Does NYC Need Platform Screen Doors? 

True the video of the new Hudson Yards station is where the NY subway needs to aim towards but I think upgrading will be difficult on a network that is so busy. Looking at London I think that the Elizabeth line has provided the ideal opportunity to look at releasing capacity on the central line and potentially some other lines too to support other network upgrades. There was massive opposition to the line and a lot of people who said they were happy with their traditional routes who are now converts to the Elizabeth Line. There is currently talk about a second Crossrail line from SW to NE London and potentially a Brighton Mainline 2 project that would focus on Croydon, Lewisham, Canary Wharf, Stratford and beyond that again would be a great game changer in diverting more passengers off existing national rail and TFL (underground & TFL rail) services. An expansion of the Bakerloo line to Lewisham is also on the cards and this is something I fully support as it will provide a great link to an underserved part of London. Coming back to NYC new dedicated rail/subway lines with high capacity ( like the Elizabeth Line’s 1,500 per train) could also make east to west travel easier across the water from New Jersey to Manhattan (under the Hudson) and out east to Brooklyn, JFK and other communities providing a great way of encouraging a switch from congested roads to fast rail. Likewise north to south lines could remove the need for “express subway” lines allowing potentially more stopping services to operate as the U.K. HS2 rail project will permit. Sources: www.crossrail2.co.uk & www.BML2.co.uk

the grubby run downness is too iconic, I believe it shouldn't be changed. It makes the subway really feel a shit ton more authentic

@@glassyturkishman what 🗿

Platform screen doors also shouldn’t cost $33,000,000 per station. But this is the MTA. Going to flexible screen doors would make it about $105,000,000 per station, and would require a 3 1/2 year closure to install.

Yes I agree! Also make more stations accessible for people with wheelchairs/physical disabilities and those who use strollers.

What happened to Byford in New York also happened (to some degree) to him here in Toronto.

Actually, the first system to use platform doors was the St. Petersburg (then Leningrad) metro, on line 2 in the 1960’s. The only downside is that the view of the train was completely obstructed by the windowless walls and doors, so you couldn’t tell which train was coming from either direction unless you heard a noise. Singapore only took notes from St. Petersburg and added windows, while other cities used half-height doors. If I had to guess what type of PSD’s NYC would use, it would probably be window doors for newer stations like 34th Street-Hudson Yards, and half-height ones for some older stations.

I think there's a tiny tiny example of this on the N/Q platforms at Canal St, next to the stairs that go up to the J line.

@@samuelitooooo yup, to catch people who fall on the stairs

I mean there’s a problem with 75 and 60 footers, until the 75 footers get retired this could happen

@@BX19LTD The bright side is this will be less and less of a.problem, even just within the next *few* years as R211s come in and CBTC is decided along more lines. Broadway will be the last to get CBTC* so chances are all R68[A]s are going to the N, Q, and W while the rest (A, B, C, D, E, F, G, R) will be 60 footers. *The J and M lines in Brooklyn might not get CBTC at all as far as I know right now, but those lines already have 100% modern 60-foot rolling stock today!

@@BX19LTD true, but for the time being these could just be installed on the A division and CBTC equipped lines

You have to remember though, those system are less than 60 years old. So the stations were probably either future proofed for PSDs, or were easily retrofitted for them. You’re comparing apples to oranges here

@@PhilliesNostalgia I mean RAPT in Paris also managed to retrofit their century old stations for PSD's on a number of metro routes, so it's not impossible so to speak.

@@PhilliesNostalgia the anology would most likely be more like watermelons to apples. New York is easily the largest subway system in the world...

@@butacrusader It’s not even the biggest in terms of ridership, and soon, won’t be in station count, even if you count Metropolitan Av and Lorimer St as two separate stations. Moscow has way more riders with a whole lot less stations, as an example

@@PhilliesNostalgia Yes, the Shanghai Metro will exceed the station count of the NYC Subway within 5 years, as they are only about 25 stations short now and there are currently at least that many stations under construction in Shanghai right now.

Their case wouldn't be successful though.

Unlikely. Platform screendoors are not viable in the Subway because they can't be installed in the over 100 year old system.

@@paxundpeace9970 They installed in the UK which is just as old.

@@MelGibsonFanonly on the lizzy line in the uk The rest has no psd’s

You can not be serious ? Do you even live in NYC or even ride the train ? If you think it’s possible for all stations you are clearly oblivious to the real issues at hand.

@@richardwalker6004 The study they published is full of excuses. For many stations, lightweight PSDs can be installed, as seen on the Osaka Metro, and Spain has experimented with vertical PSDs, as well as flexible PSDs, which allow for different train door arrangements and lengths. At this point, because the 75’ cars are due to be replaced in the near future, this won’t even become a problem.

@@blaazer9473 I also think some stations need to be heavily rebuilt, the entire system needs an overhaul.

@@blaazer9473 You can use eminent domain on private property, its a legal fight, but it’s worth it. The entire system needs a huge overhaul, and the MTA needs to learn how to control its ballooning costs…

@@blaazer9473 They’re not broke, they just spend money unwisely, because they can’t control their construction costs.

Are you pertaining to these? ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-6ZfjWXCD3Hk.html

I think this is the biggest constraint for any design MTA implements is that it will have to have *NO* moving parts... Because we all know how reliable the switches, signals, and elevators are

@@godlugner5327 It's only unreliable if it's not a Japanese design. However, it's super reliable if it's a Japanese design, especially if the components are made in Japan. That's why the trains in Japan are always on time (even being early will be penalized, as 2 train companies in 2017 in Japan apologized for leaving 20 and 25 seconds early, respectively), even with platform doors.

Do you even ride the train ? Every train station is designated differently , some stations can handle a platform while majority can not . It’s just a waste of money when the system is falling apart and need other projects prioritized .

I have no desire to have $100 million in tax dollars fund three stations

@@VianoMusicAcademy exactly these ppl are oblivious to the real issues of MTA.

@@richardwalker6004 Uh yes I do ride it everyday. Look at my profile picture, hello . Also, what makes you think that I don't consider other projects important? I just think that with the rise in crime, the ability to push people on the tracks should be prevented

They didn't have PSDs, that was just a render. Photo made it obvious.

Yes sand hogs are expensive

Other public transportation systems have no issues with this. The doors have sensors to detect if they're open and closed. Could also be solved with cameras (the stations already have cameras everywhere)

CBTC isn’t the reason, the most probable reasoning is rolling stock and station design structure

@@nyctransitrailfan Trains don't always stop at the same place in a station which may misalign with the station doors which I mentioned CBTC

This is false as people die from getting stuck inbetween the screen doors and the trains and get skinned alive as the train leaves the station

The IRT still also have different door spots where the trains stop so you can't install them on all of the IRT lines

100 million could pay a lot of salaries for more blue vests with flashlights to stand on the platform... And they would only have to be working during rush hour periods went the threat of falling on the tracks is the highest

iirc Osaka Metro has PSDs that adjust depending on the rolling stock.

@@ianhomerpura8937 that would solve the problem with the different variety of Rolling Stock being rerouted for sure but then when coupling procedures need to happen I can't imagine how they would be able to do that with doors blocking. I know the doors only open when the train doors lineup with the PSD

@@GoldenTicket420 if that is the case, vertical PSDs are much better, like this one in Kobe. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ycQ5JeNJ33k.html

All of the cars are the same length, but the door widths & locations between the SMEE's and NTT's are much different.

@@MysticTransit Forgot about that lmao

@@MysticTransit I say just make the screen doors fit the maximum length door. What IRT car has the longest door width?

@@aqua2poweros699 That's kinda irrelevant. Platform doors are usually wider anyway to account for slight differences in stopping positions. I think wide platform doors might (*might*) be enough to account for the different door *locations*, where NTTs have more doors closer to either end of a car than the R62s do, but not by an extreme distance I think. And we can have wide platform doors because we don't have to put seats or gangways in between the doors lol. To answer your question though, R62[A]s have 50"-wide doors (I think that's the case for every SMEE), and R142[A]s have 54"-wide doors. But if R262s follow the R211 trend, we might see doors 60" wide on those new trains. (They're 58" wide on the R211s.)

Dimensions of the track curves between Number lines and Letter lines is different. Meaning Number lines have shorter 3 door cars for the tight turns while there are 4 doors on Letter line trains

Some of the IRT trains are from the 80s