Additionally Robert Marrero designed his own map called Stations, Miles with a cleaner design ethos using 90 and 45 degree angles. In my monk-like research into all things unbuilt I have also found may fan sketches of sections of the subway to show proposed lines.
But all of these maps left me wanting; they are still diagrams that have no accurate geography to understand where the trains, tracks, and stations really are. As I am always tinkering with ideas to expand the subway I found these inaccuracies too limiting and set out to draw my own track map as accurate as possible. Collecting every historical map I could find, using GIS data, satellite imagery both current and historic , YouTube videos of fan trips, my own observations looking out the window of trains through tunnels, and talking to retired track workers I was able to draw what I believe to be the most accurate track map of the NYC Subway ever.
While the map is geographically accurate at this scale tracks had to be spaced far enough apart to read correctly so lines are not perfect aligned with the widths of the streets. Also some train yards have been truncated to fit within the geographical boundaries of the map. Please leave me a comment here or email me at [email protected]. Idk, sometime soon. This map is great. I appreciated your notes. However for abandonments could you include the date of closure or is there a single source where I could find this?
I would also like to see for future expansions that were never built a map or maps that show the full extent of the expansion, If there was a date in which the extension was originally intended to be completed, that info would be appreciated as well. The dates are a good idea. There are track maps for certain sections but not full lines. I am an aspiring map maker of the future of the NYC Subway. Your posts are a huge inspiration for me and I always look at your site.
I use Adobe Illustrator creating my maps as well. In the following year, car had the LCD destination indicator parts of its destination signs replaced with LED panels to make it aesthetically similar to the aforementioned route display.
It is currently unknown if the remainder of the rolling stock will be retrofitted with these features. In April , car was equipped with a special test truck, replacing the original truck found on other cars. In September , cars — were fitted with new LCD advertisement screens, replacing the traditional paper advertisements that are usually located there. At the time that the R order was placed, 40 eleven-car sets of R62As were assigned to the 7 service. The R order originally consisted of new cars, as well as converted RA cars compatible with communication-based train control CBTC and an additional RA conversion kits for the MTA, totaling a possible cars, or 46 eleven-car trains.
Of these cars, are arranged in five-car sets while the remaining are arranged in six-car sets. The trains are configured so that the five-car consist on each train is located on the Manhattan-bound end and the six-car consist is located on the Main Street-bound end, due to the position of conductor's boards on platforms along the 7 route. According to the — capital plan, new cars were to be purchased. Of these new cars, cars would go to make up 10 new eleven-car trains, while the remaining 36 cars were to be 'C' cars that would go to expanding 36 CBTC upgraded RA five-car sets existing cars to six-car lengths.
The original planned total of 46 eleven-car trains cars would still result from this order. In the latest revision, however, only 88 new cars were to be purchased to form 8 new eleven-car trains, with 38 'C' cars, rather than 10 eleven-car trains. Likewise, the number of conversion cars was altered to This change was made because only two sets of ten-car R62As were needed for fleet expansion of the mainline IRT, as opposed to the previously projected four sets, and thus the MTA and Kawasaki opted to convert two additional RA train sets instead of manufacturing two new sets.
Between those two stations, the 2 and 3 trains run express and will skip certain stations. However, right after Chamber St, where the 2 and 3 trains split from the 1 train, they become local trains and will stop at every stop thereafter. To make matters worse, some train services, such as the 6 or 7, can either be express or local depending on the time and direction of travel, which is why for those lines only, their icon on the outside of the trains can be either a circle local or a diamond express.
Not surprisingly, subway stations appear as black and white dots on the subway lines I explain the difference shortly. Surprisingly, however, subway station names are not unique. See how there are five stations named 23rd St.
Similarly, the 86th St. A station with a black dot means that only local trains stop here; express trains skip this station. Trains that stop here are listed underneath the station name. In the example above, it's the C as well as E train. This makes sense because those are considered local trains. A station with a white dot means that both the local and express trains stop at this station. In other words, all trains stop here all the time.
In the example above, the express 4 and 5 trains stop here as well as the local 6 train. I already mentioned that station names are not unique different stations carry the same name. Unfortunately, the reverse is true as well: the same physical station can have different names, depending on which train you are taking. The station shown in the picture above will be announced as the 6th Ave. You might notice that the letter M is not boldfaced in the picture above.
Subway service letters that are not boldfaced indicate stops that are not serviced full-time. Consult the online schedule to determine when the part-time service commences or ends. For instance, the M train does not operate at night or on weekends in Manhattan, which is why it is not boldfaced in the above picture. A solid black line between two stations means that there exists a physical passageway usually a tunnel allowing you to transfer between subway lines without leaving the subway system or requiring you to swipe your MetroCard again.
Notice how the 51st St. This is not a physical tunnel or connection. Instead, you exit at one of these stations back to the street level without doing anything special , then walk a bit on the surface streets towards the other subway station.
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