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Two lines west of the Hudson River-the Port Jervis and the Pascack Valley-operate out of New Jersey Transit's terminal in Hoboken, N.J., and connect with service out of Penn Station, NY via the Secaucus Transfer. Three main lines east of the Hudson River-the Hudson, the Harlem, and the New Haven - operate out of Grand Central Terminal in New York City. Today, with 384 route miles and 775 miles of track, Metro-North goes to 120 stations distributed in seven counties in New York State-Dutchess, Putnam, Westchester, Bronx, New York (Manhattan), Rockland, and Orange-and two counties in the state of Connecticut-New Haven and Fairfield. If they delayed six months it wouldn’t be the end of the world,” he added.A subsidiary of New York State's Metropolitan Transportation Authority, Metro-North is recognized as one of the nation's preeminent railroads, winning the coveted American Public Transportation Association's Outstanding Achievement Award in 1993, 1998, and 1999.įounded in 1983 when the MTA assumed control of Conrail commuter operations in the states of New York and Connecticut, Metro-North's roots can be traced back to the New York & Harlem Railroad, which began in 1832 as a horse-car line in lower Manhattan. He hopes public support will spur the transit agency to move on the project. Venturi plans on getting feedback from the public after already informally speaking about the plan with the MTA. He also sees the proposal as a test run for rerouting the E line permanently - giving G train riders and an ever-increasing ridership more options. “Why are we leaving all of this capacity on the A/C tunnel on the table when we could be using it,” Venturi said. Outside those hours, the tunnel could be used to carry more riders. During those times, riders could use cross platform transfers between the G and A/C trains at Hoyt-Schermerhorn. to 9 on weekdays, the Cranberry Street Tunnel, which carries the A/C is at max capacity. Though not as complicated or time consuming as building a tunnel, the proposal would require two-track switches to be con­structed at the Hoyt-Schermerhorn station, but since the A/C and G trains already “con­verge at the same plat­form, the con­struc­tion will be min­i­mal,” Rethink promises.įounder and prin­ci­pal designer Jim Venturi explained that from about 7 a.m. ReThink Studio, which is currently working on a plan to expand the city’s “car-optional” region beyond Manhattan, says that “this will give L train pas­sen­gers a two-seat ride into Manhattan by trans­fer­ring at Lorimer Street, and a sin­gle-seat ride to present G train pas­sen­gers north of Hoyt-Schermerhorn station.” This new ser­vice would reduce the con­ges­tion on J/M/Z trains com­ing from Jamaica Center and Central Avenue,” the proposal reads. Adding a rail switch at the Hoyt-Schermerhorn Station would make this route pos­si­ble.

ReThink Studio pro­poses an exten­sion of the E train into Brooklyn via the exist­ing A/C tun­nel, then along the Court Square-bound G tracks. Currently the E train has a World Trade Center ter­mi­nus that aligns with the Chambers Street A/C tracks. “A way to reroute the flow of these com­muters would be to provide E train ser­vice that runs along the G line.