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Since the opening of the original New York City Subway line in 1904, and throughout the subway's history, various official and planning agencies have proposed numerous extensions to the subway system. The first major expansion of the subway system was the Dual Contracts, a set of agreements between the City of New York and the IRT and the BRT. The system was expanded into the outer reaches of the Bronx, Brooklyn, and Queens, and it provided for the construction of important lines in Manhattan. This one expansion of the system provided for a majority of today's system.
Contents
- Triborough System
- Mayor Hylans plan
- Subways to New Jersey
- 19291939 plans
- Details
- Planned services
- Revised 1932 plan
- Smaller plans
- Provisions for new lines
- Shells built
- 19401999 plans
- 19381940
- 1940s Smaller plans
- 19501951
- 1954
- 1961
- 19621963
- Proposed lines
- Completed lines
- 1986
- 1990
- 199899
- 21st century expansion
- South Ferry
- 7 Subway Extension
- Second Avenue Subway
- Triboro RX
- Rockaway Line
- LaGuardia Airport extension
- Utica Avenue and Nostrand Avenue lines to Kings Plaza
- References
Even with this expansion, public officials wanted more. In 1922, Major John Hylan put out his plan for over 100 miles of new subway lines going to all five boroughs. His plan was intended to directly compete with the two private subway operators, the IRT and the BMT. This plan was never furthered. The next big plan, and arguably the most ambitious in the subway system's history, was the "Second System." The 1929 plan by the Independent Subway to construct new subway lines, the Second System would take over existing subway lines and railroad right-of-ways. This plan would have expanded service throughout the city with 100 miles of subway lines. A major component of the plan was the construction of the Second Avenue Subway. However, the Stock Market Crash of 1929 put a halt to the plan, and subway expansion was limited to lines already under construction by the IND.
During the 1930s and 1940s, the plans were revised, with new plans such as a line to Staten Island and a revised line to the Rockaways. In the late 1940s and 1950s, a Queens Bypass line via the Long Island Rail Road's Main Line was first proposed as a branch of the still-planned Second Avenue Subway. In addition, capacity on existing lines would have been improved through the construction of strategic connections such as the Culver Ramp, the 60th Street Tunnel Connection, and the Chrystie Street Connection, and through the rebuilding of DeKalb Avenue Junction. These improvements were the only things to come out of these plans. Eventually, these plans were modified to what became the Program for Action, which was put forth by the New York City Transit Authority in 1968. This was the last plan for a major expansion of the subway system. The plan included the construction of the Second Avenue Subway, a Queens Bypass line, a line replacing the Third Avenue El in the Bronx, and other extensions in the Bronx, Queens, and Brooklyn. While ambitious, very little of the plan was completed, mostly because of the financial crisis during the 1970s.
Until the 1990s, there was little focus on expansion of the system because the system was in a state of disrepair, and funds were allocated to rebuilding and repairing the existing system. However, in the 1990s, with the system in better shape, the construction of the Second Avenue Subway was looked into again. Construction of the Second Avenue Subway started in 2007, and the first phase was completed in 2017. Since the 1990s, public officials and organizations such as the Regional Plan Association have pushed for the further expansion of the system. Projects such as the TriboroRx, a circumferential line connecting the outer boroughs, the reuse of the Rockaway Beach Branch, and the further expansion of the Second Avenue Subway have all been proposed, albeit unfunded.
Triborough System
The Triborough System was a proclamation for new subway lines to the Bronx and Brooklyn. These lines are the IRT Lexington Avenue Line, IRT Pelham Line, and IRT Jerome Avenue Line. The Manhattan Bridge line described below later became the BMT West End Line, BMT Fourth Avenue Line, the BMT Sea Beach Line, and the Nassau Street loops.
The route of the new subway ... comprises a main trunk north and south through Manhattan Borough on Lexington Avenue and Irving Place from the Harlem River to Tenth St. and on Broadway, Vesey and Church Sts. from Tenth St. to the Battery; two branches in Bronx Borough, one northeast via 138th St. Southern Boulevard and Westchester Ave. to Pelham Bay Park. the other northerly via River Ave. and Jerome Ave.. to Woodlawn Road, connecting with the Manhattan trunk by a tunnel under the Harlem River; a Manhattan-Brooklyn line extending from the North River via Canal Street across the East River on the Manhattan Bridge to connect with the Fourth Avenue subway in Brooklyn now being built, which thus becomes an integral part of the larger system; two branches southerly from the Fourth Ave. line extending south to Fort Hamilton and southeast to Coney Island; and a loop feeder line in Brooklyn through Lafayette Ave. and Broadway, connecting with the Fourth Ave. line at one end. and at the other crossing the Williamsburg Bridge and entering the Centre Street Loop subway in Manhattan which is thus also incorporated in the system.
This was part of the Dual Contracts, signed on March 19, 1913 and also known as the Dual Subway System. These were contracts for the construction and/or rehabilitation and operation of rapid transit lines in New York City. The contracts were "dual", in that they were signed between the City and the IRT and Municipal Railway Company, a subsidiary of the BRT (later BMT).
Some lines proposed under the Contracts were not built, most notably an IRT line to Marine Park, Brooklyn (at what is now now Kings Plaza) under either Utica Avenue, using a brand-new line, or Nostrand Avenue and Flatbush Avenue, using the then-new IRT Nostrand Avenue Line. There were also alternate plans for the Nostrand Avenue Line to continue down Nostrand Avenue to Sheepshead Bay.
Mayor Hylan's plan
On August 28, 1922, Mayor John Francis Hylan unveiled his own plans for the subway system, which was relatively small at the time. His plan included building over 100 miles (160 km) of new lines and taking over nearly 100 miles (160 km) of existing lines. By the end of 1925, all of these routes were to have been completed. The lines were designed to compete with the IRT and BMT.
Hylan's plan contained the following lines:
Only some of Hylan's planned lines were built to completion. Completed lines included:
Major Phillip Mathews disagreed with the Board of Transportation's plan, and in response, he published a report, on December 24, 1926, titled "Proposed Subway Plan for Subway Relief and Expansion." He said that that congestion would not be addressed for Brooklyn and the Bronx; only the planned Grand Concourse line would alleviate congestion, in this case congestion on the IRT Jerome Avenue Line. Finally, there would be little relief on the two lines jointly-operated between the IRT and the BMT. He came up with his own plan. He proposed that the Eighth Avenue Line, through a connection from Fulton or Wall Streets to Chambers Street, be connected to the BMT's lines to Coney Island, with a possible connection at the Manhattan Bridge's south side. In Manhattan, he proposed a new four-track line running down Third Avenue from City Hall, with connections to the White Plains Road and Pelham Lines in the Bronx. The line would therefore have to be built to IRT clearances. At the line's southern end, a connection would be built to the Eastern Parkway Line near Franklin Avenue via a new set of tubes under the East River. To alleviate congestion on the Queens lines, a new trunk line would run from Eighth Avenue in Manhattan to Jamaica, with transfers to the north-south lines in Manhattan and to Brooklyn Crosstown service. This would later be built as the IND Queens Boulevard Line. To round out expansion in Manhattan, he proposed that an extension of the BMT Canarsie Line to Eighth Avenue. This was built at a later date. To connect the outer boroughs, a four-track Brooklyn-Queens crosstown line would be designed, with the possibility for future extensions into the Bronx and Staten Island.
Subways to New Jersey
In 1926, a loop subway service was planned to be built to New Jersey. The rationale given was:
Principal features of a comprehensive plan for passenger transportation between communities in the nine northern counties of New Jersey and the city of New York are outlined in a report submitted on Jan. 15 to the Legislature of the state by the North Jersey Transit Commission. A preliminary report presented about a year ago was abstracted in Electric Railway Journal for Feb. 7, 1925... The ultimate object of the program recommended is the creation of a new electric railway system comprising 82.6 miles [132.9 km] of route, and the electrification of 399 route-miles [642 km] of railroad now operated by steam. As the first step it is proposed to construct an interstate loop line 17.3 miles [27.8 km] in length connecting with all of the north Jersey commuters' railroads and passing under the Hudson River into New York City by two tunnels, one uptown and one downtown. A new low-level subway through Manhattan would complete the loop. Construction costs of this preliminary project are estimated at $154,000,000, with $40,000,000 additional for equipment. The cost of power facilities is not included in this estimate.
Because it would be utilized in both directions, the capacity of the proposed interstate loop line would be equivalent, it is said, to two 2-track lines or one 4-track line from New Jersey to New York City due to its having two crossings between New Jersey and New York. The loop was said to be able to carry 192,500 passengers per hour, or 4.62 million daily passengers, had it been built. The estimate was based on the operation of 35 trains per hour in each direction, and each train would be eleven cars long and would carry 100 passengers per car. It was to be built as a multi-phase project, wherein the IRT and BMT would work together to build that system to New Jersey. Extensions of the IRT Flushing Line and BMT Canarsie Line were both considered; the Canarsie Line was to be extended to Hoboken near the Palisades, while the Flushing Line was to be extended to Franklin Street between Boulevard and Bergenline Avenues in Union City. Ultimately, the cost was too great, and with the Great Depression, these ideas were quickly shot down.
In 1954, Regional Plan Association advocated for an extension of the BMT Canarsie Line from Eighth Avenue to Jersey City under the Hudson River. The tunnel under the Hudson would have cost $40,000,000. The extension would have provided access to commuter railroads in New Jersey as most lines converged there, and the lines that didn't would be rerouted to stop there. The RPA also suggested having a parking lot there for access from the Pulaski Skyway and the New Jersey Turnpike. It was suggested that either the New York City Transit Authority, the Port Authority of New York and New Jersey or the Bi-State Metropolitan Rapid Transit Commission would do the construction.
In 1963, three major commuter groups in New Jersey made expansion proposals. One of them would have involved an extension of the IRT Flushing Line under the Hudson River with a three-track tunnel and then connect with the New York, Susquehanna and Western Railroad.
In 1986, the Regional Plan Association suggested extending the IRT Flushing Line to New Jersey's Meadowlands Sports Complex.
On November 16, 2010, the plan was revisited yet again, as The New York Times reported that Mayor Michael Bloomberg's administration had been working on a plan to extend the 7 service across the Hudson River to Hoboken and continue to Secaucus Junction in New Jersey, where it would connect with most New Jersey Transit commuter lines. It would offer New Jersey commuters a direct route to Grand Central Terminal on the East Side of Manhattan and connections to most other New York City subway routes. This was being planned as an extension of the already-under construction 7 Subway Extension (see below). In April 2012, citing budget considerations, the director of the MTA, Joe Lhota, said that it was doubtful the extension would be built in the foreseeable future, suggesting that the Gateway Project was a much more likely solution to congestion at Hudson River crossings. However, a feasibility study commissioned by the city and released in April 2013 revived hope for the project, with Mayor Bloomberg saying "Extending the 7 train to Secaucus is a promising potential solution ... and is deserving of serious consideration."
1929–1939 plans
Before unification in 1940, the government of New York City made plans for expanding the subway system, under a plan referred to in contemporary newspaper articles as the IND Second System (due to the fact that most of the expansion was to include new IND lines, as opposed to BMT/IRT lines). The first one, conceived in 1929, was to be part of the city-operated Independent Subway System (IND). By 1939, with unification planned, all three systems were included. Very few of these far-reaching lines were built, though provisions were made for future expansion on lines that intersect the proposals. The core Manhattan lines of the expansion were the Second Avenue Line (with an extension into the Bronx) and the Worth Street Line (connecting to the Rockaways). The Rockaways were eventually served by the subway via a city takeover of the Long Island Rail Road's Rockaway Beach Branch. A segment of the proposed Second Avenue Subway opened for passenger service on January 1, 2017. It is notable that the majority of the proposed lines were to be built as elevated subways, likely a cost-cutting measure. The majority of the expansion was to occur in Queens, with the original proposal suggesting 52 miles (84 km) of track be built in Queens alone. As this grandiose expansion was not built, the subway system is only 3⁄4 of what it was planned to be.
Details
The first plan was made on September 15, 1929 (before the IND even opened), and is detailed in the table below. Cost is only for construction, and doesn’t include land acquisition or other items.
Planned services
Revised 1932 plan
The IND expansion plan was revised in 1932. It differs from the 1929 plan, but there are 60.93 route‑miles (98.06 km), of which 12.49 miles (20.10 km) are in Manhattan, 12.09 miles (19.46 km) in the Bronx, 13.14 miles (21.15 km) in Brooklyn, and 23.21 miles (37.35 km) in Queens. It would include a new 34th Street crosstown line, a Second Avenue Subway line, a connection to the New York, Westchester and Boston Railway, and extensions of the IRT Nostrand Avenue Line, IRT Flushing Line, and BMT Astoria Line. It would have created a subway loop bounded by 2nd and 10th Avenues, and 34th and 125th Streets. However, this plan included no extensions to Whitestone, Queens, with the plan to instead serve more densely populated areas such as Astoria and the Roosevelt Avenue corridor.
The plan would also take over the local tracks of the New York, Westchester and Boston Railway, and the Rockaway Beach Branch of the Long Island Rail Road.
The table of route miles is as follows:
Smaller plans
Other plans, proposed during the same time as the IND Second System plans, included the following:
An earlier plan in 1920 had an even more expansive plan, with several dozen subway lines going across all five boroughs.
Provisions for new lines
The following provisions were made for connections and transfers to the new lines. It is of note that only four of these provisions were completed.
- There are four trackways on the BMT Fourth Avenue Line bridge over the LIRR Bay Ridge Branch despite the fact that only the northernmost two tracks are in use.
- The 86th Street station on the BMT Fourth Avenue Line appears to have "escapes" in the wall bricked over along the Manhattan-bound track, for the never-built fourth tracks.
- The northbound side platforms of Bay Ridge Avenue and 77th Street do not have platform pillars because the platforms were supposed to be temporary; however, the southbound platforms do have pillars.
- East of 21st Street–Queensbridge, before the IND 63rd Street Line connects to the IND Queens Boulevard Line, the tracks veer left while the tunnel wall goes straight. The bellmouths were part of a proposed super-express bypass running under the LIRR mainline between Queens Boulevard and Forest Hills. This plan was not in the original Second System plan, but rather, as part of the Program for Action plan that had the tracks from 21st Street–Queensbridge go straight to Forest Hills.
- There are bellmouths and space for two additional trackways (for a total of six) on the BMT Fourth Avenue Line south of 59th Street. These provisions were for the Staten Island Tunnel, which would have intersected with the line south of 59th Street.
- East of 63rd Drive–Rego Park on the IND Queens Boulevard Line, bellmouths were built for a proposed connection to the LIRR's Rockaway Beach Branch. They may be used if the Rockaway Beach Branch was ever reused for subway service.
- A junction was built on the IND Queens Boulevard Line for the line under Van Wyck Boulevard. The junction was completed and has been connected to the IND Archer Avenue Line.
- The completed IND 63rd Street Line, which the F train uses to cross the East River, was designed and built with bellmouths to allow for the construction of connections to the planned Second Avenue Subway for service to/from the north and south along Second Avenue. Those bellmouths will be used in later construction, unlike most other Second System bellmouths.
- A line to the Rockaways would have split from the IND Eighth Avenue Line (under Church Street at this point), east under Worth Street. The junction was built and is used by the local tracks to World Trade Center. The branch to the Rockaways was completed from the IND Fulton Street Line in 1956.
Alleged provisions include:
Shells built
The South Fourth Street shell, if complete, was supposed to handle service as follows:
Another plan for the South Fourth Street shell was simpler (and was the plan that was partially completed):
The Utica Avenue station shell, if complete, would be in the standard local-express-express-local platform configuration.
The Jackson Heights–Roosevelt Avenue shell, a two-trackbed island-platformed station, would have been for local trains terminating at the station. Express trains would have stopped at the lower level (IND Queens Boulevard Line) platforms.
1940–1999 plans
After World War II and up until the late 1990s, the New York City Subway did not expand much. Only 28 stations opened in that time, compared to the remaining 393 stations, which opened from the 1880s to before World War II. As such, there have been many plans to expand the system during this time period.
1938–1940
The New York City Board of Transportation revised its plans for subway expansion, and released them in 1938 and 1940.
The IND Concourse Line got funding to be extended eastward past 205th Street, but Bronx residents wanted to rehabilitate the New York, Westchester and Boston Railway right-of way. This became the IRT Dyre Avenue Line in December 1941, and the IND Concourse Line extension was not brought up again until 1968.
1940s: Smaller plans
In 1942, Mayor Benjamin F. Barnes of Yonkers proposed that the Getty Square Branch of the New York Central's Putnam Division be acquired for an extension of the IRT Subway from Van Cortlandt Park. This service would replace the service operated by the New York Central, which was slated to be discontinued by the New York Central.
A rail link to LaGuardia Airport was proposed in 1943, when the city Board of Transportation proposed an extension of the BMT Astoria Line (currently served by the N W trains) from its terminus at Ditmars Boulevard.
In 1946, the Board of Transportation issued a $1 billion plan that would extend the subway to the farthest reaches of the outer boroughs.
Even though the Board of Transportation didn't approve these ideas, they were still proposed.
In 1949, the Board of Transportation issued a $504,000,000 plan to increase capacity on several subway lines through the construction of a new trunk line under Second Avenue.
1950–1951
On June 21, 1950, a plan was created by the Board of Transportation and sent to Mayor O'Dwyer concerning rapid transit expansions in Queens. The total cost of the plan would have been $134,500,000. Many things were planned:
On September 13, 1951, the Board of Estimate approved a plan put forth by the New York Board of Transportation that would cost $500,000,000. Many things were planned:
The Board of Estimate requested that the Board of Transportation evaluate a spur of the IRT Pelham Line to Throggs Neck in the Bronx.
1954
The Board of Estimate accepted the following items into its 1954 budget from the New York City Transit Authority:
In March 1954, the Transit Authority issued a $658,000,000 construction program including the following projects:
In 1954, Regional Plan Association advocated for an extension of the BMT Canarsie Line from Eighth Avenue to Jersey City under the Hudson River. The tunnel under the Hudson would have cost $40,000,000. The extension would have provided access to commuter railroads in New Jersey as most lines converged there, and the lines that didn't would be rerouted to stop there. The RPA also suggested having a parking lot there for access from the Pulaski Skyway and the New Jersey Turnpike. It was suggested that either the New York City Transit Authority, the Port Authority of New York and New Jersey or the Bi-State Metropolitan Rapid Transit Commission would do the construction.
1961
John T. Clancy, a Democrat running for reelection Queens Borough President in 1961 proposed third tracking the BMT Jamaica Elevated Line to provide express service, and reactivating the Rockaway Beach Branch from Rego Park to Liberty Avenue.
1962–1963
On July 17, 1962, the NYCTA announced that it had asked the city for money to build a $190,000,000 high-speed, non-stop subway line from Midtown to the Bronx. The line would have only operated during rush hours. It was estimated that if the funds were given to the project, it would be completed in 1970. The line would be a two-track line running from 59th Street between Fifth and Seventh Avenues to the Bronx, running under Central Park. Running non-stop for 6.5 miles, it would have been the longest continuous run in the subway system. The line, on its southern end, would connect to the BMT Broadway Line at Seventh Avenue near 59th Street and to the IND Sixth Avenue Line near 58th Street and Sixth Avenue. The line would then run through a deep tunnel under Central Park until 110th Street. There would be provisions for a future crosstown line under 76th Street to Queens. The line would then turn east and run along Madison Avenue to 138th Street. One branch would connect to the express track of the IRT Pelham Line, which would be converted to accommodate larger B Division trains. In the morning rush hour, trains from Pelham Park would only make express stops. A new stop would be built at 138th Street and Grand Concourse where transfers would have been available to the IRT White Plains Road and IRT Jerome Avenue Line trains. The second branch would continue under the Grand Concourse until 161st Street where it would connect to the IND Concourse Line at 161st Street. This connection would allow for the diversion of Concourse Line express trains onto the new line, allowing for the addition of an equal number of trains to the Washington Heights express service and provide relief to that line. The construction of this line was viewed as necessary to relieve the IRT Lexington Avenue Line.
In February 1963, the New York City Transit Authority issued a preliminary proposal for rapid transit expansion in the borough of Queens. The plan incorporated the plan for the non-stop line under Central Park. It proposed the following routes:
The Citizen's Budget Commission proposed a one track tunnel from Queens Plaza under the East River in the vicinity of 61st Street, and would connect to the IND Sixth Avenue Line at 59st Street. This would allow additional Queens Express service in the peak direction.
In May 1963, the City Planning Commission proposed the following in response to the NYCTA's proposal:
Proposed lines
Similar plans were made by the New York City Transit Authority in 1968. They included:
Completed lines
The Archer Avenue Lines are two lines, split between the BMT and IND, mostly running under Archer Avenue in the Jamaica neighborhood of Queens. Conceived as part of these 1968 expansion plans, they opened on December 11, 1988. There are stub-end tunnels east of the line's northern terminus, Jamaica Center–Parsons/Archer, on both levels, which extend past the station for possible future extensions.
The 63rd Street Lines are two lines also split between the BMT and IND. The short BMT line connects the express tracks of the BMT Broadway Line from 57th Street–Seventh Avenue to Lexington Avenue–63rd Street, where it runs though to the Second Avenue subway. The IND line runs from the IND Sixth Avenue Line at 57th Street in Manhattan east under 63rd Street and the East River through the 63rd Street Tunnel to the IND Queens Boulevard Line in Queens. There are stub-end tunnels at the northern termini of each line; the BMT line has a stub end to the Second Avenue Subway, while the IND line has a stub-end to the Queens super-express bypass.
1986
In 1986, the Regional Plan Association suggested extending the IRT Flushing Line across the Hudson River to the Meadowlands Sports Complex in East Rutherford, New Jersey.
In 1986, the MTA issued a study on expanding transit options on the west side of Manhattan. It was proposed to use the West Side Rail Line viaduct (today's High Line), and various means of transportation were proposed, including monorail, passenger rail trains, or subway trains. It also proposed to extend the IRT Flushing or BMT Canarsie Lines (7 <7> and L, respectively).
1990
In 1990, the MTA proposed a rail line connecting LaGuardia Airport and John F. Kennedy International Airport. The line would have operated over the Grand Central Parkway and the Van Wyck Expressway. There would be stations at Shea Stadium and Jamaica. The system was proposed to cost $2 billion. The MTA estimated that the rail link would take 30 minutes from Kennedy to LaGuardia, and the frequency of service would initially be every 15 minutes. There would be a two-track alignment with one track for each direction, as well as at least two trains heading in each direction at all times. If the link were built, the average travel time from Manhattan to Kennedy would have been about 45 minutes using the Long Island Rail Road, including transfers. To LaGuardia, the average travel time from the Grand Central station using the IRT Flushing Line would be 47 minutes.
1998–99
In 1998, an extension of the BMT Astoria Line to LaGuardia Airport was planned, but the plan was canceled in 2003 following community opposition.
In 1999, the Regional Plan Association considered a full-length Second Avenue Subway from Broad Street to 125th Street, along with the LIRR East Side Access. It also planned the following extensions:
The new set of extensions proposed by the RPA, dubbed "MetroLink", would make use of existing commuter rail infrastructure, so as to make it interoperable with the New York City Subway. Nine hundred and fifty "Rx" hybrid railcars would be ordered, with yard expansions and new yards being built. MetroLink, consisting of 31 new metro stations (not counting three recycled commuter rail stations) and 19 new route‑miles of track (31 km) (not including existing commuter rail and then-under construction AirTrain JFK route miles) would have reduced the load on the IRT Lexington Avenue Line, the IRT Broadway–Seventh Avenue Line, and the IND Queens Boulevard Line. Two of these stations would be in Brooklyn, three in Queens, nine in the Bronx, and twenty in Manhattan. Five services would be run:
- The Co-op City–Second Avenue–Broadway–Whitehall Street service
- The 125th Street–Second Avenue–Atlantic Terminal Bypass–Jamaica Center service
- The Grand Central–Second Avenue–Atlantic Terminal Bypass–JFK Airport service
- The Grand Central–Second Avenue–Fourth Avenue–West End Line to Coney Island service
- The Laurelton–Jamaica Center–Queens Bypass–Second Avenue–Lower East Side–Culver Express to Avenue X service
Stations would have been located at:
The AirTrain JFK, Atlantic Branch, Main Line ROW, and Northeast Corridor would all be "recycled" to accommodate subway service under this plan. The Nostrand Avenue and East New York LIRR stations would also have been closed under MetroLink.
21st-century expansion
Since the 2000s, the New York City Subway has undergone its biggest expansion program since the late 1960s. There are least four stations under construction (five if the South Ferry station—built in 2009 but currently under reconstruction due to Hurricane Sandy—is counted) and up to 15 more subway stations definitively planned. Still, the 21st-century expansion plan pales in comparison to some of the subway system's other previous plans, as well as to the ambitious expansion of the subway in the early 20th century.
South Ferry
In mid-2005, construction commenced on the new South Ferry–Whitehall Street station on the IRT Broadway–Seventh Avenue Line, which is located underneath an older loop-platformed station of the same name in South Ferry, Manhattan. It is designed as an ADA-accessible, two-track terminal, which allows all ten cars of the train to platform and all doors to be opened, as opposed to only the first five cars in the old station.
Originally budgeted at $400 million, the new South Ferry station cost a total of $530 million, with most of the money being a grant from the Federal Transit Administration earmarked for World Trade Center reconstruction. In January 2009, the opening was delayed because the tracks were too far from the edge of the platform. The problem was corrected and the station opened on March 16, 2009, with a new free transfer to between the 1 and the N, R and W trains at the older Whitehall Street station. It was the first new subway station completed since 1989 when the IND 63rd Street Line stations opened.
On October 29, 2012, the South Ferry station suffered extensive flooding damage caused by Hurricane Sandy. Salt water filled the station from the track level all the way up to the station mezzanine, turning the station into a "large fish tank", as former MTA chairman Joseph Lhota described it. As a result, this section of the complex was closed until further notice. The station is expected to reopen in spring 2017 after renovations, signal room relocations, and extensive waterproofing work costing $600 million. While the signal room itself could be delayed until 2019, the bid process for the contractor had started in early 2014 and was awarded in December 2014. Currently, the station is undergoing extensive reconstruction and restoration. On April 4, 2013, the old South Ferry station was reopened in order to provide service for South Ferry and was connected to Whitehall Street to keep the free transfer.
7 Subway Extension
The 7 Subway Extension — Hudson Yards Rezoning and Development Program is the plan to extend the IRT Flushing Line, which carries the 7 local and <7> express services, further westward into Manhattan. The extension stretches a total of 1 mile (1.6 km) from its current terminus at Times Square to a new western terminus at 34th Street and 11th Avenue. However, the tunnels are actually 1.5 miles (2.4 km) long. A second station at 10th Avenue – 41st Street was dropped from the plans in October 2007, but could be restored if funding can be found. The extension's opening had been delayed to June 2014, with the rest of the 34th Street station to open at the end of 2015. Michael Horodniceanu, chief of MTA Construction Company, told The New York Times that complications in the installation of the inclined elevator would likely cause a further delay of about three months, bringing the opening date to very late summer or early fall of 2014. Further complications in February 2014 brought the projected date of the opening to November 2014, then to February 2015, then spring 2015, and finally to summer 2015. The station opened on September 13, 2015.
Second Avenue Subway
The Second Avenue Subway, having been repeatedly delayed and shaved back from a six-track combined local/express line to a two-track superexpress line since 1919 (with occasional construction between 1972 and 1976), was launched in 2007. A tunnelling contract was awarded to the consortium of Schiavone/Shea/Skanska (S3) by the Metropolitan Transportation Authority (MTA) on March 20, 2007. This followed preliminary engineering and a final tunnel design completed by a joint venture between AECOM and Arup. Parsons Brinckerhoff is the Construction Manager of the project. This contract, and the full funding grant agreement with the Federal Transit Administration, which was received in November 2007, is for Phase I of the project, a new line between the existing 63rd Street Line and 96th Street and Second Avenue. The total cost of the 8.5-mile (13.7 km) line is expected to top $17 billion.
A ceremonial ground-breaking for the Second Avenue Subway was held on April 12, 2007; the contractor prepared the initial construction site at 96th Street on April 23, 2007. A tunnel boring machine (TBM) was originally expected to arrive six to eight months after construction began, but the utility relocation and excavation required to create its "launch box" delayed its deployment until May 2010. On May 14, 2010, MTA's contractors completed the TBM installation and turned it on. On March 28, 2011, S3, having completed the west tunnel to 65th Street, began drilling for the east tunnel. The TBM completed its run to the 63rd Street station's bellmouth on September 22, 2011.
Phase I, consisting of two miles (3.2 km) of tunnel and three stations, was opened on January 1, 2017. It cost $4.45 billion. A 1.5-mile (2.4 km), $6 billion second phase is in planning and is expected to open by 2027–2029.
Triboro RX
A proposal for the LIRR Bay Ridge Branch would have the New York City Subway use the tracks to link Brooklyn, Queens, and the Bronx via the Hell Gate Bridge. In 1996, the Regional Plan Association conducted a study to determine the feasibility of the rail link. Based on Paris's RER commuter rail system, the Triboro RX proposal will create a loop around the city. It was first proposed by the Regional Plan Association in 1996, and has been denounced as disastrous by some. The original proposal would have terminated at Yankee Stadium. The proposed line, discussion of which was revived in 2012, would connect to all non-shuttle subway services at 12 stations. The line in this proposal would have terminated at Hunts Point. The line was brought back in the 2015 report "The Overlooked Boroughs" by the Regional Plan Association. The line would be 24 miles (39 km) long and would consist of 22 stations, would cost $1 billion and is projected to have more than 100,000 daily riders.
Obstacles for the proposal include the proposed Cross-Harbor Rail Tunnel, the lack of electrification on the line, and the single-tracking in some parts of the line. The current iteration of the plan would have its northern terminus be Co-Op City South using the Hells Gate Branch. The LIRR Bay Ridge Branch and the New York Connecting Railroad have freight operating along them, and are regulated by the Federal Railroad Administration (FRA). FRA rules require a certain distance between freight and passenger trains that share rights-of-way, and as a result it is uncertain whether the right-of-way is wide enough or if more durable train cars are needed to be able to share the same tracks. The RPA's 2015 plan considered having FRA compliant light rail vehicles run over the line. In addition to providing transfer opportunities, the line would provide transit access to areas without it in Glendale and Middle Village in Queens, and in Flatlands and Canarsie in Brooklyn.
Rockaway Line
The Long Island Rail Road (LIRR) abandoned the Rockaway Beach Branch in 1962, and ever since it has been sought after for reactivation for train service. The line hasn't been reactivated due to local opposition, specifically the homeowners who live along the right-of-way. One group wants the line's reactivation for transit service. A second group would use the right-of-way as a linear park, known as the Queensway, a proposal trying to capitalize off of the success of the High Line in Manhattan. The final group involving homeowners would have nothing done, keeping the line as is. Most plans call for the line to be used for subway service, with the line being connected to the south with the IND Rockaway Line. Talks of reactivating the line were publicly endorsed in February 2012 by Assemblymen Phillip Goldfeder and Michael G. Miller. Goldfeder commented "The commute for people here is only going to go from bad to worse. You can’t talk about a convention center without talking about transportation." Goldfeder and Miller said they are not opposed to turning sections of the line into a park, but said people who live in the Rockaways, Ozone Park and other areas have no quick or easy way to get into Manhattan. The Genting Group, which operates Resorts World casino and have been asked to construct the convention center, are evaluating several plans to increase transportation access. Genting is committed to paying for part of the transportation improvements. Advocates of the Queensway, a proposed public park along the branch's route, are against resumption of rail service, stating that current bus service fills current transportation needs in the area. Congressmen Hakeem Jeffries and Gregory Meeks added their support for the project in March 2013. Both representatives will push to allocate federal transportation subsidies to study a plan for restored passenger service.
The line would cost $1 billion, if build in its full length with a connection to the IND Queens Boulevard Line, and would stretch across 3.5 miles (5.6 km), providing connections to several subway services as well as the LIRR. Another possible option would have Long Island Rail Road service restored with service to seven stations along the right-of-way, with service ending in Howard Beach. The line would serve upwards of 250,000 passengers per day and would provide access to JFK Airport from Midtown Manhattan. In February 2015, the Regional Plan Association suggested having some F trains, after running through the 63rd Street Tunnel, be rerouted to operate over the Lower Montauk Branch of the LIRR running through underserved Maspeth and Glendale and then meeting up with the Rockaway Beach Branch in Rego Park.
LaGuardia Airport extension
The BMT Astoria Line extension to LaGuardia Airport has been suggested as part of LaGuardia's long-range expansion/renovation plan. Currently, no New York City Subway routes service the airport directly, but provisions for a subway connection are part of a 2014 long range rebuilding plan by the MTA. The New York Daily News' editorial board came out in support of this extension on February 21, 2017, detailing why this route is superior to Governor Andrew Cuomo's plan for an AirTrain from LaGuardia to Willets Point.
Utica Avenue and Nostrand Avenue lines to Kings Plaza
In April 2015, New York City mayor Bill de Blasio announced a new plan for building a subway line under Utica Avenue in Brooklyn. Previous plans, most recently the Program for Action, had provisions for such a line. It would branch off from the IRT Eastern Parkway Line (2 3 4 5 trains) at Crown Heights–Utica Avenue. The new line being proposed is part of de Blasio's "One New York" plan which aims to improve transit, reduce emissions, and fight poverty. If built, the line would go to Flatbush Avenue, near Kings Plaza. However, since the Metropolitan Transportation Authority had budget shortages as of April 2015, it is unclear how the line would be funded or built. The MTA Board allocated $7 million for a feasibility study for this proposal in the 2015-19 Capital Plan.
In August 2016, it was reported that the MTA was looking into an extension of the IRT Nostrand Avenue Line along Flatbush Avenue to Marine Park, which would allow trains to serve Kings Plaza. Both the Utica Avenue and Nostrand Avenue proposals for extensions to Kings Plaza have been proposed since the 1910s.