagmire in which nothing can get done, even projects with widespread support. The irony is that many of the protesters who fought against Robert Moses and the highway builders wanted more mass transit, but the outcome of this fight was that the very powers which were needed to build more mass transit have been retarded.

Unfortunately I am not here to try and fix these problems. In fact I don’t think I should, as an individual, try. The political system we have is by nature a bottom-up one (as opposed to China’s top-down). I truly feel that the bottom up approach is, ultimately, the better one. The problem is that it takes a long time for change to occur as it takes a long time for a seed to grow into a tree. Changing society to the point where large mass transit projects like the ones I’ve looked at throughout this series are possible will take a generation or two. That may even be a good thing since by then the growth and traffic (as well as other unforeseen problems) will probably reach a tipping point where new subway expansion becomes the only option. The worry is that by that time we don’t know if the power and resources will be available to save us.

I write that last bit with slight trepidation since it is important to keep in mind that every time a new transit project is proposed it’s proponents point to the terrible problems that will occur if the project is not built. All projects are cast in this light, it seems, so I don’t want this series to come off as some sort of high-minded cure for some future dystopia. Many, if not most, of the projects outlined here will never see the light of day and some probably shouldn’t. The city is ever changing and a project which looks great today might not be as beneficial in 25 years.

One last thing I need to address is that throughout this series I haven’t brought up the numbers; what will these expansion plans actually cost? I’m not an engineer and I haven’t the foggiest idea what the raw numbers would be. Much of the cost overruns from projects like the Second Ave Subway or Boston’s Big Dig came from relocating existing utilities, many of which were not on existing maps. Another major factor is that because these projects take so long to complete the cost of materials will fluctuate during construction. Inflation is another major factor, but one which needs to be taken into consideration especially when comparing a new project to a subway which was built 60 years ago. When factoring in inflation the billions it would cost to build the Second Ave Subway are not far off from original estimates from long ago.

Since I’m also not an economist I am not going to try to devise a solution to the numbers problem. Like I said, the point of this series was not to devise a plan which would get built but rather try to create a plan which would inspire those in power, those with the technical knowledge, to find solutions to the problems of building such a system. In the past we seemed to have understood how to do great things but today we can hardly balance a budget and keep roads paved. The Vanshnookenraggen Plan for the Future of the New York City Subway is a vision of what is possible when we put petty politics aside and work for the greater good.

the vanshnookenraggen plan

I’ve explained in detail all the different plans in past posts so now I want to tie them together into a comprehensive plan. If you are unfamiliar with an extension plan you can link back to the post. I have numbered the different plans in order of which ones could/should be built first.

1. The Second Ave Subway
   

   2nd Ave subway alternatives in lower Manhattan.

   The most obvious place to start since it is currently under construction, the Second Ave Subway project is today, as it is designed, short sighted. The full subway needs to be built with an express track with connections to the Manhattan and Williamsburg Bridges; a 2 track subway under Water St to connect with the IND Fulton St subway in downtown Brooklyn, a connection with the IND Queens Blvd Line, and three branches in the Bronx with a third express track.

   The Second Ave Subway is the most important expansion project the city could undertake. The subway is needed to relieve not only the IRT Lexington Ave Line but also relieve pressure from Queens and downtown Brooklyn. Connections to Brooklyn would allow existing trains to be diverted to Second Ave while allowing BMT Broadway and IND 6th Ave trains to run with more frequency.

   As part of the Second Ave Subway the IND Fulton St Subway in southern Queens should be extended as a 4 track subway from Gates Ave under Linden Blvd to the border with Nassau County. A new connection to the Rockaways would be built and the existing elevated tracks through Ozone Park would be demolished.

   Another key part of the Second Ave Subway would be a new crosstown subway under 125th St as an extension of the Q Train (which in the current plan would terminate at 125th-Lexington Ave). A 125th Crosstown Line was proposed in passing by the former CEO of the MTA as a future extension. This extension, to Broadway on the west side, has just as much potential as the rest of the Second Ave project and should be seriously considered in future plans.

2. Flushing Trunk Line
   

   Flushing Trunk Line through Queens Plaza and Sunnyside Yards.

   The fastest growing section of New York City in the last 20 years has been northwester Queens: Astoria, Elmhurst, Corona, Jackson Heights, and Flushing. This area is home to dense immigrant neighborhoods which are more transit dependent than other groups in the city. The area has very good housing stock but is under served by just the IRT Flushing Line 7 train and the IND Queens Blvd Line which swings south after Jackson Heights.

   A new subway, built with 2 local tracks at first but with provisions for a second pair of express tracks, could be one of the best mass transit investments in the nation in terms of dollars per rider. After the IRT Lexington Ave Line the lines which converge at Long Island City are the most congested in the entire system and with the continued population growth in Queens it is projected that these lines will become only more congested.

   The Flushing Trunk Line should be built to provide future expansion into College Point and eastern Queens as well as a future connection to a new crosstown subway in Manhattan. As part of this project the existing IRT Flushing Line 7 Train should be extended east to Bayside, Queens.

3. Bushwick Trunk Line
   

   Bushwick Trunk Line track map.

   It is difficult to recommend the Bushwick Trunk Line as just one entity since it is really six (6!) subways in one. In any other city a proposal of this size and scope would probably be all the city would ever need in terms of subways. Even cities in China which seemingly put up new subway systems overnight would see the Bushwick Trunk Line as a challenge. I’ll break it down into how I think the line should go about being built.

   • Phase 1

     A 6 track “shell” subway (a subway built so that new tracks can be added later) should be built from the Williamsburg Bridge under South 4 St to Union Ave to where there is an existing shell of a station. From here the 6 track “shell” subway would be built out to Myrtle Ave. For the time being only 4 tracks would be activated, a local and an express. The existing Broadway elevated tracks would be demolished from the bridge to Myrtle Ave. After Myrtle Ave the tracks would ascend to the surface and continue along the existing tracks along Myrtle Ave and Broadway.

   • Phase 2

     Extend 4 tracks from Myrtle Ave & Broadway under Myrtle Ave out to Fresh Pond Rd in Ridgewood. For the time being only 2 tracks would be used and the existing Myrtle Ave elevated tracks would be demolished (a connection to the Fresh Pond train yards would be constructed along the existing train tracks through Fresh Pond).

     

     Bushwick Trunk Line with alternative routings.

   • Phase 3

     Construct what is known as the Utica Ave Subway. Branching off the BMT Canarsie Line a 2 track subway under Bushwick Ave would connect with the lower level of the station at Myrtle Ave & Broadway. Past Myrtle Ave a 4 track subway would turn south along Reid Ave to Fulton St and then on to Eastern Parkway.

     After Eastern Parkway the subway would be extended south along Utica Ave to a point in Flatlands, Brooklyn (such as Flatbush Ave). At some point a new connection between Manhattan and Williamsburg would be needed to accommodate service along the Utica Ave Line. A subway under East Broadway or a branch off of the IND 6th Ave Line under East Houston St would travel under the East River to connect with the 6 track subway at South 4th St.

   • Phase 4

     Construct a branch off of the IND Crosstown Line (G Train) which would continue east along Lafayette St to Broadway where it would turn north to connect with the Myrtle Ave Subway. From Fresh Pond Rd the 4 track subway would be extended out to Queens Blvd in Kew Gardens, Queens and eventually further east along Union Turnpike. As traffic demands, the line would be extended further east to the border with Nassau County.

   • Phase 5

     Add a second tunnel under the East River and build out a 4 track subway under Bushwick Ave to Broadway Junction which would replace the existing Broadway elevated tracks.

4. Crosstown Manhattan & Trans-Hudson Lines
   

   10th Ave Subway and Crosstown alternatives.

   Currently the IRT Flushing Line (7 Train) is being extended west from Times Sq to 10th Ave and south to 34th St but like the Second Ave Subway project this extension is being built in a way which will hurt the city in the future. A station at 10th Ave was discarded due to budget cuts and is an example of the totally backwards (e.g. suburban) way that transit planners/city officials are thinking about this project. A new station is being built in an area where no development will get off the grown for years to come but a station was cut for an area with an existing commuter base and massive new developments already under construction or open.

   I am placing a new crosstown subway this low on the priority list because development on the Far West Side will take so long. A new subway under 50th St from 10th Ave to Long Island City will take pressure off of existing subways in Long Island City and bring commuters directly into the midtown Central Business District. A similar line was planned in the 1960s and 70s but budget problems killed the project. Eventually this line should be connected with the BMT 14th St-Canarsie Line to create a loop through the Far West Side, but this is dependent on new traffic from developments like the Hudson Yards which are years away.

   As for new subway lines crossing the Hudson River into New Jersey, these are complicated by jurisdictional problems. If these can be overcome them the best options for new trans-Hudson subway service would be along the George Washington Bridge and an extension of the IRT Flushing Line into Hoboken and Jersey City, NJ.

5. Staten Island Subway
   

   Brooklyn connections to a subway to Staten Island

   While it would be faster to build a new line either under the harbor or through Bayone, NJ, it would ultimately be cheaper to build an extension of the BMT 4th Ave Line or of the IND Culver Line. A branch of the Culver Line was proposed in the IND Second System and would be the best option in terms of cost and capacity. The Culver Line has an unused express track which could be activated so that commuters could quickly travel from Staten Island to downtown Brooklyn and midtown Manhattan. A direct route from Staten Island to downtown Manhattan would bypass a potential employment destination in downtown Brooklyn (which today is most easily reached by car). A Culver Line extension would also allow for easy transfers to 8th Ave trains at Jay St and would allow the most flexibility in terms of routing.

   On Staten Island itself I would recommend building a new subway through the center of the northern side of the island. Some plans have called for converting the Staten Island Railroad to subway clearances but I feel like it (the SIRR) works fine as it is now and that a new subway, perhaps along Victory Blvd or Forest Ave. This, however, would not be needed for some time to come and a subway terminal around St. Georges Ferry Terminal would suffice until commuting patterns justify an extension.

   Besides a new subway, the North Shore of the Staten Island Railroad should be reactivated, either with existing rolling stock or with light rail.

6. TriboroRX and Atlantic Ave Super-Express
   

   The Atlantic Ave Super-Express through Broadway Junction.

   The Triboro Rx travels against established commuting patterns to the point where ridership would be so low that a better investment would be to build an at grade road along the line for buses and trucks. However, I have included a complete Triboro Rx in my final plans since at some time in the future such a line may be needed and so the right-of-way should be kept up since it is too invaluable as a transit corridor not to consider. Because the line cuts through so many different parts of the city it could, conceivably, be built in sections where traffic demands (such as a crosstown shuttle in the south Bronx).

   The Atlantic Ave Super-Express Line would be a better project since it runs along established commuting patters but it would also cut back LIRR capacity and run parallel existing subway service. The benefit to such a line would be for better expansion of subway service into Jamaica since existing lines would make such a commute painfully long. The Atlantic Ave Super-Express would also allow for the existing elevated tracks through eastern Brooklyn to be demolished and replaced with faster service, both local and express, into the city.

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

Jackson Heights, Queens under development in 1924. The Corona Line (7 train) Subway is seen running east at the bottom.

The borough of Queens came late to rapid transit development. Even after Queens was created out of Nassau County when New York City consolidated into five boroughs it remained farmland well past World War II. Some areas did grow thanks to the introduction of railroads, the Rockaways had summer resort communities.  Some early railroads cut through Queens to serve already established towns like Flushing and Jamaica and some were built as real estate ventures that went bust, but by the turn of the 20th Century all of these had been consolidated into the Long Island Railroad or been abandoned. Queens began to develop after transportation improved with the opening of the Queensborough/59th St Bridge and the construction of the Steinway or Belmont Tunnel which allowed elevated and subway trains to be built to Astoria and Corona. A well repeated fact is that the first radio advertisement ever was for new garden apartments in Jackson Heights which were built after the Corona Subway (todays Flushing 7 Line) opened up the countryside.

Planners knew that Queens would eventually grow with development and as neighborhoods like Jackson Heights and Forest Hills began to pop up the need for improved rapid transit also grew. When the city built the IND Queens Line along Queens Boulevard it was designed to be the major trunk subway which future new lines would connect with to reach Manhattan. New connections were planned to Jamaica and Far Rockaway. A new subway was also being considered along Horace Harding Boulevard which would run through central and eastern Queens. Because much of the area was still farmland the subways could be built cheaper than waiting until the area was developed.

After World War II development shifted along with new transportation technologies, the car and the truck. With developers no longer needing to wait for subways to build their homes the farmlands of Queens filled up quickly. Robert Moses famously built his highways to exclude mass transit. The subways planned along Horace Harding Boulevard and Van Wyck Boulevard instead became the Long Island Expressway and the Van Wyck Expressway. Instead of a dense urban development pattern seen in the Bronx or Brooklyn, Queens embodied the new suburban sprawl development that was quickly changing the fabric of the entire metropolis.

Many of the proposals I’ve talked about previously in this series have looked at subway expansion along existing lines or new subways to replace older, out dated service. Because Queens developed around the car and not the train the new subways through Queens will have to be designed differently than in older areas of the city. I’ve already talked about the Myrtle Ave/Union Turnpike Subway which would service central Queens, and I’ve also talked about expanding the Second Ave Subway into southern Queens and Jamaica. Now I want to look at the last section of Queens, northern Queens and Flushing where a third and final new trunk line subway will knit the farthest reaches of the borough into the subway network.

Queens Plaza

Flushing Trunk Line through Queens Plaza and Sunnyside Yards.

The Flushing Trunk Line begins in Long Island City. In the last post I talked about a new Manhattan crosstown subway which would run into Long Island City and connect with the existing IND Crosstown G Line. Because the existing Queens Blvd Subway is already at capacity a new 4 track subway, the Flushing Trunk Line, would be built parallel to Queens Plaza with 2 tracks serving Manhattan trains and 2 tracks serving a rerouted IND Crosstown G Line. The actual subway would be constructed inside the Sunnyside railroad yards which is owned by the MTA. A second station would be built at Queens Plaza serving the Flushing Trunk Line with a free transfer to the Queens Blvd Line.

Just past Queens Plaza a new connection will be built to allow trains using the 63rd St tunnel to access the new subway. On the map to the right there is a station inside the Sunnyside Yards. Over the years there have been many plans floated for air rights development over the yards (much like the Hudson Yards and Atlantic_Yards) but ultimately nothing has ever been built. This station may be built as a shell at first in anticipation for future development. At the end of the yards the subway will split with 4 tracks running under Northern Boulevard and 2 tracks running under 37th Ave. The tracks under 37th Ave will be the first section of a super-express subway out to the Rockaways and will go as far as Broadway-Roosevelt Ave. After Roosevelt Ave the super-express line will head south along 78th St until it reaches the Long Island Railroad tracks at which point it will surface and run to the Rockaways along the abandoned LIRR Rockaways Line (see my previous post about a Second Ave Subway super-express subway).

Northern Boulevard and Alternatives

Flushing Trunk Line along Northern Boulevard and alternatives.

Northern Boulevard is a major highway through northern Queens (it runs out along the north shore of Long Island as NY25 all the way to the tip of the north fork at Orient Point). Because it cuts through such a substantial section of city and is wider than other avenues in Queens it makes the perfect route for a new subway. The Flushing Trunk Line would make a straight shot down Northern Blvd with one express station at Junction Blvd (this station would be specially designed for travelers transferring to shuttles to La Guardia Airport). The subway would snake south at 114th St where it would meet up with the existing station at Willets Point Blvd serving Citi Field, Flushing Meadows Park, and the National Tennis Center. Here will be a major transfer station as it also serves the LIRRs Port Washington Line. After this point the subway splits into two branches.

Though Northern Boulevard would be the preferable alignment there are two other options which would serve other parts of central Queens which at present the subways only skirt.  Central Corona used to have two commuter rail stations on the LIRR Port Washington Branch but these were taken out of service decades ago (Corona Station in 1963 and Elmhurst Station in 1985).

A Port Washington Alignment would run a branch of the Flushing Trunk Line along the Port Washington Branch right-of-way, splitting from the trunk line in the Sunnyside Yards so that it would run through Woodside before turning east into Corona.  Another branch would run along Northern Boulevard and at Willets Point Blvd both branches would meet up before splitting again in Flushing.  The right-of-way along the Port Washington Branch would not be wide enough for subway and commuter rail tracks.  Either eminent domain would be needed to take buildings along the tracks or the Port Washington LIRR Branch would have to be totally converted to rapid transit (neither are preferable options).

The southern most alignment would run along 57th Ave.  This alignment would go further in reaching under served areas of Queens but would have to contend with tight, winding, narrow streets.  Transit planners knew that this area would require mass transit at some point and began studying ideas for extending subway lines along Horace Harding Blvd as early as 1929.  Horace Harding Blvd was expanded by Robert Moses in the 1950s and 1960s to create the Long Island Expressway.  He ignored the cries of planners when he neglected to provide room along the median of the expressway for a future subway line.  The 57th Ave alignment would serve this same area but would be better integrated into the fabric of the city.  Subways built along highways are less expensive but require pedestrians to traverse a rather inhospitable landscape to reach them.  A subway built under 57th Ave would be better for pedestrians and businesses along the avenue and would not require taking a travel lane out of the Long Island Expressway (either permanently or during construction).

Flushing and College Point

Flushing Trunk Line into Flushing with branch alternatives to College Point.

The Flushing Trunk Line splits after Willets Point Blvd and becomes two, 2 track subways, one north to College Point and one south to Auburndale and Oakland Gardens along the Kissena Park corridor. The Flushing Trunk Line proposal also calls for the extension of the 7 Line east to Bayside. This extension has been proposed as far back as 1929 and also included a branch to College Point (I’ve incorporated this branch into the new trunk line).

College Point and Whitestone once had a rail connection to Long Island City with a branch off the LIRR Port Washington Branch just past Willets Point (a great write up about the Whitestone Branch over at ForgottenNY).  The old line ran up to College Point near 130th St, turning east along 11th Ave to the docks in Whitestone.  The line was abandoned in 1932.  The city at one point tried to buy the right-of-way for rapid transit conversion but no deal was ever finalized and the right-of-way was eventually sold and built over.

The modern College Point subway would continue down Northern Boulevard to 154th St where it would make a 90 degree turn north up to 14th Ave in Whitestone where it would make another 90 degree turn back west, creating a giant “hook” shape, out to 127th St in College Point.  This is pretty close to the original proposal by the city in the 1930s.  This alignment would serve more residential areas than the original, western alignment which would run along or through the old Flushing Airport (closed in 1982), now mostly soggy abandoned marshland.  A third alternative would be to run the subway along the Whitestone Expressway at grade.  While this alignment would not serve as many neighborhoods as the 154th St Alignment, it would be less costly and would have the space for large parking facilities along the highway.  It would also allow for possible extension of the subway across the Bronx-Whitestone Bridge, something I talk about in the next section.

Flushing Trunk Line branches through Bayside and eastern Flushing.

The 7 Train extension west would be a 2 track subway under Roosevelt Ave to the point where it reaches Northern Boulevard.  Here the subway has three alternatives, the first would be to continue under Northern Boulevard to Crocheron Ave and continue west under 35th Ave to Bell Blvd in Bayside.  The second would be to have the subway, after Northern Boulevard, run at grade along the Port Washington LIRR Branch out to Bell Blvd (where the existing Bayside LIRR station is).  The final alignment would have the subway run entirely under Northern Boulevard out to Bell Blvd.

The second branch of the Flushing Trunk Line would make a quick turn southeast after Willets Point Blvd.  Like College Point, this area too once had a railroad running through it that was eventually abandoned, the Central Railroad of Long Island, the right-of-way for which was redeveloped as the Kissena Park corridor.  The southern branch of the Flushing Trunk Line would follow closely this alignment.  The subway would run under the park making construction much cheaper and less disruptive.  An important feature of this proposal are large underground parking garages.  Eastern Queens is much more suburban than other parts of the city and any subway expansion into Queens needs to take this into account.  This part of the city did not develop around walking, elevated trains, or streetcars like much of Manhattan, Brooklyn, or the Bronx, and because of this it wouldn’t work to build a subway without adequate parking.  The park space is perfect because when construction is complete the park will be restored and no buildings would need to be taken.  The eastern end of the branch would run along the Long Island Expressway to Bell Blvd.

An alternative to the Kissena Park corridor would be to run the subway under Parsons Blvd to 46th Ave to Hollis Court Blvd.  This alignment would run through residential and smaller commercial areas and would not serve drivers with large parking garages like the park plan would.  Both alternatives could also be extended south along the Clearview Expressway to meet up with the Union Turnpike Subway which I proposed in a previous post.

Long Island Sound Bridges

Subways between the Bronx and Queens via the Long Island Sound Bridges.

Like his highway, Robert Moses left no room on his bridges for mass transit.  When we was planning his bridges between Queens and the Bronx planners begged him to provide space for mass transit but he refused.  Because of his hard-headed short sightedness the only way to get between eastern Queens and the Bronx is by driving, taking a bus which is caught in the bridge traffic, or by taking the subway into Manhattan and back out.

At first it might not make much sense to connect the Bronx and eastern Queens, an expensive option since neither places are large employment centers with central business districts with their own traffic patterns.  But a subway connection would offer an alternative and faster ride into the city for residents of the eastern Bronx.  Presently there is only one subway, the congested 6 train and 6 express, at rush hour, serving this large area.  Express buses pick up the slack but are forced to sit in rush hour traffic.  The most congested sections of the NYC Subway are along the Lexington Ave Line to the eastern Bronx.  Even with a Second Ave Subway, residents of the eastern Bronx won’t have much of an improved commute (the current plan for the Second Ave Subway does not even extend into the Bronx).

A subway over one of the East River/Long Island Sound bridges would be a great improvement for commuters.  Large parking garages could be built along the highway or under interchanges where today there is just vacant land or parking lots.  Trains would collect commuters who might otherwise be stuck on the Bruckner or Cross Bronx Expressways and whisk them into midtown Manhattan via Flushing and Long Island City.  This would take considerable pressure off the Triboro/RFK Bridge and FDR Drive as well as the Lexington Ave Subway.  An added benefit to such a connection would be that travelers headed to La Guardia Airport would have a better mass transit option than driving through Manhattan or in Queens.

The two options for a bridge alignment would be as a branch of the Flushing Trunk Line (which would be faster into the city with fewer express stations) or an extension of the 7 Train (slower with rush hour-only express trains).  Either bridge, the Bronx-Whitestone or the Throgs Neck, would need to be retrofitted or replaced for this to be possible.  It is this fact which makes subway expansion over the bridges less attractive.  However, at some point in the future these bridges will need to be replaced.  Knowing this, I am not proposing that the city actively plan on extending subway service over these bridges now but only prepare for the eventuality and correct the mistake Moses forced on the city when he built the bridges.  Much like the planned replacement Tappan-Zee Bridge across the Hudson, space would be provided on a new bridge for mass transit (bus, light rail, heavy rail, or commuter rail).

Astoria Line Extension

Extension of the BMT Astoria Line to La Guardia Airport.

An extension of the elevated BMT Astoria Line (N/Q trains) east is much less far fetched as it sounds.  In the original 1929 IND Second System plan the Astoria Line was to turn east at Ditmars Blvd (the current terminal) and wind its way through Elmhurst to Horace Harding Blvd (now Long Island Expressway).  The area at the time was still largely undeveloped (see the picture of Jackson Heights at the top of this post) so an elevated line extension would not have caused much of an uproar (on the contrary, land owners at the time were fighting for improved transportation).  Like the rest of the Second System this extension never came to fruition.

As recent as the late 1990s, however, the idea was floated again as a way to reach La Guardia Airport.  At the time the city was looking at ways to connect mass transit to JFK and La Guardia Airports.  Many ideas were floated, an automated light rail system was proposed to connect both airports with subways and commuter rail (but was only built out for JFK as the AirTrain), an extension of commuter rail from JFK into downtown Manhattan, and an extension of the BMT Astoria to La Guardia.

The Astoria Line extension proposal had the elevated subway extended north along 31st St to 19th Ave (which is not an actual intersection because this land is owned by ConEdison and is not a street), turning right along 19th Ave where it would travel to a new terminal located near the La Guardia Marine Air Terminal.  This alignment would have avoided most of the residential areas and run through a mostly industrial neighborhood to reach the airport.    The proposal, which was very seriously considered, was shot down by residents who didn’t want the elevated trains running though any more of their neighborhood.

The map at the right shows a slightly altered proposal for extension, one that is closer to the original 1929 plan.  Here the Astoria Line would turn at Ditmars Blvd and run down to the Grand Central Parkway.  It follows the parkway, elevated, up to the La Guardia Terminals with stations at Steinway, Hazen, and 82nd streets (the 1990s MTA proposal had no additional stations besides the La Guardia terminal).  The subway could be extended further east to terminate at the Willets Point-CitiField station so that travelers coming from Long Island could have a mass transit option when going to La Guardia Airport.

Conclusion

Northern Queens is the best served section of Queens in terms of rapid transit today (which isn’t really saying much).  But the few subways which run through it are filled to capacity with no space left for extensions further east.  Most of the borough is miles from any subway and if there are going to be any more subway extensions to serve Queens then a new trunk line will be necessary.  Queens is growing in population and if New York City is to be able to take in an addition 1 million residents in the next 20 years then Queens will have to grow denser than it is today.  The only way this will be sustainable is if mass transit is extended out to reach all sections of the borough.

The Flushing Trunk Line is my proposal to address these issues in northern Queens.  It would take pressure off of the 7 Line and the Queens Blvd Line at the same time as serving large sections of the city.  With the growth of Long Island City as a residential and commercial neighborhood the congestion along the existing subways will just get worse.  New capacity is the only sustainable answer to address transportation issues in Queens.  This will require new zoning as well and the Queens of the future will be much less suburban than it is today, but then this was always going to be the case.  Like when the elevated trains came to the farmlands of old Queens, new transportation will go hand and hand with future transformation.  New subways will allow for a denser, more sustainable Queens and could even be a model for how other suburbs around the nation adapt to rising old prices and congestion.

Subway Diagram

Subway diagram showing Flushing Trunk Line

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

Elevated Train, 9th Ave, 1940 by Andreas Feininger

Manhattan is the only borough of New York City where major subway expansion is actually taking place. The Second Ave Subway and the 7 Line extension are the first major subway expansion projects in almost 40 years. I’ve covered both in previous posts so I want to look further into what might be possible for expanded service in Manhattan. The areas along the west side of the island are still far away from subway service (elevated trains once rumbled up 9th Ave but were replaced in the 1930s by the 8th Ave Subway). The 7 Line extension, as it is currently being built, will not include a station at 10th Ave/41st St which will mean that trains will bypass a large residential section of town, Hells Kitchen and Clinton, in order to serve a neighborhood which is not even built yet, the Far West Side and Hudson Yards.

While over on the west side let’s look across the Hudson River and realize that there are many commuters who pour into New York from New Jersey every day through the Lincoln and Holland Tunnels and over the George Washington Bridge, the most heavily trafficked bridge in the world. There are also rail connection between New York and New Jersey via the PATH system and New Jersey Transit into Penn Station. Construction of a new 2 track tube under the river from New Jersey to Penn Station has recently begun which will double capacity along the Northeast Corridor (check out the ARC Tunnel). The PATH system went through an identity change in the 1970s when the Port Authority of New York and New Jersey took over the defunct Hudson & Manhattan Railroad which was built to shuttle passengers from various train terminals in Hoboken and Jersey City into downtown and midtown Manhattan. As service grows between the two states and as capacity along the automobile lanes is stretched to capacity, new rail connections seem inevitable.

Another inevitability is that Manhattan will need a new crosstown subway line soon. Planners have seen this as an issue for over 70 years as crosstown subways have been proposed from 57th St to 23rd St. Any new subway lines into Queens will have to enter Manhattan at some point and even with a completed Second Ave Subway there will be little extra capacity on existing East River tunnels. A new crosstown subway in midtown Manhattan would be ideal for adding the additional capacity needed and could be extended out into Queens.

Flushing Line 7 Train Extensions

7 Line extensions into the Far West Side of Manhattan.

Currently under construction from 8th Ave/41st St to 11th Ave/34th St with layup tracks extending south to 11th Ave/25th St, I covered the history of the 7 Line extension in a previous post. Now I want to look at some past proposals for extension and some future possibilities.

• High Line and West Side Highway

  Before the High Line was a park it was just another abandoned railroad line though a major city which most people didn’t even know about (you can see my pictures from before the park was built on my“A Walk on the High Line” post). In the 1980s and 90s when the West Side Highway was being torn down and replaced by the Hudson River Park and a landscaped boulevard, many transit advocates called for using this opportunity to build a new transit line along the west side to the World Trade Center. A transit option had been proposed as an alternative to the plans for the Westway, a massive highway tunnel system along the Hudson River to replace the decaying West Side Highway. When the Westway was killed in 1985 it was hoped that the new replacement would have space from transit of some kind, be it a subway, elevated rail, or bus lanes.

  The proposal to extend the 7 Line south along the west side would have brought the 7 Line west from Times Sq down to the Hudson Yards where it would have connected to the High Line at the point where the High Line tracks enter the ground along 34th St at 11th Ave. From here the 7 Line would have looped around the train yards and made its way through the middle of the block along the High Line. Since the High Line was built only for freight trains it never had stations (though each building through which it ran did have loading platforms for freight). New stations would have meant that many warehouses and residential buildings would have needed to be demolished. The High Line had originally run south to West Houston St where it terminated in a large meat packing facility. The portion of the High Line from Gansevoort St to West Houston St was demolished in the 1990s for new housing development. Had this section not been removed then it could have been extended along an elevated structure from West Houston south along the West Side Highway to a new terminal at the World Trade Center.

  History has written a different story. Though the West Side Highway was replaced by a landscaped boulevard and park system, no space for transit was made available. The High Line was in danger of being demolished entirely but was saved by creative community activists and a new mayor.

  Please note: I am not in favor of replacing the High Line Park with active rail transit. This was merely an historical proposal.

• 23rd St Crosstown
  

  7 Line extension into Hoboken and Jersey City.

  The current extension of the 7 Line will end at West 25th St at 11th Ave. Since 11th Ave starts/ends at West 22nd St there are only two options for where the line could be extended from here.

  The first option would be to turn the line back east at 23rd St and create a new crosstown subway. Crossing the East River at 23rd St the line would be pointing directly to Greenpoint, Brooklyn. The 7 Line could possibly be extended southeast into North Brooklyn or could be sent northeasterly back into the southern tip of Long Island City to connect back with the 7 Line to Flushing thereby creating a large loop through midtown Manhattan.

• Hoboken and Jersey City

  The second option for extending the 7 Line past 25th St would be to send it west under the Hudson River into Hoboken, New Jersey. There are jurisdictional and bureaucratic issues with building anything across the Hudson River since it is a state boundary. The Port Authority was set up to build and maintain all interstate crossings inside a 25 mile radius area from the Statue of Liberty. Knowing this it is easy to understand why the New York City Subway has never crossed the Hudson River, but this does not mean the need does still not exist.

  The subway extension would leave Manhattan at 23rd St and head straight across the river to Hoboken at 12th St. The subway would curve south at Main St and head down to the Hoboken Terminal. Here there would be a transfer point for the PATH, Hudson-Bergen Light Rail, and New Jersey Transit. After Hoboken Terminal the subway would run parallel to the PATH down to Pavonia/Newport station, then down to 6th St where it would turn west. Jersey City was once covered in train tracks as it was the eastern most place trains could travel before they hit the mighty Hudson River. Jersey City was the home of many terminal buildings which allowed people and freight to transfer to barges headed to Manhattan. Because of this there are more than a few ruins left over from the railroad days. Like the High Line, Jersey City has a large abandoned railroad embankment running through the old residential neighborhood between 6th and 5th St. The 7 Line subway would ascend to the surface along 6th St here and run elevated along the embankment. The right-of-way leads directly to Journal Sq which is where the 7 Line extension would terminate, along side the PATH station.

• Union City and the Upper West Side
  

  7 Line extension into Clinton, Union City, and the Upper West Side.

  Back in Manhattan, instead of continuing the existing 7 Line south, an alternative would be to turn the 7 Line north into the Clinton/Hells Kitchen neighborhood along 10th Ave. On 10th Ave the 7 Line would run north to 72nd St where it would merge with the existing 7th Ave Subway at Broadway. From here north the 7 train would run along side the 1 train as a local service up to the Bronx. 10th Ave is interesting in this case since just west of 10th Ave, running through the block, is the depressed Amtrak right-of-way built at the same time as the High Line. This below grade rail line runs up the west side of Manhattan under Riverside Park and by Inwood before skirting the coast of the Hudson River up to Albany. This would allow for the 7 Line to act as a super-express subway for the west side of Manhattan up to Inwood. An actual current proposal for a similar transit expansion would have MetroNorth trains use this right-of-way with stations at 66th St, 125th St, and Dyckman St. MetroNorth trains would require no new tracks like a subway would so this is a much preferable and economical option.

  Alternatively the 7 Line could jump the Hudson River at 55th St and head into Union City, New Jersey. There is currently a train tunnel through the high cliffs on top of which Union City is built. The tunnel is currently being used for the Hudson-Bergen Light Rail. If these tracks were converted to subway service the 7 Line would have a ready to use tunnel into New Jersey. At the portal to the tunnel there could be built a large park and ride station which would attract commuters who might normally drive into Manhattan.

10th Ave and Crosstown Subways

10th Ave Subway and Crosstown alternatives.

As I stated above planners have seen the need for new crosstown subways for decades. In the 1960s an underground people-mover system was envisioned that would connect Grand Central Terminal with Rockefeller Center. Because the Midtown Central Business District (CBD) is so important to the economy of the region it is crucial that it is served well by transit. Since there is no more room for cars in this dense area the best option at the moment is mass transit. Currently there are crosstown subway lines at 59th St (N/Q/R trains), 53rd St (E), and 42nd St (7/Shuttle).

A new, 2 track, crosstown subway would serve an additional purpose, that of new capacity. Even if the 2nd Ave Subway is fully built out there will new capacity on existing lines in Manhattan but no new capacity in Queens. In my next post I will talk more about new subways in Queens but for these to be possible they need a place to go. A new crosstown subway in midtown Manhattan would be the perfect connection for a new subway to Queens. The 63rd St tunnel was built for this very reason but due to lack of funding no new capacity was constructed in Queens and the current 63rd St tunnel is operating under capacity because of this (read more about the history of the 63rd St tunnel here.)

The two best options for a new crosstown subway would be at 57th St or at 50th St. The 57th St alignment would connect with Columbus Circle, major express subway stations, and the hotel areas above midtown but the 50th St alignment would directly serve the CBD and still connect with major subway lines. A benefit to the 50th St alignment would be that an underground pedestrian mall could be constructed and connected into the existing concourse at Rockefeller Center. An underground concourse connecting Times Sq, the Midtown CBD, and Grand Central Terminal would reduce pedestrian traffic on the streets and allow for substantial retail which could help pay for the subway.

A cheaper alignment may be along 53rd St where the existing IND subway runs. The problem with this alternative is while the tunnel segment from 8th Ave to 6th Ave is 4 tracks, the tunnel from 6th Ave to the East River is only 2 tracks. Queens bound trains would have to be cut back to allow for an additional train, though an additional crosstown train at 53rd St would have the benefit of being able to directly connect to the 8th Ave Subway and add additional express service along the west side of Manhattan to downtown.

Crosstown subways from midtown Manhattan entering Long Island City.

Where ever the crosstown subway is built it will have end up somewhere. Like the existing 14th St-Canarsie Line it could terminate at 8th Ave but because there is a large residential neighborhood just west of 8th Ave (Hells Kitchen/Clinton) it would make more sense to extend the subway over to 10th Ave and run it south to 14th St to connect with the 14th St-Canarsie Line. This would mean trains could enter from Brooklyn and unload passengers heading south, then swing north to serve the proposed Hudson Yards development and the Hells Kitchen neighborhood, then turn back east into midtown and on into Queens. Due to the commuting habits at rush hour it is foreseeable that there would be three different trains running on this subway: an all local train running from Brooklyn to Queens via 10th Ave, a Brooklyn only train at 14th St which would terminate at 10th Ave, and a Queens only train at 50th St (or another alignment) which would also terminate at 10th Ave. Off peak hours could run one or two all local trains from Brooklyn to Queens.

On the Queens side of the East River the new 10th Ave-Crosstown subway would need a place to enter Long Island City, a growing mixed use neighborhood. This fact has more to do with affecting the location of the new subway in Manhattan than anything else. Because existing subways in Long Island City are at capacity a new 4 track subway would need to be built. Currently the IND Crosstown G Line is cut back to Court Sq instead of connecting to the Queens Blvd Line and running to Forest Hills. Because of the ridership demand for midtown Manhattan service G train riders must transfer to the E/M trains to get to Queens Plaza. A new tunnel under the East River servicing a 10th Ave-Crosstown train would allow for the G train to finally get a proper terminal.

Depending on the alignment, a new 2 track tunnel under the East River would enter Long Island City and head towards Queens Plaza. A more southern alignment, like the one at 50th St, would meet up with the IND Crosstown G Line before Court Sq, thereby allowing a new tunnel and station to be built which would combine the two subways into a 4 track trunk line built parallel to the Queens Blvd Line to Queens Plaza. The new subway would be built inside the Sunnyside Rail Yards so no buildings would need to be demolished for this expansion to take place. A new 4 track terminal station would be built adjacent to the existing Queens Plaza station for transfers.

Morningside Ave Line

Proposals for a super-express subway to Morningside Heights.

One of the more peculiar proposed subway lines from the original IND Second System was for a super-express subway under the west side of Central Park to Morningside Heights that would terminate at 145th St. The subway would have only had stations from 110th St to 145th St and would have connected with the BMT Broadway Line at 57th St. Early BMT subway maps actually show a small stud aimed this way at 57th St. While a new subway line through the Upper West Side was very much needed around this time, the peculiar thing is that this subway was still being proposed well after the 8th Ave Line opened, serving this same are.

My theory, and I have nothing to base this on, was that a Morningside Ave super-express subway was planned to compliment a pair of super-express tracks which were planned for the 2nd Ave Subway. Originally the 2nd Ave Subway was planned with 6 tracks through the Upper East Side, 2 local, 2 express, and 2 super-express with no stops until the line reached the Bronx. The subways through the Upper West Side were older, the original NYC Subway ran up Broadway, had two express stations at 72nd and 96th Sts, and only a third track for rush hour express trains after 103rd St. The areas around Morningside Heights, meanwhile, were rapidly developing at this time because of the improved transportation the new subways were bringing; in a sense the subways were too popular too handle the growing demand. A super-express subway would have taken considerable stress/directly competed with the IRT (keep in mind that the subways were still operated by three different companies at this time).

Today the shortcomings of the early subway designs are as evident as ever (for instance there is no express station at 125th St at Broadway). Already I’ve suggested three options for a super-express subway through the Upper West Side: a 7 Line extension along the Amtrak Hudson River tracks, a MetroNorth alternative along the same way, and a subway up Amsterdam Ave which would be an extension of the 14th St-Canarsie Line up 10th Ave.

Let’s add the original proposal into the mix, a branch off the BMT Broadway Line along Central Park. This would be the least disruptive option of them all since it would only require digging through the park. At the north end of the park the subway could swing west, like originally proposed, and run under Morningside Ave and Convent Ave to 145th St. Here the subway could terminate or merge with the IND 8th Ave Line and add super-express service directly to the IND Grand Concourse (B/D) Line in the Bronx. Alternatively, the subway could run under Lenox Ave in Harlem to 148th St (the IRT 7th Ave 3 train terminal) or connect to the IND Grand Concourse Line at Yankee Stadium.

George Washington Bridge Subway

George Washington Bridge with subway connection.

The George Washington Bridge (GWB) is notable for many reasons, but one that is almost never mentioned is that it was the first major bridge built in New York City which was not built with a mass transit connection. The Brooklyn (1883), Williamsburg (1903), Queensboro/59th St (1909), and Manhattan (1909) bridges all were built with some form of mass transit but the GWB (1931), completed almost 30 years after the Manhattan Bridge, did not. What has been noted many times was that it was overbuilt (the original design called for a skin of brick and granite) and space was left over for a second deck which would have allowed for mass transit. A second deck was added in the 1960s but no mass transit option was built, not even a bus lane which could have served the busy bus terminal on the Manhattan side of the bridge. Because the bridge spans the Hudson River the bridge is owned and operated by the Port Authority of New York and New Jersey there are legal, jurisdictional, and bureaucratic issues that need to be dealt with if mass transit is to be a reality on the GWB.

There are two ways that mass transit could operate on the GWB, both of which would require the removal of a travel lane in each direction. This may seem counter productive since the GWB is the most heavily trafficed bridge in the world but mass transit would only cut down on the amount of space for cars; many more people could cross the bridge if mass transit was added.

• Bus Lanes

  A bus-only lane along the top deck would better serve the bus terminal on the Manhattan side. The GWB Bus Terminal is a strategic part of the region’s transportation network which diverts traffic away from the main Port Authority Bus Terminal at 42nd St. A bus-only lane would also allow charter buses, which would normally cross along at one of the tunnels further south, a quicker way into Manhattan.

• Subway

  An extension of the IND 8th Ave Line from 168th St (the current terminus for 8th Ave local trains) across the lower deck of the bridge to a new transportation facility/relocated bus terminal in Fort Lee, NJ. There exists, underground, a train yard under Broadway at 174th St to serve 8th Ave trains. The tracks connecting the yard to the 8th Ave Subway could be extended up Broadway a few blocks and curved west to run along the lower deck of the bridge (see map). On the New Jersey side a large new bus terminal and park-and-ride facility would be built where commuters would transfer to express trains to Manhattan. The facility would be built above the existing highway when space is freed up from the removal of the tool booth plazas (which would be replaced by automated license plate readers currently being installed on other bridges). The air-rights on the New Jersey side and the air-rights from the removal of the existing GWB Bus Terminal in Manhattan would be a way to finance the subway.

Conclusion

The unfortunate fact about all the subway expansion going on in New York City right now is that when it is all finished the Far West Side, Clinton, and Hells Kitchen neighborhoods won’t be that much better off. New subway connections which would extend existing lines through these neighborhoods are needed when the planned developments (and current developments along W42nd St) start to bring thousands more people into this area. This being the case it only makes sense to look at these transportation needs in a broader context. Subways in Manhattan are already close to (and in some places surpassing) their designed capacity. If other boroughs of the city are to grow (an additional 1 million people are expected to move into the city within the next 20 years) they will need a way to get around. New subways are the only desirable answer.

I’ve talked about new crosstown connections into Queens and in my next post I will discuss just where those new subways will lead to: the Flushing Trunk Line.

Subway Diagram

Subway diagram showing 10th Ave Subway, 7 Line to Hoboken, Bushwick Trunk Line, and Second Ave Subway systems.

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

1924 BMT map showing existing elevated lines (in black) and proposed subways.

Because of how and when Brooklyn developed in the 19th Century it has today one of the most extensive subway and elevated rail networks in the entire nation, and it is only one borough of the city. So many lines criss-crossed Brooklyn back in the day that, unlike many other cities who’ve expanded service over the last century, Brooklyn has actually lost miles of tracks due to the dismantling of elevated lines through Bedford-Stuyvesant and Borough Park. Still, Brooklyn remains one of the most well served areas in the nation in terms of subway lines. However, there are still major sections of Brooklyn that developed after World War II and outside the range of subway service.

The city foresaw this development and planned to build subways to Flatbush, Flatlands, and Sheepshead Bay but was stopped by the Great Depression and changing priorities (e.g. the car). When the Independent subway released its grand expansion plan in 1929 it included a major trunk line though northern Brooklyn that branched out to reach the Rockaways and Sheepshead Bay. The lines connected to the 6th Ave and 8th Ave Subways had at one time up to 8 tracks servicing four different subways branching off into Brooklyn and Queens.

Much has changed in northern Brooklyn since those days. Back then there were three major elevated lines in northern Brooklyn; the Jamaica Line elevated which still runs today (J/Z trains), the Myrtle Ave elevated which once ran all the way from dowtown Brooklyn to Metropolitan Ave but was cut back to Broadway in the 1950s (M train), and the long gone Lexington Ave elevated line which ran through Bedford-Stuyvesant along Lexington Ave and was also torn down. Many of the neighborhoods of northern Brooklyn suffered severe population drains after World War II. Much of the industry left and by the 1980s the area became one of the poorest in the nation.

It is amazing then how far we have come within a generation. Due to the low cost of real estate and the availability of large loft warehouses, Williamsbug has gone from a no-mans land to being the newest, hippest neighborhood in the city. During the 1990s due to waves of new immigration from South America, Bushwick began to stabelize. As gentrification moved east from Williamsburg areas of Bushwick and Bedford-Stuyvesant began to gentrify. Today the area’s population has grown dramatically fom 10 years ago and ridership levels on every subway station in Williamsburg, Bushwick, and northern Bedford-Stuyvesant have risen. This now presents the problem: how will the century old transit infrastructure handle this new growth?

Now I am bringing this proposal back, a new trunk line serving northern Brooklyn with branches out to Queens and southeastern Brooklyn that will replace the antiquated Broadway and Myrtle Ave elevated tracks and allow for better local service and faster commutes from the far reaches of the city. This new subway is called the Bushwick Trunk Line.

6th Ave and 8th Ave Subway Connections

1929 IND Proposal for South 4th St subway.

The original proposal from the 1920s was called the South Fourth St Subway for the street under which it ran. It began in two places in Manhattan, both vestiges of the IND Second System. On the 6th Ave Line at 2nd Ave station there are 2 platforms and 4 tracks. Only the outer tracks have ever been in service with the inner tracks used, until 2010, as a terminal for the V train. The inner tracks were originally built to service trains coming from Williamsburg via a tunnel under the East River. This is the first part of the Bushwick Trunk Line proposal. The second is over on the 8th Ave Line. After Canal St station on the 8th Ave Line the express and local tracks diverge into two separate tunnels. Today the A and C trains run on to Brooklyn through on one set of tracks while the E uses the other set to terminate at World Trade Center. It is these tracks, the World Trade Center tracks, that were originally supposed to head east under Worth St. The so-called Worth St Subway made a short jog along Worth St to East Broadway and down to Grand St where it dove under the East River towards Williamsburg. Both of these tunnels, at some point in Williamsburg, would have come together to form a 4 track subway under South 4th St. There were various proposals for where this would happen and various schemes for how many trains would run. The line would have been able to handle 2 express and 2 local with branches out to the Rockaways and Sheepshead Bay.

Because my proposals encompass as vaster area then along South 4th St I’ve taken the liberty to rename the proposal the “Bushwick Trunk Line”. A trunk line is a main line of a railroad that is created by combining many different passageways that branch off at some point. For instance the Lexington Ave Subway is a trunk line because it combines the 4/5/6 trains in a subway under Lexington Ave. The Bushwick Trunk Line would combine trains from central Queens, Jamaica, Flatlands, Sheepshead Bay, and Bushwick into a single massive subway and redistribute them into Manhattan.

Bushwick Trunk Line connections into Manhattan with alternatives.

To update the original plan we have a few different options. On the 6th Ave Subway a new tunnel should still continue east along Houston St across the East River to South 4th St in Williamsburg. A station will be placed between Aves B and C to give subway access to one of the only areas of Manhattan still without close subway access. A proposal from the 1930s also brought in a connection with the Second Ave Subway which would branch off before the 2nd Ave station at Houston St and run parallel to the 6th Ave extension under Stanton St. The two subways would combine somewhere under the East River.

The 8th Ave Subway connection would be shifted south from the original proposal under Worth St to Chambers St where a new transfer facility would be constructed connecting the Lexington Ave Subwayand the Jamaica/Centre St Subway. From here the new subway would continue along the original route under East Broadway to Grand St and under the East River to connect with the 6th Ave extension to form the bulk of the Bushwick Trunk Line. Alternative alignments would have the subway running under Clinton St and merging with the 6th Ave extension before the East River or running the 8th Ave extension along Broadway in Williamsburg and connecting with the 6th Ave extension further east.

While in Williamsburg another subway connects to the Trunk Line; the Jamaica Line which today runs on an elevated track. A new portal would be constructed at the Brooklyn approach of the Williamsburg Bridge to connect the tracks on the bridge to the new subway. The elevated tracks would be torn down.

For those keeping track of the tracks, there would be two, 2 track tunnels under the East River meeting at a single 4 track station at Berry St and South 4th St. Continuing east the Jamaica Line would connect adding 2 additional tracks making 2 local tracks and 4 express tracks. These 6 tracks would run to Union Ave where at the Broadway Station on the IND Crosstown G Line is the shell of a 6 track station which was built in anticipation of the South 4th St Subway.

If you think about this in transportation planning terms then the Crosstown Line suddenly becomes a lot more useful. There is very little traffic between downtown Brooklyn and Long Island City but this was not supposed to be the case. The South 4th St subway was meant to meet with the Crosstown Line between downtown Brooklyn and Long Island City which would have added much more traffic to the line, distributing commuters more efficiently and taking pressure off transfer points in Manhattan.

Bushwick Trunk Line

Bushwick Trunk Line track map.

East of Union Ave the Trunk Line would run north of and parallel to Broadway which would require cutting a new street from South 4th/Union Ave to Beaver St/Flushing Ave. A routing along Broadway would necessitate the demolition of the elevated train before new service would be built to replace it. The city has a very poor track record of replacing elevated trains with subway service which is why the more expensive option of cutting a new street would be the better one.

The purpose of the Bushwick Trunk Line is to allow for modern subways to service outlying areas of the city, bring them together to sort passengers, and transport them out into different areas of Manhattan (and downtown Brooklyn). The different subways coming together in the Trunk Line are the Myrtle Ave Subway/Union Turnpike Subway (with a branch of the Crosstown Line), the Utica Ave Subway (with connections to the Canarsie Line), and the replacement subway for the demolished Jamaica Line elevated tracks. The Trunk Line would have 2 local tracks and 4 express tracks which would be below the local tracks.

6 tracks running from South 4th St under the new street would merge again with a new branch of the 14th St-Canarsie Line. This branch would break off the Canarsie Line after Montrose St and continue south under Bushwick Ave. This merger would occur right before a massive new transfer station at Myrtle St/Bushwick Ave. This station would be very similar to the West 4th St station with two sets of 4 track platforms separated by a mezzanine. 8 tracks would enter the station, 12 tracks would leave the station; 4 tracks for each branch line. To wrap your head around what I’m proposing here I’ve created a track map. A track map shows each track as a thin line. Here I have color coded each set of tracks to show which trains would run where. Platforms are the solid rectangles. Dashed lines indicate when a track runs below another track (3rd dimension).

After Myrtle Ave the different subways would branch off but a 4 track subway would continue east under Bushwick Ave to replace the Jamaica Line elevated. The new subway would go as far as the train yards at Broadway Junction where the tracks would rise to the surface and continue along the existing elevated structure. In a later post I will address what can be done about the existing elevated line.

Myrtle Ave Subway and Crosstown Subway Connection

Bushwick Trunk Line with alternative routings.

The Mrytle Ave Subway would be the first branch off the Trunk Line and would be a replacement for the elevated train currently along Myrtle Ave through Bushwick and Ridgewood. The Myrtle Ave Subway would split off the Bushwick Trunk Line after the Myrtle Ave station and travel northeast under Myrtle Ave to Fresh Pond Rd where it would rise to the surface, run at grade, to travel along side the Long Island Railroad Montauk Branch tracks. At this point there would also be a separate track system to connect the new subway to the existing Fresh Pond train yards. The subway would be 4 tracks serving 8th Ave trains.

A number of alternatives are available. The first would utilize an old freight rail line which terminates at Bushwick Place and Montrose Ave. This line once ran passenger trains from Williamsburg to Coney Island and Long Island but cut this service in the 1920s. The first alternative would have a subway branch off the Bushwick Trunk Line right after the Union Ave station running under Montrose Ave and rising to the surface to run at grade somewhere after Varick Ave along this stretch of track. The line would follow the freight tracks until Flushing Ave where they would run along side the LIRR Montauk Branch tracks, continuing east. A second alignment in this would run the subway under Flushing Ave for a while before connecting with the LIRR Montauk Branch. This second alignment would be more costly than the freight track alignment but would have the benefit of closer to residential areas.

Vestigial tracks as Bedford-Nostrand.

A downside to the Myrtle Ave Subway alignment is that it runs south of the current elevated subway through Ridgewood. An alternative that would address this would run the subway up Gates Ave to the point where it meets the LIRR Montauk Branch tracks. This alignment would serve more people as it runs through the heart of the neighborhood and would also run close by the Fresh Pond train yards but a major downside would be very disruptive construction along residential streets.

Though the Myrtle Ave Subway would mainly branch off of the Bushwick Trunk Line I also call for a new subway which would branch off the IND Crosstown Line after the Bedford-Nostrand Aves station. A commuter using said station will note that there are in fact 3 tracks with 2 island platform, strange since the Crosstown Line has only local service and runs with 2 tracks for the rest of its length (see pictures at NYCSubway.org). There are two thoughts to why this extra track exists, the first being that it was designed to be a terminal station for service changes, and second that it was designed to be a junction station where two subway lines would combine. The middle track at Bedford-Nostrand continues east while the outside tracks curve to the north. The third track then splits into 2 tracks but dead ends (which could be used for layups of trains of extending service east). This dead end is where we start, continuing the subway along Lafayette Ave to Broadway where it would curve northeast under Kossuth Pl and Stanhope St, connecting with the Myrtle Ave Subway before Knickerbocker Ave.

This additional tunnel would allow service from central Queens three options of service: an express into Manhattan, a local into Manhattan (both of which would allow for easy transfers to uptown or downtown trains) and a local to downtown Brooklyn. The new Crosstown Line Connection would also finally repair the connection between northern Brooklyn and downtown Brooklyn which was severed when the Myrtle Ave elevated was taken down in the 1960s.

Union Turnpike Subway

Union Turnpike Subway through Forest Hills.

The Myrtle Ave Subway would continue east into Queens through Glendale along the LIRR Montauk Branch tracks to Forest Hills. After Woodhaven Blvd the subway would run under Union Turnpike. The Union Turnpike Subway would continue east under Union Turnpike to the Nassau County border. This 4 track subway line with three trains would be the first to open up a large section of central Queens to new subway service into downtown Manhattan and Brooklyn. The subway would intersect the Queens Blvd Line so commuters would be able to switch to express trains to Long Island City and midtown Manhattan. At Queens Blvd/Union Turnpike there would be a connection between the tracks of the two subway lines which would enable trains from the Union Turnpike Subway to access the existing train yards just north of Union Turnpike, the Jamaica Yards.

An alternative alignment would run the subway under Metropolitan Ave through Middle Village. This alignment would run closer to residential areas but would also be much more expensive than a subway running at grade along the LIRR tracks. The Metropolitan Ave alignment would, however, allow for an alternative western alignment of the new subway which would swing up and around Forest Hills to merge with the Queens Blvd Subway (as opposed to running south of Forest Hills.) This alternative alignment would be a good option if funding comes up short which would prevent the subway from just ending in the middle of nowhere (Please note that I am not saying that Forest Hills is the middle of nowhere.)

Union Turnpike Subway through Utopia and Glen Oaks.

(Side Note: In these and future posts I include in each proposal from all previous expansion plans so that they build on one another. As such in each of these maps here you can see my plans for Second Ave Subway extensions into Queens. For explanations of these extensions see the Second Ave Subway post.)

After Forest Hills the Union Turnpike Subway would run one of two ways: the first would be straight down Union Turnpike to the Nassau County border, and the second would be a more northernly route under Jewel Ave. This second alignment would require a large “S” curve in the routing of the subway after Forest Hills which would run the subway at grade along the Van Wyck Expressway up to Jewel Ave where it would turn east again. With either alignment the 4 track subway would run to 188th St where the local trains would terminate and the express trains would take over. The subway past 188th St could either run in a 2 track or a 3 track tunnel to allow peak period express trips (much like the IND Grand Concourse B/D Subway does today). An alternative to running the subway out to Glen Oaks would have the line jog south at the Clearview Expressway to connect with an extended Hillside Ave subway to Queens Village and Bellerose.

Utica Ave Subway

Utica Ave Subway through Flatlands and Sheepshead Bay.

The Utica Ave Subway comes from the original IND Second System expansion plans from the 1920s and 30s. This area of Brooklyn was still largely undeveloped at that time and the subway would most likely have been built as an elevated structure to save money. After the neighborhoods of Flatlands, Sheepshead Bay, and Gerritsen developed after World War II it became too unpopular to build an elevated structure but too costly to justify a subway even though the demand was higher than ever. A subway under Utica Ave still remains in transit planners minds as ideas have been proposed for long term expansion during the last 50 years that involve a scaled back subway branching off the IRT Eastern Parkway 3/4 Line or the IRT Nostrand Ave 2/5 Line.

My updated proposal keeps true to the original with a slight difference. In the original proposal the Utica Ave Subway would branch off the Bushwick Trunk Line after Myrtle Ave and travel down Stuyvesant Ave to Fulton St. At the Utica Ave station on the Fulton St Subway there is a 4 track express shell station which was constructed in anticipation of the Utica Ave Subway. My proposal runs the subway a block east under Malcom X Blvd/Reid Ave to avoid demolition of a school building. From there the subway would run straight south down Utica Ave to Flatlands Ave. Here the subway could take a number of different routes. The first would be to keep running south to Flatbush Ave. Another would be to turn southwest under Flatlands Ave and run to Nostrand Ave where it would continue south along Nostrand Ave to Voorhies Ave. Both of these options were proposed during the 1920s and 30s plans.

Utica Ave Subway through Bedford-Stuyvesant and Crown Heights.

On major difference between the original plans and my plans are that I call for a connection between the 14th St-Canarsie Line and the Utica Ave Subway at Myrtle Ave (see track map above). Historical proposals all called for a 4 track subway with express and local service. However these proposals existed before the Chrystie St Connection which allowed 6th Ave trains to run into south Brooklyn. The original proposal for the Utica Ave Subway had local and express 6th Ave bound trains which is today not possible since adding a fifth service to the 6th Ave Subway would congest the line too much. This is why I propose a connection between the Canarsie Line which would run 6th Ave trains express and 14th St trains local. All trains on the Utica Ave Subway would run to midtown since there would be no less than four different points along the line where commuters would be able to transfer to express trains to downtown Manhattan (making Utica Ave trains running to downtown Manhattan quite redundant).

Then there is the extension of the IRT subway. Alternatives proposed in the past have run an IND and IRT subway parallel to each other or a combined subway. In the map to the right I explore both options. My only issue with extending the IRT subway south is that the Nostrand Ave Subway is currently only a 2 track local subway and extending the line so far south without an express train would make travel times much longer and be much costlier than just building a 4 track Utica Ave Subway with express and local service. Adding an express track to the Nostrand Ave Subway would be far too disruptive to service which at that point would make a new 4 track subway under Utica Ave justifiable.

Conclusion

To sum up the Bushwick Trunk Line services: 6th Ave express (restored “V” service) and 14th St-Canarsie local (a new “O” service) trains would run along Utica Ave, 8th Ave express and local trains (“A” service and a new “H” service), added by a Crosstown local train (a new “K” service), would run out along Myrtle Ave/Union Turnpike Subways, and Jamaica Line express and local trains (existing “J” and “Z” service) would continue to run out to Broadway Junction but in a new subway. All elevated structures between the Williamsburg Bridge and Broadway Junction would be demolished.

There are three major reasons why a new trunk line subway is needed for northern Brooklyn. Firstly, the existing infrastructure is old and cannot handle the foreseeable population increases. Northern Brooklyn was one of the worst hit areas of urban decay during the latter half of the 20th Century but has begun to stabilize with an influx of new residents attracted by low land prices. Secondly, any addition service to areas of Brooklyn and Queens which are today out of reach by subways need fast express capacity to ferry commuters from so far out into the central city. Current subways are either at capacity or are in no shape to be extended further out. This speaks to the failure of the city to properly plan for post World War II residential development. Had the original IND Second System proposals for a trunk line subway through northern Brooklyn been even partially completed then major parts of the city would be better accessible today.

Thirdly, there no more room for the city to spread outwards. Even with this current recession, population trends locally and globally point to increased urbanization. Brooklyn and Queens were consolidated into Greater New York City in 1898 precisely because they had space. Today, while they lack horizontal space, the average height of a building in these boroughs is still only a few stories. Highways and roads can handle only so much. New mass transit routes are needed if the city is to grow and growth in suburban areas of Brooklyn and Queens is the next logical step. As hard as it is to imagine now the skyscrapers of midtown Manhattan were once small hamlets and farms. The suburban streets of central Queens may one day be home to large apartment houses. It is very probable that there will be resistance to such growth but there will come a time when it is inevitable and the infrastructure must be put in place lest the city choke on traffic.

These subway plans are only one part of this growth. I believe that the growth can be properly planned in conjunction with expanded infrastructure. If not what will happen city wide is what has happened to Williamsburg; the transportation infrastructure has not been able to keep up with the residential growth. There is much push back now towards more development due to the lack of capacity. If the South 4th St Subway had been built 60 years ago then this would not be an issue. The city is building an extension of the IRT 7 Line to the Far West Side of Manhattan in anticipation of development, what would happen if the city built subways to where there already is major development choking current infrastructure?

Subway Diagram

Subway diagram showing Bushwick Trunk Line and Second Ave Subway systems.

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

The last four posts have all been about the history of subway expansion in New York City. The remaining posts will focus on the future of subway expansion as I envision it. Many of the expansion plans I have incorporated into this expansion, not just an expanded Second Ave subway but system wide, have been based on many historical plans for expansion, hence all the history. Some of my plans are new, especially plans for Queens which developed after World War II and around the car rather than mass transit. When I’ve show my final map to friends they found it hard to visualize the changes I’ve made which is why I am going to go through each expansion plan and describe what’s new, what some alternatives are, and how it fits into the system today and the system of my dreams.

The Second Ave Subway: Full Build

Second Ave subway phase map

The map to the right is from the MTAs website showing the current phased plan for 2nd Ave subway construction. The red section is currently under construction containing stations at 72nd, 86th, and 96th streets. The blue section above that is Phase 2 running north to 125th St where provisions would be made for further extension under 125th St and north into the Bronx. Stations here are placed at 106th, 116th, and 125th streets (the dashed section of the map indicated sections of tunnel already constructed from the 1970s.) Phase 3 is the yellow section running south from 63rd St to Houston St. Stations are planned at 55th, 42nd, 34th, 23rd, 14th, and Houston streets. The final phase is the green section running from Houston St under south to Hanover Sq in the Financial District. Stations are planned at Grand (which is already there), Chatham Sq, Seaport (at about Fulton and Pearl Sts), and Hanover Sq. The current plan is a stripped down version of the 1968 plan which itself is a stripped down version of the original plan. As built the 2nd Ave subway will be only two tracks running from 125th St to Hanover Sq with only one local train, the T, from Hanover Sq to 63rd st and two local trains, the T and the Q, up to 125th St. Construction on Phase 1 has been pushed back to 2016. After that there are no solid plans for the other phases.

Manhattan Trunk Line

I advocate that the only way for the 2nd Ave subway to really put a dent into curbing congestion along the east side of Manhattan AND to allow for expanded service into the other boroughs that a second set of tracks be constructed for express service from 125th St to Houston St. Given that the majority of this route has not been constructed it would still be possible to build at a lower cost than building a second set of tracks below the tracks being constructed now. The MTA already shaved down the 72nd St station from 3 tracks to 2 (a third track would have aided in trains switching from the 2nd Ave subway into the 63rd St subway). At the very least they could design the new line to allow for future expansion to 4 tracks (as they did when building the 6th Ave line whose express tracks weren’t built for another 20 years after the local tracks.)

As it is designed now the 2nd Ave subway will only carry 2 local trains from 125th St to 63rd St. Below at 63rd St there will be a connection to the Queens Blvd line (F train) and though no plans have been released to indicate what kind of service will run here this means that potentially there will also be two local trains running from 63rd St to Hanover Sq. An express track would only be necessary when service is extended north into the Bronx but not allowing for an express track will only make that future expansion all the more expensive.

In addition to not having an express track, the stations along the line are spaced further apart than many of the other subways in Manhattan. For instance on the Lexington Ave line there are stations at 59th, 68th, 77th, and 86th streets while on the 2nd Ave line stations are further apart, at 55th, 72nd, and 86th streets. Further south there is no station at St Marks between 14th St and Houston St. St Marks is THE main street of the East Village and a major area of nightlife activity. Omitting a station here is a terrible idea. The reasons for spacing stations so far apart is due to the lack of express service; making local service faster (from fewer stations) is a cheaper alternative but one that ends up hurting the East Side. I advocate for adding two stations and relocating a third; move 55th St to 57th St and add an additional station at 50th or 49th St in Turtle Bay and add a station at St Marks.

Lower Manhattan and Downtown Brooklyn

2nd Ave subway alternatives in lower Manhattan.

• Ave C Spur

  The first extension alternative is one proposed by the TransportPolitic which would serve one of the few areas of Manhattan that would still not have rapid transit even after the 2nd Ave subway is completed. On the east side of Manhattan there is a large bulge south of 23rd street; the Lower East Side, East Village, and Alphabet City (so named because of the Avenues A, B, C, and D). Because of this bulge east side residents have to walk the furthest of all Manhattanites to reach subways. The area is bordered on the north, south, and west by ample subway service but the heart of the area, home to some of the poorest residents in the borough, is still a very long walk away. This proposal creates a spur line that branches off the 2nd Ave trunk line at 14th St and then heads south along Ave B or Ave C. In the TransportPolitic plan there would be stops at Tompkins Sq and Delancey (under the Williamsburg Bridge) and connections to the L and F trains at 14th St and East Broadway, respectively. This plan is not without precedent as the former 2nd Ave elevated line, which ran up 2nd Ave until 1940, actually made a similar jog in its route when at 23rd St it would turn off 2nd Ave and move over to 1st Ave to better serve the very dense Lower East Side.

• 8th Ave Subway Connection

  One of the original proposals for the 2nd Ave subway back in the 1920s was, when reaching downtown, to have the line loop back north via a connection with the 8th Ave subway. A second proposal from that time had a spur of the 8th Ave subway branch off at Worth St that would travel up East Broadway and into Williamsburg. As a hybrid of these two proposals, the Ave C alignment would run under East Broadway and continue along Park Row and Chambers St where it would connect with the 8th Ave subway. This connects express service from the Lower East Side to downtown and express service on the West Side, acting as a default cross town connection. This would better connect the Lower East Side to virtually every other part of Manhattan as well as lines into Brooklyn. The 8th Ave local (E) already terminates at World Trade Center and could easily be routed back north as a second 2nd Ave local service to 63rd St, creating in a way a starting at Queens Plaza, running along the West Side to downtown, then returning to Queens via the 2nd Ave subway.

• Williamsburg Bridge Connection
  

  1951 plans for the Second Ave subway showing connections to the Williamsburg and Manhattan Bridges and the Centre St subway.

  Taking a proposal from the 1950s, this would effectively terminate the 2nd Ave subway at Houston St (where Phase 3 is planned to end anyway) and connect it directly to existing subway tracks to Williamsburg via the Chystie St Cut. In this proposal service would replace the M train to Metropolitan Ave-Middle Village but service could also be extended to Broadway Junction, Canarsie, or Jamaica.

• Manhattan Bridge Connection

  Ending the 2nd Ave subway at Houston St would also allow connection to the Manhattan Bridge via Grand St. When Grand St station was constructed it was designed to allow future 2nd Ave service to be built around it (by this I mean the walls on each platform would be demolished and an outside set of tracks from the 2nd Ave subway would surround the station creating two island platforms.) As service along 2nd Ave in the Upper East Side will be provided by the Q train, which runs over the Manhattan Bridge, it is possible to continue the 2nd Ave service along the Brighton Beach line (todays B train) or even along the 4th Ave subway in Brooklyn out to Bay Ridge, Bensonhurst, or Coney Island. These two connections would be a good alternative if construction costs rise so much that Phase 4 of the 2nd Ave subway is postponed.

• Broad St Connection

  One proposal looked at for Phase 4 of the 2nd Ave subway was to connect it directly to the Centre/Broad St subways (J/Z). The proposal looked at had the connection made at Delancey St which may necessitate the destruction of the Bowery station (or the destruction of the half of the station which is currently unused). The reason that such a connection was weighed is that there is a second set of tracks along this section of subway which have been unused since the completion of the Chystie St Cut. These tracks once connected Chambers St with the Manhattan Bridge. This proposal slightly alters this route by making the connection further south, after Grand St, to the unused tracks that run from the Bowery under Canal St to Centre St (click here to see a tack map of the area showing the unused tracks I am referring to). Service to Williamsburg would terminate at Chambers St and the 2nd Ave line would continue through Broad St to Whitehall-South Ferry and on into Brooklyn where it could easily pick up service out to Bay Ridge, Bensonhurst, Coney Island, or Brighton Beach.

• New East River Tunnel

  Phase 4 extends the 2nd Ave subway from Houston St to Hanover Sq. The final alternative would be a new tunnel under the East River (2 tracks) which would connect the 2nd Ave subway from Hanover Sq to the Court St station (now used as the NY Transit Museum but would at this time be converted to revenue service.) Since Court St station was originally a real subway station it connects to Hoyt-Schermerhorn station along the set of tracks into the outer most platforms at Hoyt-Schermerhorn. If you go to Hoyt-Schermerhorn station you will notice a platform on each side that is closed and covered in dirt, these were for trains heading to Court St and were shut after Court St was closed (click here for a tack map showing the unused tracks and platforms). This would allow 2nd Ave service to run straight through central Brooklyn and into southern Queens, also connecting Midtown East and Downtown to JFK Airport. As proposed, the 2nd Ave subway does not make a connection to the 8th Ave line so this would allow wuick transfers to be made for commuters from central Brooklyn to the east side of Manhattan.

Harlem and the Bronx

2nd Ave subway alternatives in Harlem and the South Bronx.

• 125th St Crosstown Line

  The current Phase 2 of the 2nd Ave subway is planned to terminate at 125th St-Lexington Ave with connections to the 4/5/6 trains and MetroNorth. There has been speculation that this would inevitably lead to an extension of the line from Lexington Ave to Broadway under 125th St, thus creating a crosstown subway line. 125th is the main street of Harlem and as anyone who has ever tried to take a bus crosstown on 125th street can attest to it is very congested. Commuters on the west side would no longer have to take crosstown buses or travel down to 42nd St to travel to the east side. A crosstown line would also siphon off riders from the other major trunk subways (Broadway, 8th Ave, Lenox Ave, and Lexington Ave) from the Bronx over to the east side thereby reducing congestion along all of upper Manhattan. The TransportPolitic also has a good write up about advantages of a 125th St-Crosstown line and why it should have priority over a fully built 2nd Ave subway.

The Bronx

• 3rd Ave/MetroNorth Alignment

  Manhattan was once lined north to south with elevated trains and the east side had two, the 3rd Ave el and the 2nd Ave el. At 129th street in Harlem the two lines merged and headed into the Bronx along a route between Alexander Ave and Willis Ave north to 149th St where they split, one branch heading east to West Farms (todays 2/5 trains) and another heading north to Fordham and Norwood where at Gun Hill Road the lines once again merged to finally terminate at 242st St in Wakefield. The line that headed north ran along 3rd Ave in the central Bronx, home to thriving Italian first and second generation families escaping the tenement districts along the east side of Manhattan. The 3rd Ave el in Manhattan was torn down in 1955 but the section from 149th St to Gun Hill Rd remained. From the 1960s on this section of the Bronx saw the worst of white flight and urban decay. Many of the famous sights from that time of graffiti covered elevated trains rumbling through an urban wasteland were of the 3rd Ave el. When the MTA had the subway lines renamed in 1960s the 3rd Ave el was known as the 8 train (as it was part of the IRT system). The line was eventually torn down in 1973. Since then this major section of the Bronx has had no direct subway service into Manhattan.

  The 3rd Ave alignment would build a 4 track subway from the Harlem River up under 3rd Ave to 161st street in Melrose. From here the line would split; to the east are lines to Co-op City and Throgs Neck while heading north under 3rd Ave would be a three track subway to Fordham. A possibly cheaper alternative would be to run the 3rd Ave line up along the MetroNorth railroad right-of-way. This was proposed as a replacement for the 3rd Ave el back in 1968 and was one of the reasons the elevated tracks were torn down. Since the alignment is only a few blocks away from 3rd Ave this makes it a more attractive alternative but would not directly serve major retail and commercial corridors or St. Barnabas Hospital.

  In addition to this alignment, the Grand Concourse line (B/D) would be extended one station further to Gun Hill Road to connect with the 3rd Ave subway and allow 2nd Ave subway trains to access the train yards on Jerome Ave to the west.

• South Bronx Bypass
  

  2nd Ave subway alternative in the Bronx.

  I call this the South Bronx Bypass because unlike the 3rd Ave alignment which would directly serve major commercial sections of the South Bronx and connect with the 2/4/5/6 lines at major transfer stations like The Hub, the bypass would pass all of the South Bronx by traveling along a railroad right-of-way along the Bronx Kills to Port Morris, then along the New Haven/Northeast Corridor rail line through Hunts Point and on into the eastern Bronx. This would have the effect of serving undeserved areas of the Bronx with a quicker connection to Manhattan but would, as stated, bypass major commercial neighborhoods and transfer stations. While this is an attractive option due to cost, when taking into consideration the economic benefits lost by a bypass it looks much less attractive. In order for mass transit to be effective it needs to serve large centers of activity. Bypassing around the South Bronx seems like a very suburban way to plan a subway line and a suburban line in one of the most urban places in the world just won’t work.

• Co-op City Line

  Branching off the 2nd Ave subway at 3rd Ave OR continuing north from the South Bronx Bypass, the Co-op City line would run along the right-of-way of the New Haven/Northeast Corridor rail line. This is one of the oldest railroads cutting through the Bronx and much of the eastern section of the borough developed along the railroad which once had a number of stations. Today there are no stations (plans have been floated to add MetroNorth stations at Hunts Point, Parkchester, and Co-op City) but there is ample room for a 2 track local subway service running along side. When the line reaches the Hutchinson River Parkway it would swing north and travel elevated along the New England Thruway (I-95) to Co-op City at 222nd St. Since its construction beginning in 1968, Co-op City has relied on express bus service to Manhattan. The development is cut off from the rest of the city by the Thruway and building a subway line to it would help knit it into the fabric of the city as well as finally serve areas where trains now only run through, not stop.

• Throgs Neck Line
  

  1929-1939 IND Bronx Lines. The addition of the Dyre Ave line killed plans for a subway under Morris Park Ave.

  Part of both the original IND Second System from 1929 and the updated plans a decade later was a line to Throgs Neck though Hunts Point and Unionport. The area was mostly developed after World War II and is today the poorest congressional area in the nation. Surrounded by highways and the only subway running almost a mile away, these neighborhoods are highly transit dependent but completely undeserved. Splitting off the 2nd Ave trunk line at 161st street in Melrose, the initial four track line would run due east under 163rd St before splitting at Hunts Point Ave. Originally the plan was to run the Throgs Neck line under Lafayette Ave but an alternative would be to have the line swing south a bit to directly serve Hunts Point before continuing under Lafayette Ave. The line would be 2 track, local service.

• Eastchester Line Conversion

  Since the city acquired the Eastchester/Dyre Ave line (5) from the defunct New York, Westchester and Boston Railroad in 1940 there have been plans to incorporate the line into the 2nd Ave system. For many years the Eastchester line was merely a shuttle from 180th St to Dyre Ave as it awaited connections to a subway which was never built. Eventually a direct connection was created between the line and the White Plains (2/5) line for direct connection to Manhattan. When the stations were upgraded from railroad stops to subway stations they were built with temporary platform extensions to allow for IRT trains to run (IRT, numbered, trains are narrower than BMT and IND, lettered, trains). The alternative to the Co-op City line would follow the old New York, Westchester and Boston line right-of-way from where it merged with the New Haven/Northeast Corridor line at 174th St. This conversion may or may not end up being a more affordable alternative since it would disrupt service to a major section of the Bronx while conversion took place and not serve any additional areas.

  An hybrid plan that would satisfy both issues of congestion and under served areas would be to build the Co-op City line along the New Haven/Northeast Corridor line but with an additional set of tracks; one set for the Co-op City line and and another set that would connect the Pelham Bay line (6 train) to 180th St station along the old New York, Westchester and Boston line right-of-way. This service would take over from the 5 train which would then permanently run at the White Plains line. The new service would be called the 8 train.

Northern Queens

2nd Ave alternatives in northern Queens.

• Queens Boulevard Express

  Because of the direct connection between the 2nd Ave subway and the Queens Blvd line via the 63rd St tunnel, 2nd Ave service can easily be routed along the Queens Blvd line. Currently the only train that passes through the 63rd St subway is the F train. Because of this there are two alternatives for 2nd Ave-Queens service: Queens Blvd local which would bypass Queens Plaza station making all local stops after, or Queens Blvd express service which would parallel the F train out to Jamaica, making all express stops only. Local service would mean that Queens Blvd riders would have and express and local set of trains that head into midtown via the 53rd st tunnel (E/M) and an express and local set of trains that head into the 63rd St tunnel. This would balance the headways for each tunnel. The downside to this approach is that there would be 3 local trains and headways would be cut back on all three to accommodate the additional train line. The second service option would be to have express service only. Because any 2nd Ave service would share tracks with Queens Blvd express (F train), the headways of that train could be cut back in such a way that both express trains could run at the same headways of a single line. The problem with either routing is that having 5 different train lines on 4 tracks means that some of the trains get cut back to make room. This wouldn’t be a problem if all the trains kept to the same line but then don’t. When they enter Manhattan they all switch to different subways which will affect headways there too (the ripple effect of adding a new train in one section of subway).

• Super-express Line
  

  Planned Queens Super-Express Line. Click for animation

  An alternative to balancing headways would be to revive the 1960s plan of building a super-express line parallel to the Queens Blvd line along the LIRR Main line. The advantage to such a line would be a much quicker trip for commuters coming from further out in Queens. Any expansion into eastern Queens needs to deal with the long distance from Manhattan. As it is now an express train from Forest Hills takes 40 min to get into Midtown. Imagine if you are coming from as far out as Queens Village! A super-express allows for tight headways along the local route (Queens Blvd) by providing a high-speed route bypassing all switches and stations. The early plans for a super-express line had it following the LIRR Main line into Jamaica Center but with the express track on the Queens Blvd line after Forest Hills not in use a much cheaper connection could be made at Forest Hills. 2nd Ave service would then run from Queensbridge to Forest Hills-71st St uninterrupted and on eastward to Jamaica.

• Long Island Expressway Alignment

  Early plans for expanded Queens service from the 1920s and 1930s called for service along Horace Harding Blvd, a wide and important road that ran through the heart of eastern Queens. This thoroughfare was so important that decades later Robert Moses used it to construct the Long Island Expressway to the Queens-Midtown Tunnel, opening up a quick automobile route from New York to Long Island. In typical Moses fashion he left no room for possible rapid transit along his highway (to the chagrin of transit planners). Still, planners thought that such a wide right-of-way would prove useful. An elevated line could be constructed along the median which would not do any more harm to the neighborhoods through which it runs (as opposed to building an elevated line along a quite residential street). Planers in the 1960s proposed several LIE subway alternatives, one connecting to the planned super-express line (unbuilt) and one connecting to the Queens Blvd line.

  The AirTrain which runs from Jamaica Center to JFK Airport runs on a smaller version of an elevated structure along the median of the Van Wyck Expressway (click here for a Streetview Google Map of what this elevated train looks like). A similar arrangement could work here providing fast subway service from Manhattan to the major residential and commercial centers in central Queens. Park-and-ride facilities could also be constructed above sunken sections of the highway to allow for better integration into the mostly suburban, auto centric development of eastern Queens.

• Rockaway Cutoff Alignmnet
  

  2nd Ave alternatives in southern Queens.

  Subway service to the Rockaways had been a priority for the city from the early days of the Independent subway of the 1920s. Early plans called for various ways to connect the far off peninsula to the system; one connected the Rockaways via both the Queens Blvd line at Roosevelt Ave and a new trunk line through northern Brooklyn, a later plan called for express service from the Rockaways to connect to the Queens Blvd line at Forest Hills. This version would branch off from the super-express line at Rego Park and follow the abandoned right-of-way south through Forest Hills, Parkside, and Woodhaven where it would connect to the existing subway service to the Rockaways. This connection would slash the time it takes for riders to get to Midtown by bypassing downtown Brooklyn and downtown Manhattan.

Southern Queens

• Fulton St Subway Extension

  Built as the main Brooklyn trunk line as part of the IND system in the 1930s, the Fulton St subway replaced the Fulton St elevated line which ran from downtown Brooklyn to Broadway Junction. As a more affordable option to expanding subway service to southern Queens the city connected the Fulton St subway to the Liberty Ave elevated line in Ozone Park. In the 1950s the city captured the Rockaways branch right-of-way and connected it to the Fulton St subway as well. Because of these connections the A train now has three different terminals, at Lefferts Blvd, Rockaway Park, and Far Rockaway.

  To better serve areas of southern Queens that have developed after World War II, the Fulton St subway should be extended from Euclid Ave along Pitkin Ave to Linden Blvd as a 4 track subway. Where the extension meets the Rockaways branch a new connection will be built so that express trains from the Fulton St subway can run to the Rockaways. The Fulton St Extension will continue east under Linden Blvd as 3 tracks for rush hour express service out to 235th St and Cross Island Parkway. The existing Liberty Ave elevated structure will then be torn down. 2nd Ave service would then run along the Fulton St subway and extension into either the Rockaways or further east to South Jamaica.

Jamaica Extensions

2nd Ave alternatives in Jamaica.

• Far Rockaway Branch Conversion

  The Far Rockaway Branch of the LIRR (not to be confused with the abandoned Rockaways branch I wrote about above) has been proposed to be converted from LIRR service to subway service as far back as the 1960s. When the Archer Ave subway through Jamaica Center was being planned, planners envisioned that an affordable solution to providing southeastern Queens with subway service would be to build along LIRR right-of-ways, thereby allowing LIRR trains faster through service and providing subway service to areas that were once bypassed by LIRR trains.

  Lack of funding killed this dream but it is still on the minds of many planners. Here, the Far Rockaway Branch would be converted to subway service with Queens Blvd trains connecting to the aforementioned Fulton St subway extension, thereby creating a “loop” service which would begin at Cross Island Parkway, travel along the Queens Blvd line into Manhattan, down 8th Ave, though Brooklyn along the Fulton St subway, and terminate again at Cross Island Parkway. This service could also run along the 2nd Ave and 6th Ave subways.

  A converted Far Rocakway Branch would not cut off LIRR service to Far Rockaway. Not a mile to the east runs the West Heampstead Branch with only one station at St Albans. Far Rockaway trains could easily run along this track allowing for more local subway stations on the converted right-of-way. I will be coming back to this alignment in a future post.

• Hillside Ave Subway Extension

  The final option for expanded 2nd Ave service would be to run the 2nd Ave-Queens Blvd Line out along Hillside Ave, currently where the F train terminates. The subway was planned to be expanded eastward as development occurred in the area after World War II but the subway only made it one more station. The area is now densely populated and home to many transit dependent commuters. A 2 track extension from 179th St along Hillside Ave to Springfield Blvd in Queens Village is one of the better plans for subway expansion. At Springfield Blvd the line could continue along Hillside Ave to the border with Nassau County or could turn south along Braddock Ave, terminating at Jamaica Ave in Bellerose.

Second Ave Subway Conclusions

The Second Ave subway is not just a subway built to relieve congestion along the east side of Manhattan but it is the ground work for a much bolder vision; it is a new backbone for subway service throughout New York City. A fully expanded system connecting to existing lines and new areas will reduce congestion on not only the Lexington Ave subway but many other subways that service the city. The worry is that the MTA will try and build the cheapest subway it can which would end up haunting the city for generations. The Second Ave subway system I’ve laid out here adds almost 50 miles of new subway lines to the city and could be incorporated into existing lines so that existing trains could be used for improved service elsewhere (e.g. running the 2nd Ave line to Brighton Beach would allow the B train to potential be used for express service along the Culver Line to Coney Island through Park Slope.) The reason I chose the Second Ave Subway as the launching off point for this series is not because it is the most famous of all proposed subway lines but because it is the most important. Almost every other subway expansion project I talk about would only be adding more stress to the current system without the Second Ave Subway. This subway is crucial to the continued economic development and population growth of New York City and the region. The current NYC subway is now seeing ridership levels it hasn’t seen in 60 years, except 60 years ago there was 30 miles of more track to service those riders. The subways slimmed down over the ensuing decades due to financial hardships and population loss, but the city is rebounding and a fully built Second Ave subway system will be key to this continued growth.

Subway Diagram

futureNYCSubway diagram showing fully built out Second Ave subway system (PDF)

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

NYC Subway Expansion plans from 1951

In my last post I outlined the ambitious plan to massively expand the New York City subway system. For various reasons (the Great Depression, World War II, rise of suburbia, etc) the plans were, for the most part, never realized. After World War II many plans were scrapped as limited resources were diverted to building new highways. Plans for the Second Ave subway stayed on the table but were cut back again and again as the years went on (this will be covered further in my next two posts). Some minor expansion took place but the system also lost many miles of track as older elevated lines were removed.

In 1968 the city developed a new, much less ambitious, plan to expand subway service and rebuild aging infrastructure. In an unfortunate case of history repeating itself the city immediately faced a financial crisis causing the plans to be scrapped and subway service to be cut. For the next 20 years the city planned, for the first time ever, to decrease in size and services. It wasn’t until the 1990s, when the population stabilized and the economy of the city began to grow, when serious plans for expansion were brought back.

But just as things were looking up for the city the terrible events of September 11th caused many to fear that these gains were to be temporary and that the city would continue its former population exodus. Due to the resolve of the people of New York and strong political leadership the exact opposite has happened; Today the city has a larger population than at any point in its history and for the first time in decades it is needing to plan for expansion of services and infrastructure. The Second Ave subway, which had broken ground twice in its 80 year history, finally has funding and is well under construction. The same for an extension of the 7 Line to the Far West Side of Manhattan, and the long awaited East Side Access project to bring Long Island Railroad cars into Grand Central Terminal.

Chrystie Street Connection

Chrystie St Connection: Before and After. Click for animation.

The Chrystie Street connection was a small but very significant expansion project that more than any other after World War II changed how the New York City subway was operated and, due to foresight, left the door open for connections to Brooklyn from a still-to-be-built Second Ave subway.

To understand the implications of such a project you need to see what the system looked like before 1967. When the BMT first built it’s subway into downtown Manhattan it did so in 3 parts. The section known as the Broadway line which, as the name suggests, runs under Broadway and then under Church St, runs through the Financial District where it dives under the East River to downtown Brooklyn (today’s R,W line). The second part was via the Williamsburg Bridge, a connection already established when the bridge was completed, with a new subway under Delancey and Centre Streets to a major terminal at Chambers St (today’s J,Z line). With the construction of the Manhattan Bridge, with a capacity of 4 subway lines, the BMT was able to connect the previous two subways with a third over the bridge. One line would use the bridge and head north via Broadway (today’s N,Q line) while the other would use the bridge to head south via Centre St. A new subway under Nassau St would then allow trains to loop from the Manhattan Bridge, through downtown, and back into Brooklyn via the tunnel (this was known at the time as the Nassau Loop).

1951 plans for the Second Ave subway and connection to Brooklyn

Due to the growth of midtown Manhattan in the middle of the 20th Century, the Nassau Loop soon began to lose ridership and was eventually cut back to part-time service. Planners saw the need to increase service to midtown and saw the tracks on the Manhattan Bridge as underutilized. Elsewhere in the system was a section of subway that was able to increase in capacity, the IND 6th Ave line, recently outfitted with an express track from West 4th St to 34th St. As outlined in the Second System plan, this express track was to be used for trains to Williamsburg but that subway was never constructed. Seeing an inexpensive way to improve service from Brooklyn to midtown Manhattan, the new Transit Authority developed plans to connect the 6th Ave subway to both the Manhattan Bridge and the Williamsburg Bridge with a new subway under Chrystie St in the Lower East Side. A very forward-thinking benefit to this short subway is that it allows further connection to the Second Ave subway so that trains can connect directly to Brooklyn via the Manhattan Bridge. A new station at Grand St is said to have been built to allow 2 additional tracks to be built on the outsides of the platforms when the Second Ave subway is constructed. This new connection allowed for more trains to travel from southern Brooklyn to midtown and also allowed for direct service from northern Brooklyn to midtown. The latter service, known at the time as the “K” train, was only used for a few years due to rapid depopulation in neighborhoods in northern Brooklyn (I talk about the possibility of bringing this service back in an earlier post).

63rd St Tunnel and Archer Ave Subway

Transit Authority plan for mass transit expansion.

The 63rd St tunnel (today’s F Line to Queens) and Archer Ave subway (E,J in Jamaica) were planned as part of a much larger project to build a super-express subway from Jamaica, Queens to midtown Manhattan. As Queens grew in population after World War II new subway service lagged far behind. To address this, a new subway line to run parallel to the Long Island Railroad Mainline through Queens was to be built with connections to Jamaica and Far Rockaway. Many different plans bounced back and forth for years (the 63rd St tunnel was planned as far north as 76th St and as far south as 59th St). In 1963 a patchwork of various plans were brought together to connect midtown Manhattan to Queens with a super-express subway and to connect the Long Island Railroad into Grand Central Terminal with a new 4 track tunnel under the East River.

The first part was a new tunnel into Manhattan that would connect with the BMT Brodaway Line, IND 6th Ave Line, and a commuter rail connection to Grand Central. Starting construction in 1969 this project is actually still under construction! The line terminated at Queensbridge until December 2001 when it was finally extended to connect with the Queens Blvd line. The tunnels and new stations (Lexington-63rd St, Roosevelt Island, Queensbridge-21st St) were opened in 1989, 20 years after construction started due to many delays and funding problems. Today the only train running along the line is the F Line to Queens. A connection to the BMT Broadway Line was constructed from 57th St-7th Ave to 63rd St-Lexington Ave and is only used for storing Q Line trains which terminate at 57th St.

Track map showing 63rd St tunnel and unused tracks. Map by Peter Dougherty.

The station at 63rd St-Lexington Ave has a false wall, behind which is an unfinished platform and tracks that are only open to MTA employees. This non-revenue service track is planned to be connected to the first phase of the Second Ave subway, at which point the unused platform will be opened to the public. If you go to 63rd St station, on the platform, look through the holes in the black doors along the wall and you will see the unused platform, maybe even a train too.

At the same time a second set of tracks were constructed below the subway tracks with the intent to connect the Long Island Railroad with Grand Central Terminal. Though the tracks through the tunnel were built, no connections with either railroad were ever completed. It was only in 2006 when the first new tunnel contract was awarded. Construction has continued and can be viewed by passengers along the N/W line after Queensboro Plaza and a new terminal is being carved out below Grand Central Terminal. Service plans have not been finalized but this project goes a long way towards completing the next phase of the original project, a super-express line through Queens.

East Side Access map. New connections to bring the LIRR into Grand Central.

While a super-express subway was planned to connect with other lines, not as a commuter rail, soon riders from Queens will have a quicker route into midtown Manhattan. The original super-express line was to connect to the 63rd St tunnel in Long Island City and a new subway in Jamaica along Archer Ave. With this subway in place the MTA could have converted some of the Long Island Railroad right-of-ways from commuter rail (or abandonment) into subway service. Routes planned included out to the Rockaways through central Queens and through Locust Manor, along the Main line to Queens Village, and possibly out to St. Albans along the Hempstead line.

None of these plans (save for the Archer Ave subway) ever got out of the planning stages and central and southern Queens still remain lacking in broader subway service. As built the Archer Ave subway connects subways headed to Brooklyn and downtown Manhattan to subways headed to Queens and midtown Manhattan into one terminal. A bi-level tunnel was built, which interestingly does not allow for direct train connections between the two subways, along with 3 new stations.

Planned Queens Super-Express Line. Click for animation

The connection to the Queens Blvd line used an unused stub of track that had been planned for a never built subway under Van Wyck Blvd. The connection the BMT Jamaica line allowed for the elevated tracks running though downtown Jamaica to be torn down. The new tunnels and stations allow for further extension into Jamaica but no serious plans have come forth to do so.

7 Line Extension

Map of 7 Line extension from Times Sq to Hudson Yards (pink square)

The 7 Line extension from Times Sq-42nd St to 34th St and 11th Ave is living proof that subway expansion is possible when there is enough political will. The project as originally planned would extend the line under 41st St with a station at 10th Ave, turning south at 11th Ave with a station at 34th St, and layup tracks as far south as 25th St. The extension was proposed as part of the Hudson Yards redevelopment site, the Long Island Railroad train yards past Penn Station. Original proposals for redevelopment included a new Jets football stadium and a new stadium for the New York City 2012 Olympic Games (which went to London instead). After this, the MTA accepted bids for commercial redevelopment over the yards similar to the Atlantic Yards project in Brooklyn. Eventually a bid was accepted from the Related Companies, however due to the economic recession no work has been done.

Construction on the subway extension has been continuing during this time. Due to lack of funding the station at 10th Ave-41st St was dropped from the final plans, although support for finding funding for the station has begun to build. The extension is rather short but brings up an interesting anecdote about the subway system. In order to build the extension the MTA had to demolish an abandoned subway platform underneath Times Sq. When the IND was building their subway under 8th Ave they built the Times Sq station with three platforms, the two that are in use today, and a third below these. The peculiar thing about it was that there didn’t ever seem to be a reason for the extra platform. The IND built many parts of its system that it intended to build out later (see the previous post on the Second System) but this platform wasn’t one of them. Due to the track configuration the only trains that could enter this extra station were trains coming from Queens which could just as easily stop at the upper platforms (like they do today). The platform was used briefly to shuttle passengers out to the Aqueduct racetrack in Queens but hasn’t seen service since the 1980s. There is an urban legend about this platform, however, from NYCSubway.org:

An oft-repeated story offers this as a reason the lower level was built: The Independent subway was being built by the city to compete directly with routes owned by the IRT and BMT companies. The #7 crosstown IRT line terminates at Times Square; it is said that the bumper blocks of the #7 are directly against or very close to the eastern wall of the lower level of the 42nd St. IND station. The construction of the lower level therefore blocked any potential extension of the #7 line to the west side of Manhattan. If this is true, it would have been done only in the spirit of crushing the competition, for the IND had no plans to construct a competing crosstown line.

This is likely not the case, though the IND did build lines in direct competition to the other systems. Today the superfluous third platform has been demolished and the 7 train will one day soon be extended to the Far West Side of Manhattan, hopefully to help spur development since there isn’t anything there now.

More Information
If you are looking for more information on these projects here are some links that will help you.

• MTA Director calls for ambitious expansion; NYTimes 03/03/08
• IND 63rd St Line, Wikipedia
• Archer Ave Subway, Wikipedia
• 7 Subway Extension, Wikipedia
• 7 Line Extension Project Website, MTA
• East Side Access Project Website, MTA
• East Side Access, Wikipedia
• 1968 MTA Program For Action
• Trans-Hudson Express Tunnel

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

NYC Subway IND System 1939 via nycsubway.org

The problem with trying to lay out an entire system-wide plan for subway expansion is that the history of New York City’s subway is so complex that, in order to fully understand why certain lines go where they do, you must understand the whole history of the system. There are many many books and websites written about the subway, how it started with 2 companies and then the city built their own line, then combined into the Transit Authority in the late 40s, the creation of the MTA in 1968, the decline of the subway in the 70s and 80s, and how it has came back. There is far too much to have to write about here of the history of the system. Because of this I am going to be jumping right into the first major “future” system plan first dating from 1929, but if you would like some context then there is only one place you need to go:

http://www.nycsubway.org/

This here is the single greatest website on the subject of the NYC subway anywhere on the internet. Everything you would like to know is on there in more detail than you could imagine. For my futureMBTA website I needed to write little histories of each line first but NYC isn’t Boston, there are plenty of transit nerds out there than have written at length about the subway so I’m not going to cover well worn territory.

I realize that many of the neighborhoods and streets covered in this post may not be familiar to even life-long New Yorkers. To help you follow along, if you have Google Earth you can download a version of these maps I made along with my original “New York City subways with other transit”.

• New York City subways with other transit.kml (for Google Earth)
• 1929-1939 IND Second System Proposals.kml (for Google Earth)

The Independent Subway: A Brief Introduction

For a full history of the Independent Subway, see NYC Subway.org

NYC Subway IND (Click for animation)

Before the Independent Subway (IND) there were two transit companies that ran the subways in NYC; the Interborough Rapid Transit Co (IRT) and the Brooklyn-Manhattan Rapid Transit Co (BMT). The MTA (Metropolitan Transportation Authority) phased out these names long ago but old timers still call each line by their original names: The IRT Lexington Ave Line (4,5,6), the IRT 7th Ave Line (1,2,3) and the IRT Flushing Line (7), the BMT Broadway Line (N,Q,R,W), the BMT Canarsie Line (L), the BMT Jamaica Line (J,Z), and the BMT West End, Seabeach and Brighton Beach Lines, among others.

These dueling systems (one had to pay extra to transfer to a different company’s line) were the lifeblood of the city but were not properly serving large sections of the fast growing metropolis. The citizens had a love/hate relationship with the companies and after years of overcrowding the city decided to step in and fund their own, independently run subway system, the Independent (IND).

The IND today is best known as the 8th Ave Line (A,C,E), the 6th Ave Line (B,D,F,V), the Fulton St Line (Brooklyn A,C), the South Brooklyn or Culver Line (F), the Queens Blvd Line (E,F,R,V), and the Crosstown Line (G). Two subways proposed originally in 1922 but never built were a line from Bay Ridge to Staten Island and an extension of the BMT Broadway Line from 7th Ave/59th St to Harlem (both will be discussed here).

From NYC Subway:

John F. Hylan was Mayor for two terms from 1918 to 1925. Legend has it that, as a young locomotive engineer for the Brooklyn Rapid Transit Company (BRT, predecessor to the BMT), he was fired because he exceeded the posted speed operating his train around a curve. He was studying for the bar exam while employed at the BRT. Once he was mayor, he was in a position of power to get even. He regularly made it difficult for the IRT and BRT to expand their lines or obtain funding (the 5 cent fare was a losing proposition and could not be changed without city approval). To get even with the private operators, he wanted a subway run by the city “independent of the traction interests”. In fact, many of the lines the Independent opened were in direct competition with existing lines of the time, and those existing lines ended up being torn down in favor of the Independent lines.

The IND was an instant hit and even inspired the Billy Strayhorn/Duke Ellington hit “Take the A Train”. First proposed in 1922 and opened beginning in 1932, the IND was a modern marvel in terms of planning and design; the stations were larger and were built with express and local stops designed to eliminate the bottlenecks that older express stations had created. While it would be decades until the original IND system was complete, the city early on saw the new system as a huge success and immediately began planning a second system that would reach areas of the city still unserved by the current subways. This plan was known as the IND Second System.

The IND Second System

• Second Ave Trunk Line (Manhattan)
  

  1939 IND Second System plan showing Second Ave subway and Morningside Ave line.

  The most famous, or infamous, part of the Second System was a 4 to 6 track trunk subway running from the Harlem River to Pine St in downtown. It may seem obvious for the need for a second subway line through the east side of Manhattan today but at the time there were actually 3 lines, the Lexington Ave subway and two elevated trains running up 3rd and 2nd Aves. The reason that the Second Ave subway was put off for so long was because the east side was already well served until the 1940s and 1950s when the elevated lines were torn down.

  Because plans for the Second Ave line have been around for so long they have been subject to the most change. Originally the line was to be a 2 track subway from Downtown until Houston St where a second set of tracks joined until 61st St where a planned connection to the 6th Ave line was to come in on another set of tracks, bringing the total tracks through to Harlem to 6. Here the line would continue on to the Bronx as 4 tracks. The idea was for a super-express line that would connect to the 6th Ave line. It is interesting to note that in the original plans there were no connections from Queens. I will cover more of this in my post about the Second Ave Subway (coming soon).

  Two connections that were planned as part of the Second Ave subway were the 61st St line (mentioned above) and a spur at Houston St that would connect with the 6th Ave line as it headed into Williamsburg (to be explained below). Updated proposals for the next 30 years moved this tunnel further north with a connection to Queens and was eventually the only major section constructed. The 61st St tunnel proposal eventually morphed into the 63rd St tunnel which connects the F line to Queens, opened in 2001. When this tunnel was built there were provisions made to connect the 63rd St tunnel to a future Second Ave subway and to connect the Second Ave subway to the tunnel to Queens.

• Morningside Ave Line (Manhattan)

  Details on this are sketchy but it seems that plans for a line branching off the BMT Broadway Line at 57th St to run into Harlem were proposed even back when the Broadway Line was under construction. In early BMT maps there is shown a small stub past 57th St which represented the actual stub end of the express tracks terminating past the station. The plans called for a 2 track tunnel to run north under Central Park (the park, not Central Park West) and then swing west somewhere in the West 80s. From here the line would head north under, presumably, Columbus Ave and into Morningside Park along Morningside Ave. From here the line would presumably run north along Convent Ave until terminating at 155th St. What is peculiar is that plans for this line were included in the original IND system, dropped in the 1929 plan, but then added again in the 1939 plan.The stub end tracks at 57th St were eventually rerouted so they now link up with the 63rd St tunnel (F) as so to allow Broadway trains to run on the Second Ave line when constructed. More about this in my upcoming Second Ave Subway post.

• Utica Ave and Rockaway Lines (Brooklyn)
  

  1929 IND Second System plans with Manhattan connections to the Utica Ave and Rockaway Lines.

  One of the most impressive proposals from the Second System was for a massive 4 to 8 track subway line through Williamsburg with two 4 track spurs branching out into unserved parts of Brooklyn and Queens. The first part of the line was the Utica Ave line which branched off from the 6th Ave line in Manhattan at 2nd Ave and traveled along East Houston and under the East River to Grand Ave in Williamsburg. South of this was the Rockaway Line which branched off the 8th Ave line in Manhattan and swung east under Worth Ave and along East Broadway, under the East River and under Broadway in Williamsburg. These two lines then met up under South 4th St and traveled to Union Ave in an, at one point 4 track and then expanded to 6 track, trunk line. These lines then connected to the Crosstown Line (G) in a massive 4 platform station which was actually built and remains abandoned under the streets of Williamsburg! (Click here for more information)

  From here 8 tracks were planned to run under a new street parallel to Broadway to Beaver St, Bushwick Ave and Myrtle Ave. At Myrtle Ave the two lines branched off in two, 4 track lines; the Utica Ave line tunning south along Utica Ave through Bedford-Stuyvesant, Crown Heights, and East Flatbush, and the Rockaway line traveling east under Myrtle and Central Aves through Glendale, turning south after Woodhaven Blvd along the LIRR right-of-way to connect to the Rockaways. The Utica Ave line, when it reached Ave S in Flatbush, turned west to connect with an extension of the IRT Flatbush Line (2,5) under Nostrand Ave and together these lines ran to Voorhese Ave in Sheepshead Bay. At one point an additonal tunnel was proposed to branch off here and travel to Queens under Flushing Ave.

  

  1929 IND Second System plan for Rockaways connections. Note that it was assumed that Jamaica Bay would have been built up as a seaport.

  Later plans also included a connection to the Williamsburg Bridge to replace the BMT Jamaica Line (J,M,Z) and added a subway from the Myrtle Ave junction along Bushwick Ave to Broadway Junction. Additional plans included a subway branching off the Crosstown Line (G) under Lafayette Ave which would connect to the Rockaway Line under Myrtle Ave.

  As mentioned, a shell station was actually constructed at the Broadway stop on the Crosstown Line (G). A partial shell station was also constructed at the Utica Ave station on the IND Fulton Ave line (A,C) to service connections to the Utica Ave line. Eventually a subway connection was created to the Rockaways but instead of running into Queens it was truncated back to the Fulton Ave (A,C) line in Ozone Park.

• The Bronx

  The Bronx was and still is one of the better served areas of the city in terms of subways but the eastern portion, which at that time had not developed as fast as the western Bronx, was still under served. To address this the Second System proposed a 4 track trunk line into the eastern Bronx. Continuing from the Second Ave subway at the Harlem River, a 4 track subway would have snaked its way north under Alexander Ave and Melrose Ave to 163rd St where the line would split. One branch would head due east under 163rd St to Unionport where it would run under Lafayette Ave to East Tremont St in Throggs Neck.

  

  1929-1939 IND Bronx Lines. The addition of the Dyre Ave line killed plans for a subway under Morris Park Ave.

  The other branch would run north under Boston Post Road to the IRT yards at 180th St. Here the line would run east under Morris Park Ave until about Seminole Ave where it would turn north and run under Wilson Ave to Boston Post Road, turning east to finally terminate at Baychester Ave. However right before the line turned onto Boston Post Road it would connect with an extension of the Concourse Line (B,D) which was to be extended from its terminal at 205th St under Burke Ave to Boston Post Road.

  If you look at the map of the subway today it would seem peculiar to extend the subway into an area that is already covered by the IRT Dyre Ave line (5). What you don’t realize is that the Dyre Ave line (5) wasn’t part of the subway at all at that point and was actually a section of the New York, Westchester, and Boston Railroad. This right-of-way was “captured” by the city after the railroad went bankrupt in 1935. Because of this addition the plans for a subway through this area were dropped and are not found on the updated 1939 map.

• Northern Queens
  

  1939 IND Second System plan for Long Island City

  Keep in mind that most of Queens was developed after World War 2. This means that even before the IND had built its first line Queens was only served by two subway lines, a few commuter railroads, and a number of streetcar lines (as opposed to the innumerable lines that served Manhattan and Brooklyn). The only lines the original IND built were the Queens Boulevard line (E,F,G,R,V) and its extension down Hillside Ave (F), and these stuck close to the LIRR ROW which was already developed. So knowing that Queens was the next place where development was going to occur, the IND proposed extending already built lines out into northern Queens.

  The two subways already there were jointly operated by the IRT and the BMT per agreement in the Dual Contracts (the two contracts the city gave to these competing transit companies in 1913 to stop them from building redundant and competing subways.) The Astoria line (N,W) and the Corona (7), todays Flushing line went through some pretty barren territory but by the 1920s people were streaming out the packed tenement districts into new garden apartments and single family homes in Queens. The IND Second System, which at this point had no control over these two companies, proposed extending both lines further out into northern Queens.

  The Astoria line, which terminated (and still does) at Ditmars Blvd, would have been extended down Ditmars Blvd to Astoria Blvd where it was go from 2 to 4 tracks. It would run down Astoria Blvd through East Corona, elevated, to 112th St where it would turn south and then east across the Flushing River. At this point Flushing Meadow Park was nothing more than a marsh and dumping ground (Robert Moses built the park for the 1939 Worlds Fair). From here it would travel along Horace Harding Blvd, which today is the Long Island Expressway, to Nassau Blvd, todays Francis Lewis Blvd. Later these plans were altered so that instead of extending the elevated line, a new subway would run from Queensboro Plaza under 21st St in Long Island City, then following this same path as a subway but continuing under Horace Harding Blvd to Marathon Parkway.

  The other line, the Corona line, originally terminated at 111th St but had been extended to Flushing/Main St. In the Second System plan it was to be continued parallel to the LIRR Port Washington commuter rail branch out to Bayside, 221st St. Before that, at 149th St, a branch north to Whitestone and College Point was planned. There had at one point been a steam railroad that branched off from the Port Washington track before Flushing and traveled north to College Point and east to Whitestone. The city had debated buying the line after trains were discontinued but in the end nothing came of it. The proposed right-of way would have served more people as it traveled through level ground rather than wetlands. These plans were kept in updated plans but the area soon developed without the expanded subways.

• Jamaica and Eastern Queens
  

  1939 IND Second System plan for eastern Queens.

  The first IND system terminated its only Queens line in Jamaica which, like Flushing, was once a separate town until Queens County was consolidated into greater New York City in 1898. Jamaica had a long history of development with improved transportation as the first railroad in the city connected it to Brooklyn in 1834. Because the city knew that the farms surrounding Jamaica would soon turn into housing the IND built the Queens Blvd line with the expectation that it would be extended in the future. The Hillside Ave branch is 4 tracks until it terminates at 179th St, unusual until you understand that the subway was intended to be extended out to Little Neck Road. There was also a set of tracks that dead-ended before Hillside Ave, originally these were intended for a subway south under Van Wyck Blvd to Rockaway Blvd. These plans were kept even with the building of Idlewild (JFK) Airport but were not shelved until Robert Moses built the Van Wyck Expressway down the same right-of-way and, ignoring the pleas from city planners, intentionally left no room for a subway along the median of the highway (Chicago had done this successfully with a subway extension out to O’Hare Airport). These extra tracks were eventually used when the MTA built the Archer Ave subway to replace the elevated tracks through Jamaica Center.

  Southern Jamaica was sparsely settled but growing quickly at this time. The only section served by rapid transit up until then was the end of the Liberty Ave elevated line which ran through Ozone Park to 119th St. The IND, which had built its Fulton Ave subway (A,C) in direct competition to the elevated Fulton Ave and Liberty Ave lines, was keen on “capturing” the Liberty Ave elevated line and incorporating it into the Fulton Ave subway (which it did). The Second System then planned to extend the line, elevated, down Liberty Ave to Sutphin Blvd where it would snake its way south and then east along 110th Ave to 180th St. Here the line would split, with one branch running along the LIRR right-of-way north and then doubling-back west to terminate at the Jamaica Center LIRR station, while the other branch continued east along Brinkerhoff Ave to Hollis Blvd, finally terminating at Springfield Blvd. This was a rather serpentine route and the plans were eventually altered so that the extension of the Fulton St subway would run east under Linden Blvd to 229th St instead.

• The Winfield Spur and 120th St
  

  1929 IND Second System plan for the Winfield Spur to the Rockaways.

  The subway known as the Winfield Spur is one of the more peculiar instances of transit planning in New York City. It is peculiar for two reasons, the first being its serpentine, meandering path through central Queens, and the second is that an actual station complete with tile tile work was constructed for the line. The concept was to kill two birds with one stone; to provide subway service to areas of central Queens such as Maspeth, Middle Village, and Glendale while also connecting the Rockaways to downtown and midtown via subway service. The area of central Queens through which the line was to run is home to many large cemeteries and because of this planners had to route the line around the cemeteries while trying to service the most number of people.

  From NYCSubway.org:

  It would have been a two track line arising from the Roosevelt Avenue station (the never-used upper level station, but also would have track connections to the main line), and curving southeasterly between 78th and 79th Sts. to Queens Blvd., then along the LIRR ROW into Garfield Avenue to 65th Place, then along 65th Place to Fresh Pond Road, and then along Fresh Pond Rd and Cypress Hills Avenue to a connection with the Central Avenue line outlined above. The line would be 2 tracks, and would be subway to 45th Avenue, then elevated to Fresh Pond Road, then subway again to Central Avenue. In looking at the map, the rationale for the circuitous route becomes a little more apparent, since it appears to skirt some large cemeteries, thus staying in the residential/commercial areas.

  Note the part about the never-used upper level station. At Roosevelt Ave on the Queens Blvd line there is a part of the station that is out of reach to regular people that is actually a single platform station for trains to terminate from the Rockaways. Additional tracks would have connected the line to the Queens Blvd line. Work on these extra tracks was completed up to 78th St and land that was taken for construction of the line was eventually turned into Frank O’Connor playground.

  After connecting up with the proposed Rockaways subway under Central Ave, the line would turn south past Woodhaven Blvd along the LIRR right-of-way. Tracks would continue to the Rockaways so that passengers could go downtown via South 4th St in Williamsburg or into midtown via the Winfield Spur. At 120th St in South Ozone Park, 2 tracks would branch east to serve southern Jamaica and Cambria Heights. The line would have cut a new road though a sparsely settled area to Linden Blvd but would have meant that now southeastern Queens had evenly spaced subway service to downtown and midtown.

  Sometime in the 1930s it was decided that the Winfield Spur was just about too ridiculous and a better connection was drawn up which would branch off the Queens Blvd line after 63rd St rather than Roosevelt Ave. The branch would head due south until it reached the LIRR junction at Rego Park. Here it would continue on to the Rockaways using the same LIRR Rockaways right-of-way. Plans for the 120th St subway were dropped at this point.

• Ft Hamilton subway and Staten Island
  

  1939 IND Second System plans for Ft Hamilton subway and tunnel to Staten Island.

  The South Brooklyn line (F,G) of the first IND system ended short after weaving its way through South Brooklyn, Park Slope, and Windsor Terrace. The line is built with 4 tracks so presumably it was expected to be extended southernly. Since it was built right up to the BMT Culver Line it was no surprise that the IND “captured” the elevated line and combined the two. But the elevated Culver line is only 3 tracks while the IND South Brooklyn is 4. This leaves the room for another branch and in the Second System the IND decided to reach out to the only borough not serviced by a subway, Staten Island.

  The Ft Hamilton/Staten Island line would have branched off from the South Brooklyn line after the Ft Hamilton Parkway stop and continue in a 4 track tunnel to Bay Ridge Ave where one branch would continue south to 86th St and the other would head west under Bay Ridge Ave, under New York harbor, to St George on Staten Island. Here the line would split and some trains would head north along the Staten Island Railroad North Shore Branch while the other would head south along the main line. The plans for this connection were not in the 1929 plan, though a proposed vehicular tunnel was present, but added in the 1939 plan. In fact plans for a train/vehicular tunnel had been proposed as far back as at least 1910! I wish I knew more about what happened to the plans for these lines as it was 30 years later that Robert Moses finally did built a connection between Staten Island and Brooklyn via the Verrazano-Narrows bridge. But true to form he left no room for rapid transit.

Conclusion
The purpose of this post was to give some context and prep your mind for the proposals to come. Much has been written about the IND Second System and I was elated when I first discovered the plans. I have to give thanks where they are due and most of my information came from these sources:

• Proposed New York City Subway expansion (1929–1940)
• IND Second System – 1929 Plan, NYCSubway.org
• Subway Expansion in Williamsburg, Waterfront Preservation Alliance
• Dreaming of the Second System, Second Ave Sagas
• Abandoned Stations, by Joseph Brennan

Also, for you maps lovers out there, you can see the full versions of the 1929 and 1939 plans below. The super-big versions of these maps are located here.

1929 IND Second System

1939 IND Second System

The futureNYCSubway

1. Introduction
2. IND Second System
3. Post War Expansion
4. The Second Ave Subway: History
5. The Second Ave Subway: To The Bronx and the Nassau Line
6. Brooklyn: Bushwick Trunk Line
7. Manhattan: West Side and Hudson Crossings
8. Queens: Flushing Trunk Line
9. Staten Island: The Last Frontier
10. TriboroRX and Atlantic Ave Super-Express
11. Conclusion: the vanshnookenraggen plan

But taking a step back, one realizes that there are miles of unused subway tracks that could be used for new service or part-time (i.e. rush hour) service all throughout the system. While expanding service along the Culver Line is a fantastic idea (not to mention much needed), why stop there? Just this past June the MTA experimented with express 4 train service in the Bronx at rush hour. The results of that program have not been made public but if it proved successful it could open the door for much improved service across the city that would not cost too much more to the cash strapped MTA.

F Express to Coney Island

On the table already, the F Express would, for now, only serve Brooklyn south of Church Ave, stopping at 18th Ave, Kings Highway, Ave X, Van Sicklen Ave, W.8th St, and finally Stillwell Ave. Due to there being only a single express track service would be only at rush hour, towards the city in the AM and towards Brooklyn in the PM.

Because of reconstruction on the Culver Viaduct the double track express track from Bergen St to Church Ave will not be available to use. One reconstruction is complete, however, there could be more permanent F Express service, with stops at Bergen St (which would have to be rebuilt) and 7th Ave.

V Local to Metropolitan Ave

In 1968 the MTA opened what was known as the Chrystie Street Connection where a new subway tunnel was built to connect the IND 6th Ave line with the Manhattan Bridge (allowing the B and D lines to travel to Coney Island). A second part of this connection was another tunnel that is now unused which connects the IND 6th Ave line to the BMT Jamaica line over the Williamsburg Bridge. For a short time in the late 1960s there was service from Broadway Junction to 57th St/6th Ave, known as the K line. Due to the depopulation of the areas this new line served at the time, the line was ended after just 10 years of service.

With these areas now seeing new waves of immigrants and then artists (read: gentrification) the neighborhoods along the JMZ have seen an increase in ridership which will most likely continue. Right now the area is only served by a new trains, the J, the M (which is cut back to Myrtle Ave at night), the Z (which may or may not be cut entirely), and the L (which is becoming more crowded by the day). To better serve this growing area the V Local should be rerouted through the unused section of tunnel to replace the M, which would either be eliminated or cut back to part-time service (even more so). The V would terminate at Metropolitan Ave in Queens

W Express to Astoria, Bay Parkway

In the 1980s there was rush hour service along the express track from Astoria Blvd to Queens Plaza along the BMT Astoria Line (now the N/W). With the recent and steady influx of new residents and housing construction that continues despite the recession, the area would be better served with rush hour W Express service.

On the other side of the line, the W currently terminates at Whitehall St. The W would then be extended to Bay Parkway in Bensonhurst and would run along the single express track, making stops at 9th Ave and 62nd St as well. The service would run only at rush hour. The part-time M service would continue running local, as is.

So when your friends come to you and say they are starting a metal band called Flaming Tusk you think that is bad ass as hell. You tell them you think that but in the back of your mind you are really thinking two things: first that ideas you thought up while drunk/high/tripping/etc sound great at the time only because you are drunk/high/tripping/etc, and second is a sense of nostalgia of when all your friends in high school were in metal “bands” which usually was nothing more then you all sitting around in their parents basement drinking/smoking pot/tripping/etc screaming while playing your instruments very loudly and very poorly (but it sure was fun as hell, wasn’t it?)

So after months pass by without hearing a sound from these guys I was pretty pumped when they let me listen to the first cut. I really didn’t know what to expect. When they said metal I was thinking something like pop-metal, Metallica or Tool or something (which is what all the high school kids tried to play). What came out of the stereo instead made my soul bleed. This is heavy, almost industrial, metal. This ain’t no frat boy metal, this shit is the real deal. This is music that will make you want to kill your pets and someday become a serial killer.

When trying to write a review of this record I realized that all anyone needs to know about it is that the title track is about Abigail Taylor, a young girl who’s intestines were sucked out by a pool drain and died shortly after. If that isn’t metal as fuck then you don’t know what metal is and you don’t know what good music is.

Flaming Tusk – Abigail (Guts Down the Drain)

You can download the Flaming Tusk EP at http://tusk.bandcamp.mu/