UPDATE (03.16.2020): Post substantially revised to include four new options for SAS Phase 2!
Welcome to my ongoing NYTIP series! In the next series of posts, I will expound on point 2 in my three-point plan to fix the NYC Subway – extend. I’ll begin with Phase 2 of the Second Avenue Subway (SAS) and rail service to LaGuardia Airport. The current plans fall short, so allow me to discuss a better way.
NOTE: Click any image to enlarge.
I. SAS Phase 2
The current plan extends the Q train past its 96th Street terminus to Lexington Avenue – 125th Street station, connecting to the 4/5/6 trains and Metro-North. Curiously, the plan calls for tail tracks extending past Malcolm X Blvd – 125th Street station (2/3 trains), but no connecting station. The plan retains a provision for future service to The Bronx. Unfortunately, this phase isn’t scheduled to open until at least 2027.
That’s where NYTIP comes in.
Previously, I discussed the Broadway and Queens Boulevard de-interlining, where the N and Q trains serve 63rd Street/SAS and the R train serves Astoria. With both the N and Q trains serving SAS, NYTIP proposes two SAS extensions – one across Harlem and one to The Bronx. Under NYTIP, both extensions comprise a single phase, which I’ll call SAS Phase 2X. In SAS Phase 2X, the N serves The Bronx and the Q serves the cross-Harlem branch.
Let’s explore the many ways we can realize SAS Phase 2X.
Option 1a: Regional Plan Association (RPA) recommendation – Cross-Harlem and Concourse extensions
[Fig. 1] Overview of Option 1a with emphasis on the Cross-Harlem (125th Street) branch of SAS Phase 2X, served by the Q train. Created using Brand New Subway.
[Fig. 2] Overview of Option 1a with emphasis on the Concourse extension, served by the N train. SAS via Concourse requires some changes to A/C service.
The RPA proposed two extensions of SAS Phase 2 in their Save our Subways publication. RPA’s SAS Phase 2B is the Cross-Harlem extension, and SAS Phase 2C is the Concourse extension. Under NYTIP, the Q serves the Cross-Harlem extension and the N serves the Concourse extension. The N serves new stations at 3rd Avenue – 138th Street (6 train), 149th Street – Grand Concourse (2, 4, and 5 trains), and 161st Street – Grand Concourse (4 and B trains), then meets the Concourse line at a point south of 167th Street station.
To provide some relief on the overcrowded 4 line, the N would run via Concourse express in the peak direction, while the B runs local. Since the Concourse line is only three tracks, NYTIP recommends running a maximum of two services on this branch. Thus, the C – originally rerouted via Concourse as part of the CPW de-interlining – would run north to Inwood instead. Owing to the limitations of the existing 207th Street terminal on the A line (an island platform with no tail tracks), Option 1a includes a new terminal for the C train just east of the 207th Street Yard leads.
[Fig. 3] C extension to Inwood via 207th Street Yard leads. The original track map belongs to vanshnookenraggen.
NYTIP contemplates a terminal station with side platforms for several reasons. First, the leads are immediately below street level. Second, 207th Street runs downgrade, leaving no room for a mezzanine – a requirement for an island platform. Finally, the station site is close to the Harlem River. Importantly, this short extension can also serve as a provision for a Bronx crosstown subway via Fordham Road.
The downside to this option – aside from the capital investment required – is less service at the 155th Street – 8th Avenue station on the Concourse line. An alternate option exists to address both downsides.
Option 1b: Cross-Harlem – Concourse connection
[Fig. 4] Overview of Option 1b.
Option 1b is a modified version of Option 1a that requires less new construction, albeit at the expense of a direct route from Concourse to the SAS. A key advantage of this option over Option 1a is doubled service on the Cross-Harlem line at Lexington Avenue, Malcolm X Blvd, and St. Nicholas Avenue, and increased service at 145th Street station. As with Option 1a, the A and C trains serve Inwood and the B and N trains serve The Bronx, with the B via local and the N via peak express. New track connections preserve the CPW de-interlining, as follows:
[Fig. 5] Track connections between the SAS and the Concourse line via CPW stubs.
[Fig. 6] Overview of the CPW-SAS connection using CPW stubs.
Even in the absence of a Concourse-SAS service, the track connection shown in Fig. 6 would allow operational flexibility and SAS access to both the 207th Street and Concourse yards. Given that both the 207th Street and Concourse yards are potential storage/maintenance facilities for SAS, this track connection is crucial. In my view, this makes Option 1b more desirable than Option 1a.
But there are other options for extending the SAS to The Bronx.
Option 2: 3rd Avenue Subway
[Figs. 7, 8] Overview of Option 2.
Option 2 is the oft-discussed 3rd Avenue subway. Under NYTIP, the N train would serve this line. It is the long-overdue replacement for the 3rd Avenue El, which MTA demolished in 1973. It closes a long gap between the Concourse line and the southern portion of the White Plains Rd line. The relatively high ridership of the existing bus services – the Bx15 and Bx41 (respectively, the 19th and 21st-busiest routes in NYC) – make the 3rd Avenue subway a strong contender.
The Regional Plan Association once touted the 3rd Avenue SAS branch. In recent years, however, RPA changed their Bronx-SAS plan to SAS Phase 2C. (See Option 1a above.) RPA’s justification for this is their T-REX proposal, where enhanced local service on Metro-North’s Harlem line serves the 3rd Avenue corridor. As someone who lived on or near the Grand Concourse for most of my life, I can appreciate RPA trying to breathe new life into the oft-neglected Concourse line. On the other hand, the T-REX proposal is very intriguing. It has its flaws, but integrating regional rail is key to enhancing New York-area transportation. I will devote a future series of posts to regional rail under NYTIP.
Option 3: Morris Park subway
[Fig. 9] Overview of Option 3.
Option 3 begins the same way as Option 2, with a subway serving 3rd Avenue – 138th Street, The Hub – 149th Street, and 163rd Street stations along 3rd Avenue. Rather than continuing north, the line takes a northeasterly route via Boston Road, Tremont Avenue, and Eastchester Road to Morris Park. The purpose of this route is to relieve the overcrowded 2 and 5 trains, as well as enable a future transit hub at Morris Park – the site of one of four new Metro-North stations comprising Penn Station Access. Importantly, the FRA is also contemplating regional rail service at Morris Park (see section 3.7.6 of the linked document). A new rail yard could be build in the vicinity of the Hutchinson River Parkway and I-95 due northeast of the proposed terminal.
Option 4: Lafayette Avenue subway
[Fig. 10] Overview of Option 4.
Option 4 is my take on the proposed Lafayette Avenue subway – a plan dating back to 1939. As with Options 2 and 3, the line serves three stations on 3rd Avenue. Under Option 4, the line curves eastward south of 163rd Street, so the proposed 163rd Street station is east-west rather than north-south like in Options 2 and 3. The line runs via 163rd Street, Hunts Point Avenue, Lafayette Avenue, and Tremont Avenue to Throggs Neck. Unlike Options 2 and 3 which are wholly underground, NYTIP contemplates a mostly-elevated line for Option 4 due to two water crossings (Bronx River and Westchester Creek). The likeliest location for an el portal is Lafayette Avenue east of Hunts Point Avenue, given its width. A rail yard could be built in the vicinity of the Bruckner Interchange.
One thing you’ll note is that all options include the Cross-Harlem extension. This is a recommended extension under NYTIP, regardless of which Bronx extension is ultimately built. Importantly, choosing one option doesn’t necessarily preclude the others if the SAS is ever expanded beyond two tracks (future post).
Recommended path forward: Option 2. The 3rd Avenue subway connects to a major transit hub at Fordham Plaza and closes a large gap between subway lines in The Bronx.
Alternate recommendation: Option 1b. If funding precludes a full Bronx extension, then the Cross-Harlem – Concourse connection offers the biggest bang for the capital buck.
II. LaGuardia Airport
LaGuardia Airport is one the busiest airports in the United States, yet it has no direct rail link. It is widely criticized as a substandard airport in terms of flight delays, outdated facilities, hellish traffic, and the aforementioned lack of rapid transit options.
A few years back, Governor Cuomo unveiled an ambitious redevelopment plan for the airport, which includes an AirTrain. However, this AirTrain is rife with problems, from its proposed routing away from Manhattan, to its $2 billion price tag, to its Flushing Bay alignment. Mind you, the project was initially slated to cost $450 million and was supposed to run over the Grand Central Parkway (GCP).
It’s clear we need something different.
The previous plan for a LaGuardia rail link called for extending the Astoria El to the airport – a plan that dates back to 1943! Community opposition killed this plan each time the City proposed it. However, this extension is the only sensible way to bring rail to LaGuardia Airport, making it a key element of NYTIP.
[Fig. 11] Astoria line extension to LaGuardia Airport, served by the R train.
Given that the environmental review process for the proposed LaGuardia AirTrain just started, there is still a chance to kill the AirTrain boondoggle and pursue a superior rail link. NYTIP contemplates an Astoria El extension that combines elements of EIS Alternatives 7 and 8 – elevated from Ditmars Blvd to 45th Street and 19th Avenue, then underground from there to LaGuardia Airport. The extension includes new stations at Steinway Street, Hazen Street, 94th Street – LaGuardia Airport West, and East Elmhurst – LaGuardia Airport East; it also includes a new storage yard within the Con Edison property north of the Ditmars Blvd station. While EIS Alternatives 7 and 8 call for the Astoria El extension to follow the GCP to LaGuardia, the proposed route under NYTIP follows the GCP only up to 92nd Street. East of 92nd Street, the route runs via Ditmars Blvd. This alignment retains connectivity to LaGuardia Airport while providing stations closer to the surrounding neighborhood.
Since the R does not merge with any other line under NYTIP, an optional service enhancement is peak-direction Astoria express service. The previous iteration of this service was unpopular and hence short-lived; however, the LaGuardia extension and the service increases made possible by NYTIP could make it viable again. Even if the R made all stops at all times, it’d still be faster than the “backwards” LaGuardia AirTrain!
In my next post, I’ll discuss the Concourse line extension. Until next time!