The 2nd Av Subway planned in 1947 would have tied together existing lines in the Bronx, Brooklyn, and new lines in Queens. But going forward it is becoming increasingly clear that the division between city and state needs is now starting to have long term consequences when it comes to 2nd Av and the future of transit in NYC. This was a political decision and ultimately a wise one as it has had a direct positive impact on subway crowding already. Phase 1 of 2nd Av was designed so that it could directly connect to the existing system, rather than an entire separate line, and show the city that it could actually be built. Conceptual track map of Phase 1 and 2 of 2nd Ave Subway. Since then the MTA has been focused more on maintaining the crumbling system rather than expanding it. When the MTA was created in 1968 it was a state agency so their onus for city planning was reduced. When the New York City Transit Authority ran the subways before 1968 it was part of the city and beholden to the Mayor which meant there was more pressure to expand to serve new areas. The MTA cannot be totally faulted for this mentality, after all they are primarily in the business of running trains, not urban planning, and their primary concern is dealing with existing congestion so trains run smoother and safer. Their mentality is that the crowding on the Lexington Av Line is worst along the Upper East Side and that south of 63rd St there are more options for riders and less need for a new trunk line. What may come as a shock to riders is that the MTA does not actually see the last two phases as a priority. The same cannot be said for Phases 3 and 4. While cost is on everyone’s mind there is at least momentum to get Phase 2 built. Should Phase 2 actually cost what it is projected it would be the most expensive subway line in the world out shining the current champion, Phase 1 of 2nd Av. Even with the reuse of the existing tunnels the current price tag is around $6 billion which has given many pause since Phase 1, which did included new tunnels, clocked in at $4.5 billion. North of 120th St the line will make a broad curve west under 125th St (supposedly with provisions for an extension north to the Bronx) and will terminate at a station several stories below the existing 125th St Station on the Lexington Av Line and an exit connecting to the elevated Metro-North station at Park Ave. The 1970s plan, oddly, did not include a station at 116th St but instead had space for a third track for layups and maintenance this space is now being planned for an infill station at 116th St. Phase 2 also will reuse the original tunnels built in the 1970s from 96th St north to 120th St. Currently engineering work is being done along with utility relocation for Phase 2. Planning for Phase 2, from 96th St/2nd Av to 125th St/Lexington Av has begun but construction isn’t planned to start until after 2019 because funding was cut by Governor Andrew Cuomo from the 2015-2019 budget. Proposed design for 125th St Station in Phase 2 of 2nd Ave. But after the euphoria died down and commuters began to adjust to the new line the inevitable question of “what’s next” came up. The Great White Whale of New York transit lore had finally been bested and we were lost in the moment, celebrating the fact that the city had fulfilled a promise nearly 90 years old. Jaded New Yorkers, exhausted by nearly a decade of construction work, made their way down through the new stations to marvel at the accomplishment. On Decemthe first phase of the long awaited 2nd Ave Subway opened from 63rd St/Lexington Av to 96th St/2nd Av. We are designing the world’s most expensive subway and it won’t help most New Yorkers.
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