In my previous post, I described a “core” expansion that would relieve the Lexington Avenue Line in Manhattan, the Queens Blvd Line in Queens, and the Jerome Av and Grand Concourse Lines in the Bronx. This new Second System would relieve services enough to embark on a new series of expansions in the outer boroughs that would relieve congested bus corridors, and shorten commute times for outer borough commuters by a significant amount.
The new Second System would see very minimal expansion in the Bronx. Most north-south travel needs would be met by the existing network, the Third Av/Pelham Pkwy Line, and the planned Penn Station Access project in the East Bronx. Coupled with the fact that there is no available north-south capacity from the new “core” system or the existing system to extend north, that would mean no new north-south lines within the Bronx.
However, a new extension of the A to Fordham Plaza would run east, using the yard tracks into the 207 St Yard, crossing the river using a bridge, and then tunneling into the ridge before traveling under Fordham Rd to Fordham Plaza. This would replace the western half of the busy Bx12 Select Bus route, connecting the A to the 1, 4, D, and Metro-North, and the new Pelham Pkwy line to Co-op City. At Fordham Plaza, the line could either terminate at a middle platform built at the station, or merge into the Pelham Pkwy line and continue on to Bay Plaza.
Side note: due to the use of the 207 St Yard tracks, trains would turn off just before Dyckman St. As a result, Inwood-207 St could potentially be shut down if the MTA desired to do so, and used for train storage or as a relocation of the Transit Museum, which the “core” connection between Hanover Square and Court St would’ve displaced.
Queens and… Nassau?
The “core” system would relieve the overcrowded Flushing and Queens Blvd lines by either taking over railroad rights-of-way (in the case of the Port Washington Branch) or by constructing lines parallel to them (in the case of the Main Line.) While the takeover of the Port Washington branch would give subway service to Northern Queens and Nassau immediately, the Second System would be needed to fully utilize the capacity freed up by the Queens Blvd Bypass, which would link the 63 St tunnel to Forest Hills, taking over local service east of Forest Hills to 179th St. Using this new capacity, nearly all the lines currently terminating in Forest Hills and Jamaica could be extended.
The local Queens Blvd lines would also be extended, but for different reasons. Currently, both terminate at Forest Hills, but the service run on these lines is limited by the need to fumigate passengers at the end of a line. One of the local lines would be extended south to meet the deactivated Rockaway Beach Branch ROW, running south before terminating at Howard Beach – JFK Airport. This would provide a valuable north-south connection in Queens, as well as provide faster midtown access than the current A train. The other local line would be extended east of Forest Hills via 73 Av to 188th St. While bus service past 188th St continues to be intense, extension east would be complicated by the slow speed of the local train. (It doesn’t matter which local service gets extended where, but for the sake of argument let’s suppose that the M goes to Howard Beach and the R goes to 188th St.) This would decongest the situation at the existing terminal, but if either extension occurred Woodhaven Blvd on the Queens Blvd line would have to be converted to an express station; even today, Roosevelt Av gets too crowded from people transferring from the east, and the extension of the local lines would only make it worse.
The express Queens Blvd lines would be extended both east and south. The F would be extended down Hillside Avenue to Springfield Blvd, while the E would turn south and join the LIRR ROW directly south of the existing station paralleling the existing tracks to Springfield Blvd, as the 1968 Program for Action called for. Both would make stops at streets with major bus routes, providing quick connections to the bus network while obviating the need for many bus lines to divert into Jamaica. This would allow for a rationalization of the bus network in both eastern and southern Queens. Either could be extended to Nassau and terminate at a major hub (North Shore LIJ for the F, and either Valley Stream LIRR or Green Acres Mall for the E), but I would consider that too expensive and too extensive to include in this Second System.
In the “core” expansion, a Utica Av line would be built, extending the 4 south to Avenue H and eventually Kings Plaza. This line would then be connected to the Second Avenue trunk via Williamsburg and the Lower East Side, giving one of the two major subway-free corridors in Brooklyn a subway line. As part of the new Second System, the Nostrand Avenue line would also be extended south to Avenue U. No other major expansions would occur, except the Triboro RX.
This is included as part of the Second System mostly because it would be cheap to construct. There are two versions of the plan that have been pushed, differing in how they travel through the Bronx. One would use an abandoned railway line to connect to the 6, the 2/5, and eventually the B/D and 4 at Yankee Stadium, while the other would run along the Amtrak ROW to Hunts Point and Co-op City. I don’t like either option; the former has poor connections to some of the subway lines it crosses and doesn’t connect to many more of them, while the latter doesn’t even intersect subway lines. In fact, I don’t really support the notion of the Triboro RX going into the Bronx at all; it would needlessly make the circumferential arc too wide while suboptimally connecting to lines in places that do not currently support a lot of Bronx-Queens travel. (There was formerly a bus line across the Triboro between the Bronx and Queens, but it was discontinued due to low ridership.) Instead, I would rather have the line turn west at Randall’s Island and connect to the 125th St spur of the Second Avenue Subway. It would provide quick, easy connections to all of the north-south lines, and for the majority of people it would not significantly increase circumferential travel time.
Ultimately, I believe that these expansions would be suitable for New York for the next fifty or hundred years. After this expansion, focus should be shifted to building a robust surface network, whether or not it is light rail, BRT, or streetcars. This will be detailed in a later post.