second avenue subway phase 2 map

Rerouting the A seems like a total waste of money too. J express trains would be significantly quicker to Lower Manhattan (10 stops from Jamaica Center to Fulton vs. 20 (inc. transfer to A or C). Subway planners need not look far for a better alternative. There is one more major fault that I found. The E would then have to replace the R via Whitehall St and this would mean that all R stations in Brooklyn would need their platforms extended. Subway and restored W train. The Second Avenue Subway's first phase was completed on New Year's Day of 2017. Second Avenue Subway Phase 2 Partnership (SASP2P), Manhattan. If there are any new trunk lines from Queens to Midtown they would best be simple crosstown lines and not interfere with the existing trunk lines. It is obvious that this is the leanest plan possible and allows for limited connectivity with the existing network. Removing this redundancy from the BMT Broadway-4th Ave Line would royally fuck things when there is a delay. I don’t have a timeline for the next future map though. Looking for the nearest stop or station to Second Avenue Subway Phase 2 Partnership (SASP2P)? Service on the Broadway elevated, now used by B/D trains would terminate at Broadway Junction (or possibly Atlantic Av for an easier cross island transfer). Second Avenue Project Map. Would it not be possible to link the local tracks of the Broadway line with the parallel-running Jamaica ROW. Even with the reuse of the existing tunnels the current price tag is around $6 billion which has given many pause since Phase 1, which did included new tunnels, clocked in at $4.5 billion. Jamaica would also have dual 6th, 8th Av, and Nassau service. The two local tracks continue on to the decommissioned Court St Station (home of the NY Transit Museum) and plans from the 1930s called for using these tracks to connect to the 2nd Av Subway. Your proposal mainly relies on existing trackage for potential extension, so using the Atlantic Branch would make much more sense. L train riders coming from Canarsie have a better option in using 6th Av trains with the elimination of the very long transfer at Broadway Junction and can avoid the crowds at Bedford Av. You can get to Second Avenue Subway Phase 2 Partnership (SASP2P) by Subway, Train or Bus. Second Avenue Subway Full Project Profile. Needed as they are they were beyond the scope of this post. Additionally it would require platform expansion, something needed anyway to deal with ridership growth (admittedly the L needs it more). If a connection between the two was built, in the same fashion as the 11th St Connection in Long Island City between the BMT 60th St Tunnel and the IND Queens Blvd Line, then the extra capacity on both lines could be taken advantage of. Will there be a FutureNYCsubway Version 6 (just asking). I will never stop fighting for the RBB. (Remember, the Astoria line platforms were once cut back when it was converted from joint IRT/BMT use to BMT width. A few factors. Have the line run via Third Avenue and Park Avenue in the Bronx before turning east via Pelham Parkway to Co-Op City. While I’m plotting this, can such a route be an SBS bus to handle a decent amount of passenger traffic? Moovit, an Intel company, is the world’s leading Mobility as a Service (Maas) solutions company and maker of the #1 urban mobility app. The 1970s plan, oddly, did not include a station at 116th St but instead had space for a third track for layups and maintenance; this space is now being planned for an infill station at 116th St. North of 120th St the line will make a broad curve west under 125th St (supposedly with provisions for an extension north to the Bronx) and will terminate at a station several stories below the existing 125th St Station on the Lexington Av Line and an exit connecting to the elevated Metro-North station at Park Ave. Again, they can always be added later but I don’t see the need now. I believe that some provision to tie in the Atlantic LIRR onto this system would be beneficial to provide a super-express line as a counterpart to all of the Eastern lines (Canarsie, Fulton, and Jamaica). It’s design limits service and while I’d love to rip the whole thing down we can’t realistically do that. Construction took 5 years and cost $59,500,000 in 1940, $1,034,783,763 in today’s dollars (based on conversion from https://westegg.com/inflation/). Because of the way the provisions are designed the 2nd Av Subway would be flipped from the normal layout of trunk lines with express tracks on the outside and local tracks on the inside. The W is more needed for South Brooklyn, not Fulton. -Finally, add 2 S.A.S. The point of my plan was to rearrange things to give riders more options for the least cost. Wall St [2,3] is 423 yards away, 6 min walk. The closest stations to Second Avenue Subway Phase 2 Partnership (SASP2P) are: These Bus lines stop near Second Avenue Subway Phase 2 Partnership (SASP2P): BXM18, M15-SBS, QM11. Supplemental Environmental Assessment to the Second Avenue Subway Final Environmental Impact Statement: Phase 2. C trains would replace J/Z trains, through with the extra capacity some J trains could also run from Jamaica to Chamber St via Fulton St using the Nassau St connection within the Montague Tunnel. After Queens Plaza, the R will resume normal service until Woodhaven Blvd. My adage is that you should build transit where it will be most effective not where it will be cheapest. Thanks! It will then follow the E(the E will switch to the local track)up to Jamaica Center. This plan seems needlessly convoluted. There is pretty good ridership on the Q52 and Q53, which will become SBS in the fall. BTW, would such a line be better served going somehow to the spare tracks @ Canal St? While it would require extending many of the existing stations on the Broadway-Brooklyn line to be expanded to handle 600′ trains (something that needs to be done anyway for other reasons), having the (B) and (D) moved to that line via new connections at Christie Street with the (T) replacing that along the north Manhattan Bridge Tunnel with it going straight into Grand Street makes a lot of sense. I do not know why you have an obsession of having the B and D go via that line. The section between Chambers and Bowery just won’t work for a simple connection. If you are doing improvements along the Jamaica Line, you should take the time to add the third track. The bare bones plan wastes the potential that a new trunk line provides. If the MTA handled Phase 2 of the Second Avenue Subway appropriately (modified Jake Berman map) Close. A will transfer from Atlantic to the Rockaway Beach Branch and serve all stations from Liberty Ave, Aqueduct, Howard Beach and all local stations to Far Rockaway. That is why I would have V trains running via SAS and the Queens Bypass take over the local east of Continental, allowing the E and F to skip 75th and Briarwood. Edit 5/28/2017: After discussion here and on social media I’ve created a second version which swaps the V and H trains. The Broadway, Lexington and Crentre st lines all run at the same depth so connecting them is far more complicated that you’d think. Future extensions in upper Manhattan and the Bronx must also be considered such as extending 2nd Av west to Broadway and building a new branch north. I am only loosely following the news about the second phase of Second Avenue Subway. Could you link those up, instead of having to abandon the other two tunnels further South? Moovit helps you find the best way to get to Second Avenue Subway Phase 2 Partnership (SASP2P) with step-by-step directions from the nearest public transit station. All add cost. That is the ideal. I would include stops at Fleet Street, Metropolitan Avenue, Union Turnpike, Jamaica Avenue, Atlantic Avenue, and Liberty Avenue. The N would run via the Queens Bypass and the Port Washington Branch via a short elevated connection at Queensboro Plaza. Therefore it needs to go all the way downtown. It was recently announced that Phase 2 of the Second Avenue Subway was projected to cost of six billion dollars. See here: http://www.thetransportpolitic.com/2008/11/05/second-avenue-subway-rethink-1/ It’s suburban out there and that’s what some people like so the density doesn’t support more stations. As for the Z, currently it is only a skip-stop train. Again, it does provide Midtown Manhattan service, but a majority of riders also want direct Lower Manhattan service. The costs for Phase 3/4 will be huge due to the complexity of the project but it is far worse to design something ineffective because it will be cheaper than to make a greater investment that will return more dividends to the city in the long run. I just left it out because I saw the costs adding up. Both a park and rail can be built. Also, there are people from these communities that would be fighting for the line that would be upset if they have to drive to get to a station. The plan I’ve created doesn’t even require full express tracks be built but does allow for them in the future should demand along 2nd Av for downtown service grow. Couldn’t you have just connected that part to the LIRR atlantic Av Branch? Here's what the subway map will look like with the 2nd Ave. This separates terminating G trains on the outside, “local”, tracks and E/H trains on the inside. Because of this the layup tracks at 55 St-2 Av would be even more important for extra service on Brighton Beach. So the whole point of this was just to show how 2nd Ave could be better integrated into the rest of the network, hence leaving out Bronx branches. The full length Second Avenue Subway is supposed to relieve congestion on the 4,5, and 6. At some point. I’ve been following– and proposing– future NYC subway lines since– well– since before you were born. I would have the provisions for a line to the Bronx, which I think should be done before a 125th Street Crosstown go to 129th Street. I think that it would have to be increased, and to do so, either some W trains would have to go via Second Avenue, or the terminal layout at Astoria has to be rebuilt. Knowing how similar multi part projects have gone in the past (IND Second System, 1968 Program for Action) it’s wise to assume that some sections may not be built. Plan reworks it by also having the R as the express from Canal Street, making the... Cost of it all for at best a 20 % increase in Q service, how would this many go! 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