The Future of the MTA - And my thoughts on it

The next couple of decades for the MTA are probably going to be some of the most promising for the system, with a bunch of very fulfilling projects on the horizon. There's also another round of fleet replacements, specifically for the railroads but also on NYC transit

I thought it would be interesting to round-up all these ideas from the 20-year needs assessment and review them while also giving my opinions where necessary.

I've divided this article into multiple parts based off where these projects fall. We'll start with rolling stock, then switch to extensions/capacity improvements, while finishing off with stations.

Rolling Stock:

Currently, the future is very bright for rolling stock, has multiple rolling stock programs have been announced and are coming soon. 

The New Locomotives

While it will be sad to say our final goodbyes to the P32/P42 and DE/DM30AC fleets, both Metro-North and the LIRR (specifically) are in need of new locomotive fleets. It took me a bit to get warmed up to the idea of the Chargers, given that the LIRR livery is so strong.

While the order for the chargers will hopefully fix the reliability issues that the LIRR's current struggling diesel fleet suffers from, unless the LIRR options the full 66, then it won't help much with the confined feet. They only ordered 44. One of the biggest problems with the current LIRR diesel fleet is it's size. The small fleet has hindered growth in diesel territory for years.

Unless the LIRR plans to actually commence electrification to Port Jefferson in the next 4 or so years, than the LIRR should at minimal order 56 of these new locomotives. Look, I'm telling you that Long Island won't wash into the Atlantic Ocean if they end up having a couple extra locomotives lying around, as they can have various uses. Firstoff, with the influx of severe weather storms associated with climate change, storms that have the potential to wipe out entire branches' power can become all that more common When Hurricane Sandy hit in 2012, they barley had enough resources to provide bi-hourly diesel service to/from Long Beach. If something more severe was to happen, such as a storm wiping out the Main Line (god forbid), then the LIRR would be screwed. Not to mention, if they are having a slower summer, they can always lease a couple!

The M9As

The Alstom M9As, recently annouced in June, will finally replace the 40 year old and aging Budd M3s. While it will be sad to have to say the final goodbyes to the M3s, which have long-served the railroad, this date is long overdue and the M9A's will provide even more lavish amenities than those found on the M9s. They'll also provide additional capacity during all times, especially during peak periods. My hope is that they'll use them to their advantage to give better Brooklyn service and provide more service on all electrified-branches. The M9As will follow a design more similar to that of the M7s, at least interior-wise. Surprisingly, Bombardier is fulfilling the contract.

The New Coaches

The LIRR is also looking at ordering brand new Alstom multilevels to supplement the beloved C3s. While the order hasn't formally been announced, I know for a fact that the LIRR is definitely looking into it.

Since I found about it back in April, to a lot of your surprise, given my fondness for the C3s and C3s only, I've been very ecstatic about the idea. The LIRR is not only short on locomotives, but they are also short on coaches. All more locomotives will do will allow them to split consists, it won't actually give any extra capacity. So, on Summer Fridays, the fleet will still be as constrained. With more coaches to supplement the C3s, they can do so much to improve service in diesel territory, something many desperately want to see. 

While the idea of the Alstom multilevels racing by towns on my home line is rather far-fetched, I look forward to seeing what comes of it. Little is currently known, but the LIRR should look to order them in the next come of years so they'll have them when the M9A's enter service. 

While it's sad to see that the clock is ticking and time is limited on my favorite coaches, they still have another 10-15 years of life left in them, and the multilevels would provide much-needed capacity upgrades. Guys, this could be huge for diesel territory!

New Subway Cars

With all this railroad stuff, you may think that's all the MTA's rolling stock department has in store, but no, you'd actually be wrong as New York City Transit is also looking to get rolling stock of their own, the R262s. 

The R262s are proposed to replace the aging R62 and R62A cars, and the option order would provide additional capacity. They'll be used on the 1, 3, and 6 lines, and will support CBTC on the Lexington Avenue Line, something that will be huge.

Funding was included in the 2025-2029 capital program, and it's likely that they'll be ordering them in the next year or so.

The Work Locomotives

Along with the coaches, the LIRR is also looking at ordering work locomotives to replace the aging MP15ACs that currently roam the railroad. I personally along with the coaches absolutely LOVE the paint job that they gave these concepts and I'm looking forward to seeing the order for these new locomotives.

Extensions/Capacity Improvements:

Danbury-Southeast Rail Line (MNR)

While not confirmed, by any means, there's a possibility for restoring the rail connection between Danbury and Southeast on Metro-North. It would require a new Danbury station, along with new stations in Farrington Park and Brewster. While it's a cool idea to see east-west transportation, I personally don't know if this would have the highest ridership and I definitely feel that there are better things for them to put this money toward that are more worth it, like additional funding for Penn Station Access incase the project runs late and overbudget. The nice thing would be that it would connect all the lines without the need to go all the way to Manhattan.

Harlem Line Capacity Improvements (MNR)

The MTA is also looking at allocating funding for capacity improvements on the Harlem Line. The project would consist of the construction of a new third track between Crestwood and North White Plains, in addition to signal investments and investments at the yard in Brewster. The goal would be to provide more service during peak periods and to allow for future growth along this growing segment of track allowing for crowding, and more operational flexibility. While it's always great to see more train service, I'd say that the Harlem Line (especially North White Plains, White Plains, Hartsdale, and Scarsdale) already gets exceptional train service in both directions, and while this could be a future project, I feel like there's better places to put the funding, to improve service in another places where it's needed most.

Hudson Line to Penn Station

The Hudson Line to Penn Station project, formally known as "Penn Station Access" is definitely one of the biggest upcoming rail projects in NYC, if not in the country, and this will involve constructing 4 new stations in the Bronx, along with access to Penn Station on Metro-North's New Haven and Harlem Lines. This, coupled with Harlem Line Capacity Improvements, will bring better headways and more robust service opportunties to the entire railroad. My hope is that the Hudson Line will come in the future to

(3) train to Flatlands

This proposal proposes extending the 3 train two stations south at Linden Blvd and Flatlands Avenue. While it is an interesting idea, and it would provide more service opportunties to a transit desert, I feel like there are better things the MTA can do with this money, and the price for it is ridiculous for something of that scale. 

Port Jefferson Branch Capacity Improvements

This project includes electrifying and double tracking the entire Port Jefferson Branch. I think this definitely be a big project, but one that would be worthwhile and this is one that has been requested for decades. Of the LIRR lines in diesel territory, this one easily makes the most sense since not only is there already a large yard there, but, there's also the most demand for it. I also believe it has the most potential with Stony Brook university and I feel like ridership would sink well on it. 

Port Jervis Line Capacity Improvements

Ahh, the Port Jervis Line. The Metro-North line that receives some of the worst headways in the Metro-North system, with some of the worst gaps coming close to 8 hours. This would install multiple sidings on the line, allowing for more trains to be ran, specifically in the reverse-peak direction, which would completely eradicate those atrociously-long gaps we currently see today. On a line like the Port Jervis line where service is limited, adding sidings could improve service significantly. 

Speonk-Montauk Capacity Improvements

Let's now talk about the project that affects my own line, the Montauk Branch. This project involves some signalling work and infrastructure upgrades out on the South Fork. It would involve creating new station platforms, and hopefully, reopening interlockings as well. I personally think a project like this would be worthwhile, but even more so if they would also build new stations too. Unfortunatnely, this project didn't score well, and while I believe it would be HUGE in minimizing the MASSIVE delays we face on summer weekends due to late and packed trains, this project doesn't seam like one thats going anywhere anytime soon. 

Extension of (W) line to Red Hook

This proposal proposes extended the W train to Red Hook. The W train is currently a somewhat unimportant line, as it basically supplements the N train with a couple additional local stops. Extending the W to Red Hook would help reduce crowding on other nearby lines such as the (4) (5) (6) Lexington Avenue Lines. While it didn't score too well, it would mean a lot for communities in Brooklyn like Red Hook and would increase frequencies.

Stations:

In addition to these possible extensions, the MTA also listed a couple of possible new stations.

10th Avenue on the (7)

This proposal consists of building a new station between Times Square and 34 St-Hudson Yards on the Flushing Line. In the original plan for the extension, they had planned to build this station but due to budget constraints, it was dropped from the project. The goal would be to provide another station in the growing area of Hells Kitchen/Hudson Yards. 

Now, in my opinion, I'm pretty skeptical about this as I doubt it'll help too many people and will instead add a additional minute or two to people commuting to 34 St-Hudson Yards and considering the high construction cost, I just don't think it's worth it. There's better ways for MTA to spend their limited money.

I feel like if they had actually gone through and constructed this when the 34 St-Hudson Yards extension was being built in the first place, then it would've been good, but now it would just be disruptive for a relatively low amount of ridership.

Sunnyside Station

Probably one of the most valuable proposals on this list, the MTA is hoping to build a new station in Sunnyside on the LIRR. The new station would also one-day essentially serve as a transit hub connecting the LIRR to Metro-North. I am a big proponent in this project since it would provide an option for people living out on Long Island to get to Sunnyside, a growing area in Queens, while seamlessly providing LIRR employees an easier way to get to the yard, all the while providing more options for people in Sunnyside. 

Elmhurst Station

And now lets finish off with the long-debated Elmhurst Station. Once a station on the LIRR's very own Port Washington Branch, this station closed many moons ago due to low ridership. However, now that the area has grown and nearby lines such as the Flushing and Queens Blvd lines face overcrowding, a new Elmhurst station could be huge for these areas. While it didn't score too well specifically due to it causing time losses for customers elsewhere and due to low ridership concerns. 

I personally believe that if they provided good service to the station that it could takeoff. The problem with many LIRR stations that are in New York City subway network (apart from the city terminals and Woodside) is that they have limited service. Many stations in eastern Queens face headways as bad as hourly and when there's a subway nearby that has headways 10 times that, many will choose the cheaper and easier option. It's particularly important that they provide good service to Elmhurst station considering it would parallel the 7 train, which during rush hours (which would probably be the target time to reduce crowding), the 7 train gets some of the best headways in the system with headways of as soon as every two minutes. I also believe if they are going to build an Elmhurst station, that they should also look into a Corona station since it also faces a similar situation as Elmhurst does.

I will be discussing more about the idea for both of these stations and the potential advantages and drawbacks in a future post.

In conclusion, the future for the MTA is very bright. The fact that many of these projects will probably happen in the near future is a really beautiful thing and while New York transit has it's challenges, the star of the future of transit in the NYC Metropolitan Area is shining very bright.