ActiveCity

There should be a subway line to Staten Island from the existing Bay Ridge 95th Street Station. This will require getting rid of the false walls just south of the station that once extended further down to 101st Street. In order for it to be feasible, it should be built as a 2 track tunnel along the Verrazano Narrows bridge under the Lower Bay, and along the Staten Island expressway. Stopping at Lily Pond Avenue, Hylan Boulevard, and Grasmere. After Lily Pond Avenue, the line will either emerge as an elevated, or run on the median of the Staten Island expressway with non-revenue trackway connections to the Staten Island Railway. This can be served by the and/or lines.

1 hour ago, Amiri the subway guy said:

Any one else here?

 

 

Yes.

You guys may want to look at the fantasy map I made. It serves transit deserts like Central Queens, Eastern Queens, and even Staten Island!

Revolutionary NYC Subway Map
https://goo.gl/maps/pYdWzqUdm4xjnTa1A

https://www.google.com/maps/d/u/0/viewer?mid=1bE-NgnA0sJF_A3za6ox1shNcfPp5Dl8&ll=40.66522443820946%2C-73.93533759599978&z=12

Check out my fantasy map.

I'm surprised that there's no talk about the IND Worth St line. In my opinion, phase 1 should be from Canal Street, to Pitt and Grand Streets. The additional phases that follow should be up for debate regarding where the line should go and end.

Revolutionary New York City subway map https://www.google.com/maps/d/u/0/viewer?mid=1bE-NgnA0sJF_A3za6ox1shNcfPp5Dl8&ll=40.570342362465574%2C-74.12185529255079&z=12

I actually have a plan for a Staten Island subway. It involves an extension of the IND Culver line & IND Crosstown (see my map for details) under Fort Hamilton Parkway/10th Avenue and the Narrows, as a 2 and 4 track line meeting up with the (see my map for details). By that I mean there will be a total of 4 tracks with no merging involved. In addition to this plan, it involves a new BMT Interborough line under 67th Street and along the LIRR Bay Ridge Branch right of way, as a 2 track line meeting up with the (see my map for details). By that I mean there will be a total of 4 tracks with no merging involved. Furthermore, it involves two extensions of the BMT 4th Avenue line & (see my map for details). The will extended south of the Bay-Ridge 95th Street station which will then run under the Narrows, as a 2 track line meeting up with the (see my map for details). By that I mean there will be a total of 4 tracks with no merging involved. while the will branch off south of the 59th Street station by using the abandoned 67th Street tunnel, as a 2 track line meeting up with the (see my map for details). By that I mean there will be a total of 4 tracks with no merging involved. Anyways, here's my take on how the NYC subway system should expand it's subway system including Staten Island: Revolutionary New York City subway map

18 minutes ago, engineerboy6561 said:

Honestly, if we wanted to use that as a primary route into the city we'd probably want to provide express service along Ft. Hamilton Parkway (bring back the , send it to Coney Island, send the  to South Av via the SIE and Ft Hamilton Parkway local, and then send the to St. George via the old South Shore ROW and Ft Hamilton Parkway express). The would make all current Culver local stops to Coney Island, and the  and  would make the following stops:

15 Av/39 St (local)

Ft Hamilton Pkwy/39 St (local)

Ft Hamilton Pkwy/New Utrecht Av (express, transfer to )

Ft Hamilton Pkwy/ 50 St (local)

Ft Hamilton Pkwy/55 St (local)

Ft Hamilton Pkwy/62 St (express, transfer to )

Ft Hamilton Pkwy/Bay Ridge Av (local)

Ft Hamilton Pkwy/77 St (local)

Ft Hamilton Pkwy/86 St (local)

Bay Ridge/95 St (express, transfer to )

New York Av-Ft Wadsworth (express, branch point)

 trains would split off and turn north, stopping at Fingerboard Rd, Hylan Blvd/PS 13, Clifton, Stapleton, Tompkinsville, and St. George, while the would continue on in the median of I-278, stopping at Hylan Blvd (connecting to a new stop on the SIR), Richmond Rd, Manor Rd, Bradley Av, Victory Blvd, South Av, and Gulf Av.

 

I actually have a plan for a Staten Island subway. It involves an extension of the IND Culver line under Fort Hamilton Parkway/10th Avenue, as a 4 track line. In addition to this plan, it involves a new BMT Interborough line under 67th Street and along the LIRR Bay Ridge Branch right of way, as a 2 track line. Furthermore, two branches of the BMT 4th Avenue line will branch off. One of them involves an extension south of the Bay-Ridge 95th Street station which will then run under the Narrows, while other will branch off at 59th Street by utilizing the unfinished 67th Street tunnel meeting with the proposed BMT Interborough line. By "meeting", I meant that there will be a total of 4 tracks with no merging involved. Anyways, here's my take on how the NYC subway system should expand it's subway system including Staten Island: Revolutionary New York City subway map

https://goo.gl/maps/gh1xdw1BFb1kGKDq9

If you have any comments, questions, or concerns, let me know.

Just now, darkstar8983 said:

Whitehall St would only be able to turn a train every 10 minutes when you have a second service running thru to Brooklyn, so that would mean either short-turns at Canal St in addition to the Whitehall St short turns, or more service to Bay Ridge. The only time Whitehall St turned more than 6 TPH, was during the Montague St closure, when it turned 7 TPH (the MTA had scheduled the  every 7.5 minutes in the AM and every 8.5 minutes in the PM, but in the AM, some  trains had to turn around at Canal St). If that closure had happened today, the MTA would have had to either revert the Broadway Line to its 2010-2016 configuration, or short-turn the  at Canal St, with most  trains ending at Whitehall St (and excess trains also terminating at Canal St). 

The MTA should re-open the lower level of City Hall as a terminal station.

The IBX should've been a subway line and it would've been called the train. We lost another one.

https://www.google.com/maps/d/u/0/viewer?mid=1bE-NgnA0sJF_A3za6ox1shNcfPp5Dl8&ll=40.78976089418641%2C-73.89081439397653&z=11

Here it is.

Im 90% finished with my fantasy NYC subway map which happens to include Staten Island. I'll link it in the afternoon at 6:00 P.M EST. It serves every major part of the city and you'd be surprised how much is filled in.

5 minutes ago, Reptile said:

Is it possible for an infill station on the 63rd Street line to be created that can transfer to the Queens Plaza station? This would make deinterlining QBL infinitely easier imo

There was supposed to be a station at Northern Blvd and 41st Avenue on the IND 63rd Street line. It would've had 2 island platforms with 3 tracks. In addition, a passageway transfer to the existing IND Queens Boulevard line would've been built. It's much harder to de-interline without building new subway extensions. Until then, we are stuck with the Queens Boulevard connector.

https://www.google.com/maps/d/u/0/viewer?mid=1LnordR8JYClN5iI68BdlXR8RlMjpeSA&ll=40.78976089418641%2C-73.89081439397653&z=11

I proposed an  train extension to Mets - Willets Point and Seaview Avenue. The map tells you everything you need to know about it. Let me know your thoughts after you've viewed it.

If you don't see the 42nd Street huttle, , and trains on the map, it's because they've been removed from the system. This is because they are not needed anymore, hence the name.

Interlined NYC Subway Map of 2167 by ActiveCity
https://goo.gl/maps/PSPLpskSPHkJJALF6

Y'all should check this subway map out. It serves pretty much all the transit deserts we know today and it even includes Staten Island. The fantasy map was made by me. It took hours of research to put together the final result. Now, all I need to do is straighten the lines and add some few finishing touches. Before you click on this, you should click on the legend button to remove everything except the subway routes because it gives you a clear idea of where all subway lines branch out.

2 hours ago, Amiri the subway guy said:

 Needs to be extended to the Bronx all day during its weekday run
 

So I personally find it pretty stupid that  only goes all the way to grand concourse during rush hours and midday evening terminate at 145th street. The alone isn’t enough to handle service. People on the grand concourse line have to wait at least 10 minutes for another to arrive. Having the extended to Bedford Park Blvd during middays and evenings would double up service in the Bronx as the headways would be reduced to 5 minutes encouraging more ridership at Grand Concourse. Seriously why doesn’t the MTA consider extending the to Bedford Park Blvd to help out the   

So true. The Concourse Line was supposed to be built with 4 tracks, but instead it has 3 tracks. If It we're 4 tracks, then I can guarantee the MTA would send all trains to Bedford Park Blvd.

11 hours ago, Vulturious said:

This is quite an interesting map. I won't say it's good, but I'm not going to say it's bad either. However, I'm quite confused with a few things that I noticed immediately and somewhat angry with some of these decisions because it doesn't really make much sense to me.

First thing that I'm going to point out is West End, not sure why a good portion of the line is just gone, but I'm even more confused and a bit angered with the line that replaced it. For decades, West End has had direct access to midtown Manhattan and also ran express while it was at. The  is not a good replacement for the line, on top of what already currently runs with a hit or miss  service, the  would basically be adding salt on wound to many riders including myself. I'm not even sure how one could manage to get the line running from in a way an underground line such as Sea Beach (even with it being open cut, it's still below ground level) to West End. It would have to be elevated towards ground level long before it makes it to New Utrecht Av. Even if it wasn't much of a problem to pull off, how exactly is it running to Sea Beach when there are no direct connections from the local tracks?

What makes this even more confusing is what's happening far north of South Brooklyn when the  re-enters into Brooklyn to run along South 4 St, how is that working? The area where the  is splitting from the and  is still pretty high with buildings in the way and still part of the bridge. This is definitely something that needs to be part of your revisions.

And speaking of elevation issues, the same thing is happening with the  when moving from McDonald Av running along Bay Parkway to the rest of Sea Beach portion. There's also the issue of a building in the way that'll definitely make this harder.

I personally don't care much about Myrtle Av Branch becoming part of the Franklin Av Shuttle, the only issue here is that it's running along Brighton, something I know for sure many riders along that line will greatly have issues with. I couldn't care too much about this either, the only issue is both the Franklin Shuttle and  trains terminating at Coney Island which will hinder both lines.

Outside of these though, it's honestly not as bad as I thought it would be. There are some pretty clever routing going on, especially with 8 Av side of things. The  is moved to continue to run along Pitkin Av along with the return of the  by its side until the Rockaway Branch where both splits off with the  going back to its normal routing to Far Rockaway. The  and  should have their names swapped since the  has served along Fulton St pretty much it's whole life and making a return to the Bronx would be even more fitting, but that's just a nitpick for me. The  (which I'll call the  from now on) pretty much runs the proposed South 4 St line which also runs along Flushing Av and the LIE to Parsons Blvd. The  is pretty much the same with it going back to run along Hillside Av, but extended just a little passed the borders of Queens into Long Island for one stop. One thing that works well with 8 Av is both local and express are kept separate from each other even when going further towards uptown Manhattan along CPW.  trains continue to Inwood with  trains to the Bronx keeping both Bronx and Inwood riders having their direct express service. 

6 Av is kept the same for the most part with the exception of the  and 's terminal changes, extensions, and swap. It's definitely interesting the  splits off from the  going south in Queens towards Cambria Heights. Even more interesting with  trains taking over the Archer Av branch going all the way to Rosedale just outside of Queens. I do wonder how well the  running to Atlantic Av is going to be from Broadway Junction.

Broadway is definitely an interesting case here, 2 lines are running to Staten Island both of which split off from each other before then around 59 St. With the station spacing between each route in Staten Island, it definitely decreases run time for both which should make it run more reliable hopefully. 

 to LGA, what more is there to say? It's a fun addition I think can work out, LGA gets direct subway service, west side of Manhattan gets a little more service along with a portion of Queens.

In order to get train service to the IND-BMT South 4th St line, it will need to utilize the outer tracks. The platforms at Bowery, Canal St, and Chambers St would all need to be reactivated. In addition, a new side platform will need to be built at Essex St in the same fashion as the Atlantic Avenue station on the IRT Eastern Parkway line. These outer tracks will not be using the Williamsburg bridge and will not be sharing tracks with the and trains. However, there will be crossover tracks in case of a reroute. Instead, these outer tracks will run under the bridge as a tunnel where it will then curve north to South 4th St under the East River. The is supposed to meet up with the from Havemeyer St to Parsons Blvd as a 4 track line. After Parsons Blvd, the will run as a 2 track line. It is important to note that the  is express and the is local.

11 hours ago, Vulturious said:

This is quite an interesting map. I won't say it's good, but I'm not going to say it's bad either. However, I'm quite confused with a few things that I noticed immediately and somewhat angry with some of these decisions because it doesn't really make much sense to me.

First thing that I'm going to point out is West End, not sure why a good portion of the line is just gone, but I'm even more confused and a bit angered with the line that replaced it. For decades, West End has had direct access to midtown Manhattan and also ran express while it was at. The  is not a good replacement for the line, on top of what already currently runs with a hit or miss  service, the  would basically be adding salt on wound to many riders including myself. I'm not even sure how one could manage to get the line running from in a way an underground line such as Sea Beach (even with it being open cut, it's still below ground level) to West End. It would have to be elevated towards ground level long before it makes it to New Utrecht Av. Even if it wasn't much of a problem to pull off, how exactly is it running to Sea Beach when there are no direct connections from the local tracks?

What makes this even more confusing is what's happening far north of South Brooklyn when the  re-enters into Brooklyn to run along South 4 St, how is that working? The area where the  is splitting from the and  is still pretty high with buildings in the way and still part of the bridge. This is definitely something that needs to be part of your revisions.

And speaking of elevation issues, the same thing is happening with the  when moving from McDonald Av running along Bay Parkway to the rest of Sea Beach portion. There's also the issue of a building in the way that'll definitely make this harder.

I personally don't care much about Myrtle Av Branch becoming part of the Franklin Av Shuttle, the only issue here is that it's running along Brighton, something I know for sure many riders along that line will greatly have issues with. I couldn't care too much about this either, the only issue is both the Franklin Shuttle and  trains terminating at Coney Island which will hinder both lines.

Outside of these though, it's honestly not as bad as I thought it would be. There are some pretty clever routing going on, especially with 8 Av side of things. The  is moved to continue to run along Pitkin Av along with the return of the  by its side until the Rockaway Branch where both splits off with the  going back to its normal routing to Far Rockaway. The  and  should have their names swapped since the  has served along Fulton St pretty much it's whole life and making a return to the Bronx would be even more fitting, but that's just a nitpick for me. The  (which I'll call the  from now on) pretty much runs the proposed South 4 St line which also runs along Flushing Av and the LIE to Parsons Blvd. The  is pretty much the same with it going back to run along Hillside Av, but extended just a little passed the borders of Queens into Long Island for one stop. One thing that works well with 8 Av is both local and express are kept separate from each other even when going further towards uptown Manhattan along CPW.  trains continue to Inwood with  trains to the Bronx keeping both Bronx and Inwood riders having their direct express service. 

6 Av is kept the same for the most part with the exception of the  and 's terminal changes, extensions, and swap. It's definitely interesting the  splits off from the  going south in Queens towards Cambria Heights. Even more interesting with  trains taking over the Archer Av branch going all the way to Rosedale just outside of Queens. I do wonder how well the  running to Atlantic Av is going to be from Broadway Junction.

Broadway is definitely an interesting case here, 2 lines are running to Staten Island both of which split off from each other before then around 59 St. With the station spacing between each route in Staten Island, it definitely decreases run time for both which should make it run more reliable hopefully. 

 to LGA, what more is there to say? It's a fun addition I think can work out, LGA gets direct subway service, west side of Manhattan gets a little more service along with a portion of Queens.

Now that I've explained why it's absolutely necessary to demolish some portions of the BMT, I will also explain why  train service will be replacing train service to Grasmere. I've read somewhere that Culver Express service on the BMT portion of the line is unpopular for passengers, I decided to take advantage of that and send the to Coney Island instead of the . Another reason is that the will replace the former BMT West End line so that passengers can get direct access to Midtown Manhattan via the Culver express tracks. In addition, a new station would need to be built on the lower level tracks at Fort Hamilton Parkway on the lower level so that passengers can transfer to the . Don't forget that this all takes place in the year 2167. Does this make sense now? I'm just making sure you understand what it is I'm trying to say.

11 hours ago, Vulturious said:

This is quite an interesting map. I won't say it's good, but I'm not going to say it's bad either. However, I'm quite confused with a few things that I noticed immediately and somewhat angry with some of these decisions because it doesn't really make much sense to me.

First thing that I'm going to point out is West End, not sure why a good portion of the line is just gone, but I'm even more confused and a bit angered with the line that replaced it. For decades, West End has had direct access to midtown Manhattan and also ran express while it was at. The  is not a good replacement for the line, on top of what already currently runs with a hit or miss  service, the  would basically be adding salt on wound to many riders including myself. I'm not even sure how one could manage to get the line running from in a way an underground line such as Sea Beach (even with it being open cut, it's still below ground level) to West End. It would have to be elevated towards ground level long before it makes it to New Utrecht Av. Even if it wasn't much of a problem to pull off, how exactly is it running to Sea Beach when there are no direct connections from the local tracks?

What makes this even more confusing is what's happening far north of South Brooklyn when the  re-enters into Brooklyn to run along South 4 St, how is that working? The area where the  is splitting from the and  is still pretty high with buildings in the way and still part of the bridge. This is definitely something that needs to be part of your revisions.

And speaking of elevation issues, the same thing is happening with the  when moving from McDonald Av running along Bay Parkway to the rest of Sea Beach portion. There's also the issue of a building in the way that'll definitely make this harder.

I personally don't care much about Myrtle Av Branch becoming part of the Franklin Av Shuttle, the only issue here is that it's running along Brighton, something I know for sure many riders along that line will greatly have issues with. I couldn't care too much about this either, the only issue is both the Franklin Shuttle and  trains terminating at Coney Island which will hinder both lines.

Outside of these though, it's honestly not as bad as I thought it would be. There are some pretty clever routing going on, especially with 8 Av side of things. The  is moved to continue to run along Pitkin Av along with the return of the  by its side until the Rockaway Branch where both splits off with the  going back to its normal routing to Far Rockaway. The  and  should have their names swapped since the  has served along Fulton St pretty much it's whole life and making a return to the Bronx would be even more fitting, but that's just a nitpick for me. The  (which I'll call the  from now on) pretty much runs the proposed South 4 St line which also runs along Flushing Av and the LIE to Parsons Blvd. The  is pretty much the same with it going back to run along Hillside Av, but extended just a little passed the borders of Queens into Long Island for one stop. One thing that works well with 8 Av is both local and express are kept separate from each other even when going further towards uptown Manhattan along CPW.  trains continue to Inwood with  trains to the Bronx keeping both Bronx and Inwood riders having their direct express service. 

6 Av is kept the same for the most part with the exception of the  and 's terminal changes, extensions, and swap. It's definitely interesting the  splits off from the  going south in Queens towards Cambria Heights. Even more interesting with  trains taking over the Archer Av branch going all the way to Rosedale just outside of Queens. I do wonder how well the  running to Atlantic Av is going to be from Broadway Junction.

Broadway is definitely an interesting case here, 2 lines are running to Staten Island both of which split off from each other before then around 59 St. With the station spacing between each route in Staten Island, it definitely decreases run time for both which should make it run more reliable hopefully. 

 to LGA, what more is there to say? It's a fun addition I think can work out, LGA gets direct subway service, west side of Manhattan gets a little more service along with a portion of Queens.

I demolished the section of the BMT Culver Line south of Bay Parkway to allow train service to Coney Island. If you take visit the lower level platform of the West 8th St-New York Aquarium station, go to the east end of the station and you'll notice two abandoned trackways that once ran from Ocean Parkway to the lower level. In my proposal, these tracks will be reactivated for train service. This will allow train service to continue onto Coney Island on the upper level of West 8th St without merging with the .

As for the West End line, I decided to eliminate the section from 36th St to 62nd St because it would be inconvenient for people who live south of 36th St just to get to Coney Island. For example, if you live in 59th St, and the splits off at 36th St via the West End line, then you'll need to take the to Ridge Blvd and transfer to the , after that you'll need to transfer to the at New Utrecht Avenue. In other words, you'll just end up transferring to multiple train lines just to get to Coney Island. If you're confused on where the Ridge Blvd station is, it's labeled on the map. The is basically the Triborough subway line. Both are located just west of the 59th St station at 67th St and Ridge Blvd.

45 minutes ago, JustTheSIR said:

Hand over access

It's officially public. Here's the new link: https://www.google.com/maps/d/u/0/viewer?mid=1bE-NgnA0sJF_A3za6ox1shNcfPp5Dl8&ll=40.730581762745274%2C-74.00968297443626&z=10 However, I am not done yet. I'm still making some revisions to these routes.

2 hours ago, Reptile said:

Still working on the map?

https://www.google.com/maps/d/u/0/viewer?mid=1bE-NgnA0sJF_A3za6ox1shNcfPp5Dl8&ll=40.69225730052739%2C-74.10695584755659&z=11

I'm not done with it yet, but here's what I've done so far. It's amazing because you've never seen anything like it before. Read my description on the map. I hope everyone can take a look at this and say wow.

Prepare for something amazing. Once I'm done with my NYC subway fantasy map, which will be released by next week, I will need you to observe every borough from Staten Island to Queens, point out the modifications that I made to the existing system, and something you like or don't like about it. Unlike previous NYC subway fantasy maps you may have seen online or in person, mine is 100% de-interlined which means that each subway route has a purpose. I hope to surprise all of you. Until then, share some of your proposals and I may consider them before next week. Hint: In my fantasy map, the 4th Avenue line feeds into Staten Island. 

7 minutes ago, Reptile said:

Yeah, if there's ever a subway extension via the LIE it would be great

I'd use the abandoned set of tracks on the Nassau St Line, and the unbuilt Worth St line to construct a new, 4-track, Long Island Expressway line running through Lower Manhattan, Central Queens, and Northeast Queens. I'd rather do that than build a branch off the Queens Blvd line because it'll be needed for the Rockaway Beach Branch reactivation. Even if none of these get built, at least the Woodhaven Blvd station can still be converted into an express station in our lifetime if we advocate for it.

To add onto my proposed train and Interborough Express routes to Staten Island, I have proposed the following: In order to replace the Southeast section of the BMT Sea Beach line, the train will be shifted from the BMT Culver line onto the BMT Sea Beach line. In order to do that, I'm proposing a new track connection from McDonald Avenue and Bay Parkway to Sea Beach and Bay Parkway. This new connection will feature two new stations at 59th Street, Bay Parkway, and Bay Parkway, on top of the Sea Beach right of way where it will then descend onto the Sea Beach right of way with a ramp. If built, the BMT Culver line, south of Bay Parkway, will be demolished, however this will also allow for some benefits. For example, this will allow for and trains to continue to Coney Island without having to terminate at Brighton Beach. As dumb as this sounds, it may just work.