{"id":2591,"date":"2015-09-29T21:11:34","date_gmt":"2015-09-30T02:11:34","guid":{"rendered":"http:\/\/www.vanshnookenraggen.com\/_index\/?p=2591"},"modified":"2022-08-06T16:58:07","modified_gmt":"2022-08-06T21:58:07","slug":"the-futurenycsubway-manhattan-bound-g-train","status":"publish","type":"post","link":"https:\/\/www.vanshnookenraggen.com\/_index\/2015\/09\/the-futurenycsubway-manhattan-bound-g-train\/","title":{"rendered":"The futureNYCSubway: Manhattan-bound G Train [UPDATE]"},"content":{"rendered":"\n

I don’t normally like to update older posts on account of letting ideas exist in time. But I have recently come across more information about early plans for the Crosstown Line which pertain specifically to how it could have once ran into Manhattan. I have updated this post with the new information and rewritten certain parts.<\/em><\/p>\n\n\n

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\"\"\/<\/a><\/figure>\n<\/div>\n\n\n

Background<\/p>\n\n\n\n

What we know as the G train today (or the GG train if you’re an old-timer) is officially known as the IND Crosstown Line. While a term like “crosstown” can mean anything in regard to getting from one side of the city to the other, the Crosstown Line gets its name because it gets a rider across Brooklyn and into Queens without needing to first enter Manhattan.<\/p>\n\n\n\n

The idea was first floated in 1912 when the NY State Public Service Commission drafted a list of proposed subway lines to be built by the city. The original subway had opened to much success in 1904. Operated by the private Interborough Rapid Transit Company (IRT), the initial route was seen as wholly insufficient from the day it opened. While the IRT had a contract with the city for routes it operated in Manhattan and the Bronx, the Brooklyn based Brooklyn Rapid Transit Company (BRT) presented competition.<\/p>

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The two companies began vying for the rights to build out the subway and connect the elevated lines that were already running with new tunnels to Manhattan. As the technology was so new, planning for new lines hadn’t progressed. The Public Service Commission report was designed to lay the foundations for this new expansion.<\/p>\n\n\n\n

After lengthy negotiations between both companies and the city, an agreement was drawn up which became known as the Dual Contracts. The IRT would be allowed to extend their subway into Brooklyn along Eastern Parkway with branched into Flatbush. It would be allowed to expand the single trunk line subway in Manhattan into a dual-trunk system with branched into the Bronx and would take over the Steinway Tunnel along 42nd St. The BRT was allowed to build and run a new trunk line under Broadway in Manhattan, a complex loop subway connecting elevated lines on the Williamsburg, Manhattan, and Brooklyn Bridges, a crosstown line at 14th St, and the 4th Ave trunk line from downtown Brooklyn into southwestern Brooklyn.<\/p>\n\n\n\n

Queens, which had never been an independent city like New York and Brooklyn before the consolidation of 1898, did not have a private transit company of its own to rival the IRT and BRT. To account for this, the city allowed both companies to operate trains on the two new lines to Astoria and Corona. A massive 4-platform, 8-track elevated station would be built in Queens Plaza which would connect trains from the IRT 2nd Ave El and 42nd St Line with the BRT 60th St Tunnel and Queensboro Bridge-Crosstown Line.<\/p>\n\n\n\n

Queensboro Bridge-Crosstown Line<\/p>\n\n\n

\n
\"Brooklyn<\/a>
NYS Public Service Commission map showing the proposed loop subway through Brooklyn and Lower Manhattan. 1912<\/figcaption><\/figure>\n<\/div>\n\n\n

Both the IRT and BRT were owners of vast elevated train networks covering the old sections of both Manhattan and Brooklyn. While the subways were seen as faster and less intrusive, they cost far more to build. To expand their networks and not run out of funds, both companies built tunnels in the congested parts of the central business districts which would connect to the existing or newly built elevated lines in the less developed areas (where there were fewer people to complain.)<\/p>\n\n\n\n

The BRT operated purpose-built elevated lines along 5th Ave in Park Slope, Broadway from Williamsburg to East NY, Myrtle Ave and Lexington Ave through Bedford-Stuyvesant into Bushwick, and along Fulton St from the East River to East NY. It also ran service on former steam railroads which had been electrified using overhead trolley wires; these included the West End Line, Culver Line, Sea Beach Line, and Brighton Line. <\/p>\n\n\n\n

As part of the Dual Contracts, these at-grade rail lines were moved, either to a new elevated structure (West End and Culver) or to a cut below ground but open to the sky (Sea Beach and Brighton). The Brighton Line originally connected to the LIRR and then Fulton St El using a cut through Crown Heights, but when the subways were built a cutoff was added along Flatbush Ave to send trains directly over the Manhattan Bridge. After this was built the original track was still operated, and is to this day as the Franklin Ave Shuttle.<\/p>\n\n\n\n

As part of the 1912 Public Service Commission report, a number of subways were proposed which crisscrossed Brooklyn. One of these was a subway under Lafayette Ave from downtown Brooklyn into Bushwick. Another was a subway along Bedford Ave. A third ran between Long Island City and Williamsburg. All of these would, as proposed, connect to Manhattan. But as these ideas were distilled, a north-south corridor presented itself as the most successful.<\/p>\n\n\n

\n
\"\"<\/a>
New York Times rendering of the new Queensboro Plaza station complex. 1922<\/figcaption><\/figure>\n<\/div>\n\n\n

A new line would extend south from Queensboro Plaza along Jackson Ave to Newtown Creek. There it would bridge the creek and travel south along Manhattan Ave to Driggs Ave (with a transfer at Metropolitan Ave to the Canarsie Line), then along Union Ave to Hewes St (with a transfer to the Broadway-Jamaica Line), then south along Franklin Ave with transfers to the elevated lines along Myrtle Ave, Lexington Ave, and Fulton St. South of Fulton St the line would connect to the Brighton Line. With a transfer at Queensboro Plaza to the Astoria Line, riders could travel “From the Sound to the Ocean.”<\/p>\n\n\n\n

Queensboro Plaza<\/p>\n\n\n

\n
\"\"\/<\/a>
An early rendering of the Queensboro Plaza station. Note the Crosstown Line at the bottom right of the image. 1913<\/figcaption><\/figure>\n<\/div>\n\n\n

Riders today taking the N or 7 train through Queens Plaza might not realize it but what they see as a large tangle of elevated tracks is only half of what was once there. Because of the nature of the Dual Contracts, both the IRT and BRT were allowed operating rights to the new Queens subways. But the IRT and BRT had (and still do) different sized cars. The IRT cars were more narrow on the account that it was cheaper to build the new subways with smaller tunnels. This meant that BRT trains could not run on IRT tracks.<\/p>\n\n\n\n

To overcome this, the new Queens lines were built with a massive transfer station at Queensboro Plaza. The IRT was able to through-run their trains from 42nd St and the 2nd Ave El to Astoria and Corona. BRT riders had their own, separate station next to the IRT station. Trains from Broadway, through the 60th St Tunnel, would terminate on two sets of tracks. Passengers would then transfer across the platform to smaller trains which would run on the Astoria or Corona Lines. This allowed passengers to avoid paying a second fare from transferring between systems.<\/p>\n\n\n

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\"\"<\/a>
Track map of the former Queensboro Plaza complex. ERA Bulletin 1992<\/figcaption><\/figure>\n<\/div>\n\n\n

What is more impressive is that the BRT build provisions in this massive complex for the Crosstown Line. These provisions are still visible under the 7 train at the corner of Queens Plaza and Jackson Blvd. These trackways never carried tracks, but another set of trackways was built on top of these. These tracks paralleled the Corona Line for about 2,000′ and allowed the 60th St Tunnel trains to reverse. This was seen as temporary because when the Crosstown Line would be built, trains would run between Brooklyn and 57th St via the 60th St Tunnel. <\/p>\n\n\n\n

In the 1920s, the BRT ran a complex interlined service that allowed a rider along any branch to reach almost anywhere on the system. Much of this traffic was focused on Lower Manhattan as that was the premiere central business district of NYC at the time. Midtown was growing, but didn’t require the extra service yet. Because of this, there was unused capacity on the Broadway Line north of 42nd St. This would have allowed Queensboro Bridge-Crosstown Line trains to run from Brooklyn, to Long Island City, and terminate at 57th St and 7th Ave. It would have provided a one-seat ride to Midtown Manhattan for residents of Bedford-Stuyvesant and Greenpoint.<\/p>\n\n\n

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Google Streetview image of the support structure holding the 7 train at Northern Blvd and Jackson Ave. The lowest level (highlighted) still holds the two trackways built for the Queensboro Bridge-Crosstown Line.<\/figcaption><\/figure>\n<\/div>\n\n\n

The idea made sense. But the area through which it was to run was not sparsely populated. In fact, it was dense and full of residents who were resentful of the elevated trains which already existed. The new Queensboro Bridge-Crosstown Line wasn’t seen as being able to be cost-effective if built as a subway. It would be connecting existing elevated lines so building the new line as an elevated structure seemed to make more sense. The pushback was strong.<\/p>\n\n\n\n

The Queensboro Bridge-Crosstown Line was never a high priority for the BRT, which focused on more money-making lines into Manhattan. Since it couldn’t build it in an affordable way, the company left the idea on the back burner. The BRT was more interested in building a proposed new trunk line along the Upper West Side into northern Manhattan; their Broadway Line was built with 4 tracks north of 57th St for such an extension. Then came John Francis Hylan.<\/p>\n\n\n

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\"\"<\/a>
Vignelli-style map showing what the proposed Queenboro Bridge-Crosstown Line might have looked like in present day.<\/figcaption><\/figure>\n<\/div>\n\n\n

Crosstown Line Reborn<\/p>\n\n\n\n

John Francis Hylan was elected mayor of New York in 1918, just as work on much of the Dual Contracts was wrapping up. Hylan once worked for the BRT as a train motorman. As story has it, he was fired for missing a stop and breaking too hard. While this may be apocryphal, Hylan was elected mayor on a strong “anti-tranction” campaign, arguing that the private subway companies were harming the city. He ceased all subway expansion and proposed that the city create its own new subway system and build the lines the private companies wouldn’t.<\/p>\n\n\n

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\"\"<\/a>
New York State Public Service Commission map showing a complex, interconnected trunk line along the west side of Manhattan.<\/figcaption><\/figure>\n<\/div>\n\n\n

After the Dual Contracts, the next major subway line to be built was the 8th Ave Line. Planning for the fine details had not commenced, but the concept was first conceived in the 1912 Public Service Commission report. Unlike other trunk lines which ran north-south along entire avenues, the 8th Ave Line would be more complex and have branches that would sort riders from Harlem and the Upper West Side throughout the central business district.<\/p>\n\n\n\n

The new city-owned subway company, the Independent (IND), was tasked with taking over this project, as well as taking over the Crosstown Line in Brooklyn. A new trunk line through Queens was added, a new trunk line through southern Brooklyn was proposed, and a replacement for the elevated Fulton St Line that would take over the Dual Contract built elevated lines in southern Queens.<\/p>\n\n\n\n

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Brooklyn Daily Eagle clipping showing proposed new subways in Manhattan and Brooklyn. The 8th Ave-Crosstown Line is proposed. 1925<\/figcaption><\/figure>\n\n\n\n

The new IND system was a massive passenger sorting machine. Riders from any part of Brooklyn and Queens would be sorted through Lower Manhattan and Midtown Manhattan. The original core concept for the IND was very close to what was ultimately built. The differences include a cross-shaped junction in downtown Brooklyn that would allow the Crosstown Line to run through the Cranberry Tubes into Lower Manhattan, a 2-track 6th Ave Line, and a 4-track tunnel along 53rd St to Long Island City. In LIC, there was to be a large wye track connection that would allow some Crosstown trains to loop through 8th or 6th Aves and some to continue into Queens.<\/p>\n\n\n\n

The early location of the Crosstown Line was deeper into Bedford-Stuyvesant than it is today. This early route, along Throop and Gates, would have allowed for IND trains to better serve the LIRR Atlantic Terminal. Residents had been clamoring for a subway along Lafayette Ave for over a decade and demanded that the Crosstown Line be moved to that street instead. This shifted the location away from the LIRR terminal and forced the newly proposed Fulton St Subway to run along Schermerhorn St instead of State St. This realignment meant that the only place for a cross-platform transfer was closer to the “interchange” of all the lines at Jay St, making it harder to send the Crosstown Line into Manhattan.<\/p>\n\n\n\n

Ultimately, planners saw the limitations of the entire concept (as the BRT had a decade before.) Focus shifted back to radial lines serving Manhattan, which would attract more ridership. As a compromise, the Crosstown Line was designed as the local service on both the new South Brooklyn (today, Culver) and Queens Blvd Lines. But when these lines opened, it became apparent that forcing riders to transfer to packed express trains just to get to Manhattan wasn’t a successful design choice.<\/p>\n\n\n\n

Had the Crosstown Line run along 8th or 6th Ave as a loop it might have been more successful. But it would have still competed with service from further out. The ultimate sin of the IND Crosstown Line was that it was built without a fail-safe: trains must interline with other Manhattan-bound local trains (limiting their capacity) or be cut back to less than efficient terminals. Court Sq station had to be enlarged twice to facilitate better transfers to the E\/M and 7 trains because G trains can’t turn around at Queens Plaza. The G has to interline with the F on the Culver Line because it can’t turn around at Hoyt-Schermerhorn or Bergen St. <\/p>\n\n\n\n

Present Day Plans<\/p>\n\n\n\n

This post was originally written as a proof-of-concept and not so much of an actual proposal. There are ways to make the G train better (full length trains would be a good start!), but sending trains into Manhattan probably isn’t wise. That said, it’s fun to think about. So here are a few ways it might be possible.<\/p>\n\n\n\n

Downtown Loop<\/strong><\/p>\n\n\n\n

If strategic connections are built then the G train could utilize existing capacity within Manhattan that would allow for riders to be better distributed off the G train and take pressure off of the two current transfer points (Metropolitan Av-Lorimer St and Court Sq). I’m proposing two new loop lines, the GD through Downtown and GM through Midtown. Not too long ago the NYC Subway featured trains with double letters indicating local or specific services.<\/p>\n\n\n

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\"Map<\/a>
Map of proposed Downtown-Crosstown Loop.<\/figcaption><\/figure>\n<\/div>\n\n\n

Looping the G train through Lower Manhattan would have a major impact on congestion at Jay St-Metro Tech, Hoyt-Schermerhorn and Metropolitan Av-Lorimer St. These two stations are the only places to transfer from Lower Manhattan to the Crosstown Line. Most riders need to transfer at least twice from lines in Manhattan to get to the G train. If the G train could loop through Lower Manhattan and hit stations along the 7th Ave, Lexington Ave, and Broadway subways then only a single transfer would be needed, and the more options would relieve congestion at the two current choke points.<\/p>\n\n\n

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\"Proposed<\/a>
Proposed track map showing how new Crosstown Loop Lines would connect Manhattan and Brooklyn.<\/figcaption><\/figure>\n<\/div>\n\n\n

The only place for the G train to loop through Lower Manhattan is along the Centre St subway used by the J\/Z trains. The subway was designed at a time when Lower Manhattan was a booming manufacturing district but as these jobs left and moved to Midtown ridership along the Centre St subway dropped and today there are a second set of tracks and platforms between Chambers St and Essex St that are abandoned. What would be required to allow the G train to use these tracks would be a new tunnel under the East River between the Lower East Side and Williamsburg, as well as a new connection between the DeKalb Av station in downtown Brooklyn and the Crosstown Line.<\/p>\n\n\n\n

The new East River tunnel would be the most expensive aspect of the plan but with ridership along the L train between Manhattan and Brooklyn at all-time highs, a new connection will be needed eventually. This new tunnel would run from the existing Essex St station on the J\/Z, along Delancey St on the north side of the Williamsburg Bridge, and across the river to South 4th St. Unlike the IND Second System plan for a massive, 8-track station at Broadway and Union Ave, the new tunnel would run up along Borinquen Pl to a new junction with the Crosstown Line allowing for trains to go north or south.<\/p>\n\n\n\n

At the Delancey St\/Essex St station a connection would require reconfiguring the station from 2 platforms with 3 tracks to 3 platforms with 4 tracks. The inner tracks would continue along the Williamsburg Bridge but the outer tracks (the existing northern Manhattan-bound track and the new southern Brooklyn-bound track) would tunnel under Delancey St alongside of the Williamsburg Bridge and merge with the aforementioned East River tunnel. <\/p>\n\n\n\n

GM (Midtown) trains would use the new tunnel to connect to the Essex St station and then use the Chrystie St Connection to run up 6th or 8th Aves. M trains would be rerouted back along the Centre St Line. The Canal St station on the Centre St Line would need to be expanded using the now-abandoned platforms. M trains would terminate on the inner tracks while J\/Z and GD (Downtown) trains would run through to Chambers and back into Brooklyn.<\/p>\n\n\n

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\"Track<\/a>
Track map of downtown Brooklyn showing BMT and IND lines.<\/figcaption><\/figure>\n<\/div>\n\n\n

When the IRT and BRT were building subways into downtown Brooklyn they were built with provisions for a connection to a subway under Lafayette Ave. Because it was the IND which finally did build a subway under Lafayette Ave, the G train, the provisions left were either destroyed or used for other connections. A G train loop coming from the Centre St Line would run down through Chambers St and Broad St where it would reenter Brooklyn via the Montague St tunnel (used by the N\/R trains) and then on to DeKalb Ave. <\/p>\n\n\n\n

DeKalb Av station is a major junction between trains coming from the 4th Ave and Brighton Beach Lines headed to Manhattan via the Montague St tunnel and the Manhattan Bridge. Many route configurations are possible and one which is not used today is for trains using the Montague St tunnel to connect to the Brighton Beach Line (this was used previously for M trains at one point). The two tracks that exist for this connection were actually built to connect to an elevated subway which ran down Fulton St. This connection was never built when it was decided to demolish the elevated all together and replace it with the Fulton St subway (A\/C trains). It is these tracks which will be repurposed to connect the G back up with the Crosstown Line.<\/p>\n\n\n

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\"Proposed<\/a>
Proposed new track map of downtown Brooklyn showing DeKalb-Crosstown Line connection.<\/figcaption><\/figure>\n<\/div>\n\n\n

The only thing standing it the way of this is the Crosstown Line itself; the Fulton St station on the G train is right where any connection between DeKalb Av and the Crosstown Line would be built. Fulton St station would be demolished and a new track connection built with the Crosstown Line reusing the space of the old station. The IND, famous for overbuilding, placed the Lafayette Ave station on the C train literally one block away so Fulton St station ridership would be absorbed by the C train or at DeKalb Av.<\/p>\n\n\n\n

This loop which I’ve described would allow the G train to hit every single major Manhattan trunk line in one go: riders coming from Brooklyn can get to Broadway at DeKalb Ave or transfer to 7th Ave and Lexington Ave trains at Borough Hall. Riders coming from Manhattan, especially uptown, no longer have to cram onto L trains but can transfer at Delancey St-Essex St, Canal St, Brooklyn Bridge, or Fulton St. Because the loop would use the existing capacity along the Centre St subway and share a new tunnel under the East River it would always be a piggyback service to radial lines into Manhattan.<\/p>\n\n\n\n

The new junction at Fulton St also means that G trains would continue to run to Church Ave and that riders in Bedford-Stuyvesant at stations with the highest ridership growth would see wait times halved as there would be twice as much service available. Extra track space and platforms as Chambers St and Bedford-Nostrand Avs allow for the loop to offer flexible service if ridership along one segment of the line is higher than the other.<\/p>\n\n\n\n

Midtown Loop<\/strong><\/p>\n\n\n

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\"Map<\/a>
Map of proposed Midtown-Crosstown Loop.<\/figcaption><\/figure>\n<\/div>\n\n\n

While a downtown loop would be a boon for G train riders living in Bedford-Stuyvesant looking to get into Manhattan, it would leave riders from Greenpoint with virtually no improvements. The Centre St Line offers an affordable capacity for a loop, but Midtown has less capacity to spare. With a downtown loop, the M train would terminate at Canal St\/Centre St, freeing up capacity on 6th Ave. This means that the GM train could use either the 6th Ave or 8th Ave trunk.<\/p>\n\n\n\n

GM trains would use the north-bound connection at Borinquen Pl to loop back north. As the line enters Long Island City the tunnel would split right before the 21 St-Van Alst station with a new connection to the 53rd St tunnel headed into Manhattan. To make up for the loss of the M train along Queens Blvd, the V train would be brought back. It would use the 63rd St tunnel instead of the 53rd St, and would now terminate at WTC rather than 2nd Ave. This is possible using the interlocking south of West 4th St station.<\/p>\n\n\n\n

<\/p>\n\n\n

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\"Proposed<\/a>
Proposed track map showing how Crosstown Loop Lines would connect with the existing Crosstown Line in Williamsburg.<\/figcaption><\/figure>\n<\/div>\n\n\n

Along 53rd St and south along 8th Ave there is enough capacity for this new G train loop. C or E trains may need to be routed along the express tracks but this won’t have a negative impact. Much of the ridership along 8th Ave in Midtown is local or requires a transfer at W4th St so the addition of the Crosstown Line won’t be noticed by much of the ridership there. Additionally a train that runs directly from 8th Ave to Broadway-Lafayette on Houston St will reduce the need for 8th Ave riders to transfer at W4th St. Using the local track connection between W4th and Broadway-Lafayette the loop will run to 2nd Ave where the Houston St subway will be extended as I described above to connect with the new East River tunnel.<\/p>\n\n\n\n

This second loop would impact existing subways the way the lower Manhattan loop wouldn’t; the M train would be effected on both ends as it may need to be rerouted through 63rd St and south of W4th St. While M trains could then terminate at World Trade Center the 6th Ave-Myrtle Ave Line would be lost and this has seen a high growth in ridership ever since the M train was rerouted up 6th Ave in 2010. It may also be that because the Midtown Loop is much longer than the downtown one it wouldn’t offer as flexible of service; there are not easy places to terminate loop trains here as there are with the Downtown Loop. These issues could be overcome if ridership is high enough, which it might be one day as a slew of new high rise apartments are coming to the Greenpoint waterfront in the coming years.<\/p>\n\n\n\n

Full Loop<\/strong><\/p>\n\n\n\n

A more simplified loop is possible using similar connections. Instead of connecting the Crosstown Line to the 53rd St Tunnel, a connection could be made to the 60th St Tunnel via the 11th St Connection. The 11th St Connection was built to allow for Broadway trains to use the Queens Blvd Line. But since the opening of the 63rd St Tunnel, this connection has been redundant. If the IND lines are deinterlined, service on Queens Blvd can be handled by both the 53rd and 63rd St Tunnels. The 60th St Tunnel, therefore, can be used for the Crosstown Line.<\/p>\n\n\n

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Crosstown-60th St Tunnel Connection (highlighted in red)<\/figcaption><\/figure>\n<\/div>\n\n\n

The G train would piggyback the R train along Broadway from 60th St to Whitehall St. The express service (N\/Q) would both serve 2nd Ave.<\/p>\n\n\n

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\"\"<\/a>
Crosstown Line along the Broadway Line<\/figcaption><\/figure>\n<\/div>\n\n\n

In Brooklyn, the Crosstown Line would connect back to the Lafayette Ave Line using the same connection from the Downtown Loop. The difference here is that the connection to the Culver Line would be severed. The Bedford-Nostrand Av station would be the de facto terminal, allowing crews to begin and end their trips in the same place. <\/p>\n\n\n

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\"\"<\/a>
Crosstown Line Loop in Downtown Brooklyn (highlighted in red)<\/figcaption><\/figure>\n<\/div>\n\n\n

Ideally the G train would be a piggyback service along radial lines entering into Manhattan (the way it is along the F train is in Carroll Gardens and the way it was along the IND Queens Blvd Line until service was cut back to Court Sq). The problem with reconfiguring the G train so that radial lines run alongside it through Brooklyn is that then the radial lines need new subways through Williamsburg, Bedford-Stuyvesant, and Bushwick in order for the whole system to work; that is an expense the MTA is not even willing to study at this point. <\/p>\n\n\n\n

By enhancing the circumferential nature of the G train by creating loops into Manhattan the city can take advantage of existing capacity by building new connections that one day could be used for radial lines into Brooklyn but will see immediate use. In fact creating more transfer points along the G train will have an immediate impact on the L train and may even reduce the need for a new subway through Bushwick until much further into the future. <\/p>\n","protected":false},"excerpt":{"rendered":"

\nImagine if you lived in Greenpoint and could get to Times Sq on one train? Or if you lived in Bed-Stuy and didn’t have to use the L to get home?\n<\/div>\n
Continue reading “The futureNYCSubway: Manhattan-bound G Train ”<\/span>…<\/a><\/div>\n","protected":false},"author":1,"featured_media":2620,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[78,1,435,7,4,8],"tags":[498,779,645,827,736,828,777,326,784,830,25,829,107,763,220],"class_list":["post-2591","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-blog","category-cities","category-futurenycsubway","category-maps","category-new-york","category-transportation","tag-bedford-stuyvesant","tag-brooklyn","tag-crosstown-line","tag-east-river","tag-g-train","tag-greenpoint","tag-manhattan","tag-mta","tag-new-york-city","tag-south-4th-st","tag-subway","tag-subway-loop","tag-transit","tag-transportation","tag-williamsburg","entry"],"_links":{"self":[{"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/posts\/2591","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/comments?post=2591"}],"version-history":[{"count":5,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/posts\/2591\/revisions"}],"predecessor-version":[{"id":4539,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/posts\/2591\/revisions\/4539"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/media\/2620"}],"wp:attachment":[{"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/media?parent=2591"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/categories?post=2591"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.vanshnookenraggen.com\/_index\/wp-json\/wp\/v2\/tags?post=2591"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}