72nd Street (Second Avenue Subway)

Not to be confused with 72nd Street (IRT Second Avenue Line).

72nd Street
under construction
Future New York City Subway rapid transit station

Station construction in September 2015
Station statistics
Address 72nd Street & Second Avenue
New York, NY 10021
Borough Manhattan
Locale Upper East Side, Lenox Hill
Coordinates 40°46′7.72″N 73°57′30.37″W / 40.7688111°N 73.9584361°W / 40.7688111; -73.9584361Coordinates: 40°46′7.72″N 73°57′30.37″W / 40.7688111°N 73.9584361°W / 40.7688111; -73.9584361
Division B (IND)
Line       IND Second Avenue Line
Services under construction
Transit connections NYCT Bus: M15 (SB), M72
Structure Underground
Platforms 1 island platform
Tracks 2
Other information
Opened December 30, 2016 (2016-12-30)[1][2][3] (Planned)
Accessible
Station succession
Next north 86th Street: under construction
Next south Lexington Avenue–63rd Street: no regular service

72nd Street is an under construction station on the first phase of the Second Avenue Line of the New York City Subway. Located at the intersection of Second Avenue and 72nd Street on the Upper East Side, it is expected to open on December 30, 2016, with the Q train providing full-time service, as well as some N service during rush hours. However, due to unscheduled planning of the station, the station could remain under construction, even after the due date. People have been proposing that the station could be a "bypass station" until construction on the station is complete. This means that Q (New York City Subway service) trains will not stop at the station and instead bypass it, which the MTA has not determined yet. This is the southernmost station on the first phase of the Second Avenue Line; south of this station, the BMT 63rd Street Line diverges to the west, towards the Lexington Avenue–63rd Street station.

Station layout

G Street level Exits/Entrances
B1 Upper Mezzanine Fare control, station agent, MetroCard vending machines
Escalators, elevator, and stairs to Exits/Entrances and lower mezzanine
(Elevators inside building at SE corner of Second Avenue and 72nd Street. Note: Not in service)
B2 Lower Mezzanine Staircases and elevators to platforms
B3
Platform level 		Southbound ← ( rush hours) (under construction) toward Coney Island–Stillwell Avenue (Lexington Avenue–63rd Street)
Island platform, not in service
Northbound → ( rush hours) (under construction) toward 96th Street (86th Street) →
Platform level with recess in ceiling for future staircases
View of tunnels at the end of the station cavern

The 72nd Street station will be served by the Q train at all times, and some N trains during rush hours.[1][2][3][4][5][6] It has two tracks and an island platform.[7] The station is built so that it is more wide open than most other underground subway stations in the system, like other Second Avenue Subway stations but unlike existing New York City Subway stations.[8][9] Due to its openness, the station was likened to a Washington Metro station by Dr. Michael Horodniceanu, President of MTA Capital Construction.[10] The platform is approximately 99 feet (30 m) below ground.[11] The platform for the 72nd Street station, like the other Second Avenue Subway stations, is 27.8 feet (8.5 m) wide.[12]

The station will have air-cooling systems to make it at least 10 °F (6 °C) cooler than other subway stations during the summer.[13] This will require the station to have large ventilation and ancillary buildings, rather than traditional subway grates.[14] The station will also be compliant with current fire codes, whereas most existing stations are not.[15] Additionally, the station will be waterproofed with concrete liners and fully drained.[9]

Track layout

Track layout
Legend
to 86 St
Future Phase 3
to Lex Av–63 St

The 72nd Street station was conceived as a three-track station with two island platforms,[16] but prior to construction was reduced to a two-track, one-island platform station, due to the high cost of building a three-track, two-platform station.[17][18] Additionally, the station's width was shaved back from 100 feet (30 m) to 70 feet (21 m).[17]

Diamond crossovers will be located in the cavern both north and south of the station, with a flying junction to the BMT 63rd Street Line via tracks G3 and G4 just south of the southern crossover.[9][18][19][20] The station cavern, which includes both crossovers, is 1,300 feet (400 m) long.[9] South of this station there are provisions for the Second Avenue Subway to continue further south via Second Avenue.[20] The tracks would pass over track G4, which connects the BMT 63rd Street Line to the uptown Second Avenue Subway track, track S2.[19]

Artwork

Station artwork will be the artwork "Perfect Strangers" by artist and photographer Vik Muniz.[21][22] In February 2014, Muniz was chosen in a MTA Arts for Transit competition with more than 100 entrants.[23]

Entrances, exits, and ancillary buildings

Muck house

The current station layout includes 3 numbered entrance and exit sites, all of which are under construction;[9] this includes 11 escalators in addition to 5 elevators.[24][25] Also under construction are two ancillary buildings that will contain station equipment.[26] One building at the northwest corner of Second Avenue and 72nd Street will contain both ancillary equipment and a station entrance.[27]

The entrances and exits will be located at:

Location Exit Type Number of exits
Entrance 1
NE corner of Second Avenue and 69th Street		 Staircase
Escalator		 2
Entrance 2 (at Ancillary 2)
Building, NW corner of Second Avenue and 72nd Street		 Staircase
Escalator 		1
Entrance 3
SE corner of Second Avenue and 72nd Street		 Elevator 1 bank of 5 elevators

The two ancillary buildings will be located at:

In August 2008, some area residents filed a lawsuit in opposition to a proposed entrance at 72nd Street between First and Second Avenues, in front of a residential building, prompting the MTA to move the subway entrance to the southeast corner of Second Avenue and 72nd Street.[29][30] In 2013, the MTA filed to change the location of Entrance 1, moving it onto from the sidewalk, away from its original proposed location inside 301 East 69th Street. This was because designs for entrances inside the building failed to both satisfy the building's residents as well as meet the MTA's engineering requirements. With the New York City Department of Transportation planning a bike lane along the east side of Second Avenue after construction is finished, the MTA could widen the sidewalk to make room for the entrances without ultimately disrupting traffic flow.[31][32]

History

Completed station cavern
Waterproofing work
Arch form work

Background

The Second Avenue Line was originally proposed in 1919 as part of a massive expansion of what would become the Independent Subway System (IND).[33][34]:203 Work on the line never commenced, as the Great Depression crushed the economy.[35] Numerous plans for the Second Avenue Subway appeared throughout the 20th century, but these were usually deferred due to lack of funds. In anticipation of the never-built new subway line, the Second and Third Avenue elevated lines were demolished in 1942 and 1955, respectively.[36][37] The Second Avenue Elevated had one station at 72nd Street and Second Avenue—right above the same intersection where the under-construction subway station is located[38]—while the Third Avenue Elevated had two nearby stops on nearby Third Avenue at 67th Street and 76th Street.[39]

Planning

As part of the New York City Transit Authority's 1968 Program for Action, the construction of the full-length Second Avenue Subway was proposed. It was to be built in two phases—the first phase from 126th to 34th Streets, the second phase from 34th to Whitehall Streets.[40][41] The line's planned stops in Manhattan, spaced farther apart than those on existing subway lines, proved controversial; the Second Avenue line was criticized as a "rich man's express, circumventing the Lower East Side with its complexes of high-rise low- and middle-income housing and slums in favor of a silk stocking route.”[34]:218 People protested for almost a year over the lack of stations at 72nd Street, and a stop at Lenox Hill (72nd Street[42]) station was added in October 1970.[34]:220

In 1999, the Regional Plan Association considered a full-length Second Avenue Subway, which included 72nd Street as one of its planned 31 stations.[43] The entrances to 72nd Street station were to be located at 70th, 72nd, and 74th Streets.[43] The final environmental impact statement was released for the station in April 2004.[44] The initial design of the 72nd Street station lasted about eight years, between 1999 and 2007.[9]

In November 2007, Mary Peters, the United States Secretary of Transportation, announced that the Second Avenue Subway would receive $1.3 billion in federal funding for the project's first phase, to be funded over a seven-year period.[45] However, due to cost increases for construction materials and diesel fuel affecting the prices of contracts not yet signed, the MTA announced in June 2008 that certain features of the Second Avenue Subway would be simplified to save money. One set of changes, which significantly reduces the footprint of the subway in the vicinity of 72nd Street, is the alteration of the 72nd Street Station from a three-track, two-platform design to a two-track, single island platform design, paired with a simplification of the connection to the Broadway Line spur.[46][47] Supplemental environmental impact studies covering the changes for the proposed 72nd Street station was completed in June 2009.[48][49][50]

Construction

In March 2007, the Second Avenue Subway was revived.[7][51][52] The line's first phase, the "first major expansion" to the New York City Subway in more than a half-century,[53] included three stations in total (at 72nd, 86th, and 96th Streets), which collectively cost $4.45 to $4.5 billion.[54][55] Its construction site was designated as being from 105th Street and Second Avenue to 63rd Street and Third Avenue.[56] The MTA awarded a $337 million contract—one that included constructing the tunnels between 92nd and 63rd Streets, building a launch box for the tunnel boring machine (TBM) at 92nd to 95th Streets, and erecting access shafts at 69th and 72nd Streets—to Schiavone Construction, Skanska USA Civil, and J.F. Shea Construction.[57]

On June 5, 2009, an apartment building at 1772 Second Avenue was evacuated by the NYC Department of Buildings (DOB) after it was determined that the building was in danger of collapse.[58] The evacuation of the building, as well as a mixed use building at 1768 Second Avenue/301 East 92nd Street on June 29, 2009,[59] had delayed the contractor's plan to use controlled blasting to remove bedrock in the southern section of the launch box.[60] Until the blasting permits could be issued, MTA required contractors to use mechanical equipment to remove the bedrock, which is slower than blasting out the rock.[61] As of October 2009, one building had been shored up, and work was in progress on the second; MTA had rescheduled blasting to begin during the week of November 2.[62]

In May 2010, a tunnel boring machine beginning at 92nd Street started to dig down Second Avenue through the 72nd Street area, to 63rd Street and Lexington Avenue.[63][64]

On October 1, 2010, MTA awarded a $431 million contract to SSK Constructors (a joint venture) for the mining of the tunnels connecting the 72nd Street station to the existing 63rd Street station, and for the excavation and heavy civil structures of the 72nd Street Station.[65] Construction was to be done through two shafts at 69th and 72nd Streets, the locations of the future entrances; shaft sinking work was started in late 2010. Projected completion of the contract was estimated at November 2013.[9] The rock around the area is mostly Manhattan schist, and was generally considered to be a stable location for blasting,[9] so blasting for the station commenced on January 18, 2011.[66]

On August 8, 2012, a controlled blast at 72nd Street caused rocks to fly over the station site.[67] Nearly two weeks later, on August 21, 2012, an uncontrolled blast for the Second Avenue Subway station at 72nd Street was done incorrectly,[68] causing a large explosion that sent debris into the air and broke windows of buildings in the area and damaged nearby sidewalks.[67][69][70][71]

Cavern drilling was finished in August 2012;[72] however, blasting for the station entrances was not completed until February 28, 2013.[73][74] A muck house to remove mud from the tunnels, which was erected in August 2011,[75] started demolition in April 2013[76] and was fully dismantled by October 2013.[77] By January 2013, almost 96.3% of excavation was completed, with 177,873 cubic yards (135,994 m3) of dirt excavated from the station; waterproofing was also being done in the station and the tunnels south of it.[78][79] The contract for the station's finishing touches, including the electrical, plumbing, track, and signal systems, as well as entrances and exits, was awarded to Judlau Contracting at a price of $258 million in February 2013.[80] As of May 12, 2014, the mezzanine level of the station was completed and being used to store equipment.[81] In September, the station's size was gauged by Gothamist to be so large that "55,000 elephants could fit" within the enormous cavern.[82]

The station's ancillaries at 72nd and 69th Street were planned to be completed in winter 2014-2015,[25] but by October 2016, the finishing touches on the ancillaries were still being applied.[83] The station's mezzanine, plumbing, electricity and machinery were originally scheduled to be finished in fall 2015,[25][84] but the estimated completion date was pushed back to September 2016[85][86] and then later to simply the "fall of 2016".[83]

As of April 2015, the station was 56% complete,[87] and as of October 2016, the station was 92% complete.[83] The station is planned to open on December 30, 2016.[1][2][3] However, in July 2016, it was reported that the station's opening could be delayed because the station's elevator had not been delivered and because the communication systems at the station had yet to be finished.[88] The elevators and communication systems still needed to be finished by October 2016, and it is possible that the station's opening could be delayed. With the station being delayed, the possibility of opening the other two stations of the line in December but skipping this station is being considered.[89]

Phase Three

Future junction between Phase 1, future Phase 3, and the 63rd Street Connector

Once construction on Phase 2 of the Second Avenue Subway, which runs from 105th Street to 125th Street and Lexington Avenue, is completed, it is expected that construction will then take place on Phase 3. Phase 3 would extend the Second Avenue Subway south from the provisions for the line to continue further south on Second Avenue. The tracks would diverge from the tracks that continue to the BMT 63rd Street Line running south on Second Avenue. The line would continue down Second Avenue to Houston Street, where the third phase would end. However, no funding has been committed to this phase.[90] After Phase 3, a new T service[91] will operate from 125th Street to Houston Street.[92]

An additional two-track connection, tracks ST-1 and ST-2, is planned between the line toward Lower Manhattan (around 63rd Street) and the IND 63rd Street Line toward Queens using existing bellmouths that are at 63rd Street and First Avenue.[19] Current plans do not call for it to be used by regular service, but instead to be used for non-revenue moves, and to provide a connection to the Jamaica Yard maintenance depot.[93][94] The connection would allow for trains to run from the Financial District to Queens is the capacity of the IND Queens Boulevard Line was increased, or if the Queens Bypass was built.[95]

Effects

Business had declined during the construction and blasting of the station, with many storefronts losing business and some even being forced to close.[75][96][97][98] However, starting in 2013, construction of the station has caused the value of real estate in the area to start to rise.[75][99] Although the surrounding area's real estate prices had been declining since the 1990s, there had been increases in the purchases and leases of residential units around the area, causing real estate prices to rise again.[100] On the Upper East Side, prices of real estate west of Third Avenue had historically been higher than prices east of there, but due to the subway's construction, prices of real estate east of the avenue had risen dramatically since the station's construction started.[101]

References

  1. 1 2 3 Second Avenue Subway
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  3. 1 2 3 "Fewer Than 1,000 Days to Go!". The Launch Box.
  4. ↑ "SUB-DIVISION B TRAIN OPERATOR/CONDUCTOR ROAD & NON-ROAD WORK PROGRAMS IN EFFECT: NOVEMBER 6, 2016" (PDF). progressiveaction.info. New York City Transit. July 29, 2016. Retrieved August 19, 2016.
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  74. 1 2 3 "Shops along Second Ave. subway line construction sites want big bucks in 2014". New York: NY Daily News. January 7, 2014. Retrieved May 5, 2014.
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  88. ↑ Fitzsimmons, Emma G. (2016-10-24). "After Almost a Century, the 2nd Avenue Subway Is Oh-So-Close to Arriving". The New York Times. ISSN 0362-4331. Retrieved 2016-10-27.
  89. ↑ Donohue, Pete (January 20, 2013). "Second Ave. subway on track to open in 2016: MTA". Daily News. New York. Retrieved March 25, 2013.
  90. ↑ Hirschman, David (August 2008). "The T Train: NYC Will Get Its First New Subway Line in 70 Years". Wired (Aug '08): 36. Archived from the original on July 25, 2008. Retrieved April 8, 2014. The old (1960s) T service was also called the West End train. The reference was to Brooklyn. By contrast, the new T service will serve the East Side of Manhattan, and 'will unite the Upper and Lower East Sides.'
  91. ↑ "Making the Case" (PDF). Federal Transit Administration. August 20, 2004. Archived from the original (PDF) on February 27, 2013. Retrieved April 10, 2014.
  92. ↑ "Final Summary Report" (PDF). Metropolitan Transportation Authority. October 11, 2001. Retrieved April 10, 2014.
  93. ↑ "Making the Case" (PDF). Federal Transit Administration. August 20, 2004. Archived from the original (PDF) on February 27, 2013. Retrieved April 10, 2014.
  94. ↑ "Second Avenue Subway Final Environmental Impact Statement (FEIS), May 2004 Appendix B Development of Alternatives" (PDF). mta.info. Metropolitan Transportation Authority. May 2004. Retrieved August 7, 2016.
  95. ↑ Schlossberg, Tatiana (2 October 2014). "Promise of New Subways Has West Siders Excited and East Siders Skeptical". The New York Times. Retrieved 26 October 2014.
  96. ↑ "Second Avenue subway will have a stop at 72nd St. in Upper East Side - am New York". Amny.com. Retrieved May 14, 2014.
  97. ↑ Berger, Joseph (October 5, 2010). "Subway Work on 2nd Avenue Hobbles Stores". The New York Times. Retrieved May 14, 2014.
  98. ↑ "Landlords dig Second Ave. subway | Crain's New York Business". Crainsnewyork.com. February 24, 2014. Retrieved May 14, 2014.
  99. ↑ Hughes, C.J. (2016-04-08). "Yorkville Bets on the Second Avenue Subway". The New York Times. Retrieved 2016-04-13.
  100. ↑ Acitelli, Tom (March 1, 2014). "Upper East Side sees boost from Second Avenue subway progress". The Real Deal. Retrieved May 13, 2014.

Further reading

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