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Technology of the New York City Subway

January 01, 1970

Since the late 20th century, the Metropolitan Transportation Authority has started several projects to maintain and improve the New York City Subway. Some of these projects, such as subway line automation, proposed platform screen doors, the FASTRACK maintenance program, and infrastructural improvements proposed in 2015–2019 Capital Program, contribute toward improving the system's efficiency. Others, such as train-arrival "countdown clocks", "Help Point" station intercoms, "On the Go! Travel Station" passenger kiosks, wireless and cellular network connections in stations, MetroCard fare payment alternatives, and digital ads, are meant to benefit individual passengers. Yet others, including the various methods of subway construction, do not directly impact the passenger interface, but are used to make subway operations efficient.

53rd Street, an "enhanced" subway station

In the mid-1990s, it started converting the BMT Canarsie Line to use communications-based train control, using a moving block signal system that allowed more trains to use the tracks and thus increasing passenger capacity. After the Canarsie Line tests were successful, the MTA expanded the automation program in the 2000s and 2010s to include other lines. This led to a 2017 proposal to install platform screen doors in one Canarsie Line station. Additionally, as part of another program called FASTRACK, the MTA started closing certain lines during weekday nights in 2012, with each of the lines closing overnight for a week in order to allow workers to clean these lines without being hindered by train movements. The program was expanded beyond Manhattan the next year after observing the increased efficiency of the FASTRACK program compared to previous service diversions. In 2015, the MTA announced a wide-ranging improvement program as part of the 2015–2019 Capital Program. Thirty stations would be extensively rebuilt under the Enhanced Station Initiative, and new R211 subway cars would be able to fit more passengers.

The MTA has also started some projects to improve passenger amenities. It added train arrival "countdown clocks" to most A Division (numbered route) stations and the BMT Canarsie Line (L train) by late 2011, allowing passengers on these routes to see train arrival times using real-time data. A similar countdown-clock project for the B Division (lettered routes) and the IRT Flushing Line was deferred until 2016, when a new Bluetooth-based clock system was tested successfully. Beginning in 2011, the MTA installed "Help Point" to aid with emergency calls or station agent assistance, in all stations. Interactive touchscreen kiosks, which give station advisories, itineraries, and timetables, were installed starting in 2011. Cellular phone and wireless data in stations, first installed in 2011 as part of a pilot program, was expanded systemwide due to positive passenger feedback. Additionally, credit-card trials at several subway stations in 2006 and 2010 led to proposals for OMNY, a contactless payment system to replace the aging MetroCard system used to pay fares on MTA-operated transportation. Finally, in 2017, the MTA started installing digital advertisements in trains and stations.

Construction methods edit

 
Cross-section of the first subway
 
For the first IRT subway line, pictured at 59th Street – Columbus Circle, cut-and-cover was used as a form of construction.
 
Recent projects, like the extension of the IRT Flushing Line (pictured) use tunnel boring machines to build the subway tunnels.

When the IRT subway debuted in 1904,[1][2] the typical tunnel construction method was cut-and-cover.[3][4] The street was torn up to dig the tunnel below before being rebuilt from above.[3][4] Traffic on the street above would be interrupted due to the digging up of the street.[5] Temporary steel and wooden bridges carried surface traffic above the construction.[6] The 7,700 workers who built the original subway lines were mostly immigrants living in Manhattan.[7][8]

Contractors in this type of construction faced many obstacles, both natural and man-made. They had to deal with rock formations, and ground water, which required pumps. 12 miles (19 km) of sewers, as well as water and gas mains, electric conduits, and New York City steam system pipes had to be rerouted. Street railways had to be torn up to allow the work. The foundations of tall buildings often ran near the subway construction, and in some cases needed underpinning to ensure stability.[9]

This method worked well for digging soft dirt and gravel near the street surface.[3] However, tunnelling shields were required for deeper sections, such as the Harlem and East River tunnels, which used cast-iron tubes. Segments between 33rd and 42nd streets under Park Avenue, 116th Street and 120th Street under Broadway, and 145th Street and Dyckman Street (Fort George) under Broadway and Saint Nicholas Avenue as well as the tunnel from 96th Street to Central Park North–110th Street & Lenox Avenue, used either rock or concrete-lined tunnels.[3][4]

About 40% of the subway system runs on surface or elevated tracks, including steel or cast iron elevated structures, concrete viaducts, embankments, open cuts and surface routes.[10] All of these construction methods are completely grade-separated from road and pedestrian crossings, and most crossings of two subway tracks are grade-separated with flying junctions. The sole level junctions of two lines in regular revenue service are the 142nd Street junction[11] and the Myrtle Avenue junction.[12][13]

More recent projects use tunnel boring machines, which minimize disruption at street level and avoid already existing utilities, but increase cost.[14] Examples of such projects include the extension of the IRT Flushing Line[15][16][17][18] and the IND Second Avenue Line.[19]

Automation and signaling edit

 
This is a punch box, used for signaling to a tower operator which line the train should use at a junction. This technology is no longer in use on the IRT (A Division); the signal system that allows countdown clocks also automates train identification and switching.
Main article: Signaling of the New York City Subway

The MTA has plans to upgrade much of New York City Subway system from a fixed block signaling system to one with communications-based train control (CBTC) technology, which will control the speed and starting and stopping of subway trains. The CBTC system is mostly automated and uses a moving block system – which reduces headways between trains, increases train frequencies and capacities, and relays the trains' positions to a control room – rather than a fixed block system. This will require new rolling stock to be built for the subway system, as only newer trains can use CBTC systems.[20][21]

Trains using CBTC locate themselves based on measuring their distance past fixed transponders installed between the rails. Trains equipped with CBTC have a transponder interrogator antenna beneath each carriage, which communicates with the fixed trackside transponders and report the trains' location to a wayside Zone Controller via radio. Then, the Controller issues Movement Authorities to the trains. This technology upgrade will allow trains to be operated at closer distances, slightly increasing capacity; will allow the MTA to keep track of trains in real time and provide more information to the public regarding train arrivals and delays; and will obviate the need for complex interlocking towers.[22] The trains are also equipped with high-tech computers inside the cab so that the conductor could monitor the train's speed and relative location.[23]

First two lines edit

The BMT Canarsie Line (L service) was the first line to implement the automated technology using Siemens's Trainguard MT CBTC system, as it was a self-contained line with none of the route interlining seen elsewhere around the system.[24] The CBTC project was first proposed in 1994 and approved by the MTA in 1997.[23] Installation of the signal system was begun in 2000. Initial testing began in 2004,[25] and installation was mostly completed by December 2006, with all CBTC-equipped R143 subway cars in service by that date.[24] Due to an unexpected ridership increase on the Canarsie Line, the MTA ordered more R160 cars and these were put into service in 2010. This enabled the agency to operate up to 26 trains per hour up from the May 2007 service level of 15 trains per hour, an achievement that would not be possible without the CBTC technology or a redesign of the previous automatic block signal system.[24] The R143s and R160s both use Trainguard MT CBTC, supplied by Siemens.[26]

The next line to have CBTC installed was the pre-existing IRT Flushing Line and its western extension opened in 2015 (served by the 7 and <7>​ trains). The Flushing Line was chosen for the second implementation of CBTC because it is also a self-contained line with no direct connections to other subway lines currently in use. The 2010–2014 capital budget provided funding for CBTC installation on the Flushing Line, with scheduled installation originally set for completion in 2016.[27] The R188 cars were ordered in 2010 to equip the line with compatible rolling stock.[28] This order consists of new cars and retrofits of existing R142A cars for CBTC.[29] However, the CBTC retrofit date was later pushed back to 2017[30] or 2018.[31] The installation is being done by Thales Group.[32]

Expansion edit

Siemens and Thales successfully conducted tests on one of the IND Culver Line's tracks to determine if their CBTC systems were compatible, thus allowing installation of CBTC on the rest of the B Division.[33] In 2016, Siemens and Thales were awarded a contract to install CBTC on the IND Queens Boulevard Line from 50th Street/8th Avenue and 47th–50th Streets–Rockefeller Center to Kew Gardens–Union Turnpike.[26] Planning for phase one started in 2015 and was complete by February 2016, with major engineering work following in November 2016.[34][35] Funding for CBTC on the IND Eighth Avenue Line from 59th Street–Columbus Circle to High Street is also provided in the 2015–2019 Capital Program, along with the modernization of interlockings at 30th and 42nd Streets.[36] The local tracks of the IND Culver Line would also get CBTC as part of the 2015–2019 Capital Program, as well as the entire line between Church Avenue and West Eighth Street–New York Aquarium, with three interlockings to be upgraded on that stretch.[36]

As of 2014, MTA projects that 355 miles (571 km) of track will receive CBTC signals by 2029, including most of the IND, as well as the IRT Lexington Avenue Line and the BMT Broadway Line.[20] The MTA also is planning to install CBTC equipment on the IND Crosstown Line, the BMT Fourth Avenue Line and the BMT Brighton Line before 2025.[21]

Additionally, the New York City Subway uses a system known as Automatic Train Supervision (ATS) for dispatching and train routing on the A Division[37] (the Flushing line, and the trains used on the 7 and <7>​ services, do not have ATS.)[37] ATS allows dispatchers in the Operations Control Center (OCC) to see where trains are in real time, and whether each individual train is running early or late.[37] Dispatchers can hold trains for connections, re-route trains, or short-turn trains to provide better service when a disruption causes delays.[37]

Other ideas edit

In 2017, the MTA started testing ultra-wideband radio-enabled train signaling on the IND Culver Line. The ultra-wideband train signals would be able to carry more data wirelessly in a manner similar to CBTC, but can be installed faster. The ultra-wideband signals would have the added benefit of allowing passengers to use cellphones while between stations, instead of the current setup (see Technology of the New York City Subway § Cellular phone and wireless data) that only provides cellphone signals within the stations.[38][39]

Platform screen doors edit

The MTA has long been reluctant to install platform screen doors in the subway system, though it had been considering such an idea since the 1980s.[40] Originally, it was planned to install platform doors in several stations along the Second Avenue Subway and on the 7 Subway Extension, but their installation presented substantial technical challenges, as there are different placements of doors on New York City Subway rolling stock.[40][41] The platform-door proposal was scrapped in 2012 because of high installation and maintenance costs; rolling stock door placement; the need to provide a suitable signal interface between the train and platform; and the potential delay in operations that would result from the operation of such doors.[41]

The MTA is also interested in retrofitting platform screen doors on the Canarsie Line, along the L train, and on the IRT Flushing Line, along the 7 and <7>​ trains. However, it is unlikely that the entire New York City Subway system will get retrofitted with platform screen doors or automatic platform gates[42] due to, again, the varying placements of doors on rolling stock.[43] Following a series of incidents during one week in November 2016, in which 3 people were injured or killed after being pushed into tracks, the MTA started to consider installing platform edge doors for the 42nd Street Shuttle.[44] By 2017, a pilot program for platform screen door technology was underway at the Pelham Parkway station in the Bronx.[45]

The MTA conducted an internal study of the system in 2019 to determine whether platform screen doors could be installed at each station. The MTA concluded that only 128 stations, or 27 percent of the network, could theoretically be fitted with platform screen doors. Between those, only 41 such stations would be able to theoretically receive such doors in 2019 due to mismatches in door positions between different rolling stock,[note 1] and it would take ten years to have a uniform door position among all rolling stock.[46][47] Of the infeasible stations, 154 stops could not receive platform doors because the resulting platform would be too narrow under the ADA, while 100 stops (mostly above ground) had precast concrete platforms that would not be able to support the weight of the doors. The MTA claimed the remaining stations could not be refitted because of persistent fleet alignment issues;[note 2] columns that were too close to the platform edge; an inaccessible platform; insufficient space for a platform-door equipment room; and, in one case (14th Street-Union Square on the Lexington Avenue Line), gap fillers.[46]

Platform door pilots edit

In October 2017, it was announced that as part of a pilot program, the Canarsie Line's Third Avenue station was planned to be refitted with platform screen doors while the 14th Street Tunnel was rebuilt from April 2019 to March 2020. This was possible as a result of the L train's automated train operation. The MTA would have used the results of the pilot in order to determine the feasibility of adding such doors citywide.[48][49] The PSDs would have been approximately 54 in (140 cm) high and would have been coordinated with the location of the subway car doors when a train was in the station.[50] To ensure that the subway cars were precisely lined up with the doors, a wayside-only berthing system would be installed. Emergency egress gates would be installed in between the regular doors to allow people to exit in the case of an emergency. The platform edges and topping would be removed and replaced so that they align with the sills of the train doors and to be in compliance with the Americans with Disabilities Act of 1990. To ensure that people do not get trapped in between the subway car doors and the PSDs, sensors and CCTV cameras would be installed with monitors at the center and front of the platforms visible to the train operator and conductor.[51] In June 2018, the $30 million for the platform edge door pilot program was diverted to another project, and the pilot program was postponed until sufficient funding could be found.[52] Stations constructed as part of the Second Avenue Subway's Phase 2 may receive platform screen doors depending on the results of studies being conducted for their installation elsewhere.[53]: 15 

The MTA announced another PSD pilot program at three stations in February 2022: the 7 and <7>​ trains' platform at Times Square; the E train's platform at Sutphin Boulevard–Archer Avenue–JFK Airport; and the Third Avenue station.[54][55] The announcement came after several people had been shoved onto tracks, including one incident that led to the death of Michelle Go at the Times Square stations.[55]

On July 13, 2022, the MTA released a request for proposals for a design-build contract to install PSDs at the three pilot stations.[56] To ensure the maintenance of the PSDs, there will be a separate long-term maintenance contract. The platforms at the stations will be rebuilt to support the weight of the PSDs, including the replacement of concrete and rubbing boards, the repositioning of tactile tiles, and steel reinforcement. Wayside-only berthing systems will be installed, with stopping locations at Times Square and Third Avenue being synchronized with the existing CBTC signal system. At these two stations, existing track will be replaced. To ensure riders can exit trains in the case of an emergency, emergency exit doors with push bars will be installed in the three stations, and to prevent riders from being trapped between the PSDs and train doors, door entrapment sensors will be installed. A PSD storage room and a PSD control room will be constructed in each station.[57] The doors are planned to be installed starting in December 2023 at a cost of $6 million.[58] Designs for the platform doors were being finalized by June 2023.[59][60]

Other pilot programs edit

In 2023, short barriers were installed at the centers of the platforms at 57th Street, Bedford Avenue, and Crescent Street to reduce the probability of passengers being pushed into the tracks.[61] In 2024, the MTA announced that it would install low platform fences at four stations (including 191st Street and Clark Street) to reduce the likelihood of passengers falling onto the tracks.[62][63] The barriers consist of low yellow fences, spaced along the length of the platform; there are no sliding platform screen doors between the barriers.[62] The barriers have since been installed at additional stations including Fifth Avenue, Bedford Avenue, and Morgan Avenue.[64]

Air conditioning in stations edit

All subway trains have been air-conditioned since 1993, but most stations do not have any form of air conditioning.[65] Seven of the New York City Subway's 472 stations contain artificial air-conditioning systems. The air-cooling systems are mostly located in subway stations that were built in the 21st century. In August 2006, the MTA revealed that all new subway stations would be outfitted with air-cooling systems to reduce the temperature along platforms by as much as 10 °F (6 °C).[66][67] The stations with artificial cooling systems are the Grand Central–42nd Street station on the 4, ​5, ​6, and <6> trains;[68] the Cortlandt Street and South Ferry stations on the 1 train, which both replaced older stations;[69][68] the 34th Street–Hudson Yards station on the 7 and <7>​ trains;[70] three stations on the Second Avenue Subway;[67] the Lexington Avenue–63rd Street station; and the Cortlandt Street station on the N, ​R, and ​W trains.[71] Fans are used at five additional stations, all on IRT lines.[71]

The leader of MTA's construction department said in 2022 that it was not feasible to install air conditioning in most older stations.[65] This is both because of the high power requirements for the air-cooling systems and because the presence of ventilation grates in older stations would reduce the efficiency of an air conditioning system. The Grand Central–42nd Street station is a major exception, since there is a large cooling plant for Grand Central Terminal immediately above the platforms that are air-conditioned; the plant was installed in 2000. According to The New York Times, it would cost $4.8 billion to install air-conditioning units in all other below-ground stations.[65] In September 2023, the MTA began studying the feasibility of installing air conditioning in other stations.[72][73]


FASTRACK edit

 
FASTRACK on the IND Eighth Avenue Line at 14th Street

In January 2012,[74][75] the MTA introduced a new maintenance program, FASTRACK, to speed up repair work. This program involves a more drastic approach than previous construction, and completely shuts down a major portion of a line for overnight work on four consecutive weeknights from 10 p.m. to 6 a.m.[76] According to the MTA, this new program proved much more efficient and quicker than regular service changes, especially because it happened at night and not the weekend, when most transit closures had occurred before.[77] In 2012 the program only closed lines in Midtown and Lower Manhattan,[78][note 3] but due to the success of the program, the MTA decided to expand it to the outer boroughs as well.[79] In 2013, FASTRACK was expanded to other corridors requiring minimal shuttle buses[80][note 4] and in 2014 to even more locations.[81] There were corridors scheduled for 2014 during 24 weeks of the year,[note 5] 12 corridors scheduled during 22 weeks in 2015,[82] and 13 corridors scheduled during 21 weeks in 2016.[83]

As part of an $836 million program to resolve the subway's 2017–2021 state of emergency, MTA Chairman Joe Lhota announced the expansion of the FASTRACK program in order to fix critical infrastructure faster.[84][85][86]

2015–2019 Capital Program overhaul edit

Enhanced Station Initiative edit

 
 
A sample fare control area (left) and platform level (right) of 53rd Street, a station rebuilt under the 2015–2019 modernization plan

The 2015–2019 MTA Capital Plan included funds for the Enhanced Station Initiative (ESI), under which thirty-three stations in all five boroughs would undergo a complete overhaul and would be entirely closed for up to 6 months at a time.[87][88] The 34th Street–Penn Station stops on the IRT Broadway–Seventh Avenue Line and IND Eighth Avenue Line were added to the plan later, but would not be entirely closed due to their key location. The 30 original stations as part of the ESI would be rebuilt for $881 million, the two Penn Station stops would be rebuilt for $40 million, and the Richmond Valley stop on the Staten Island Railway would be rebuilt for $15 million.[89] Five stations on the Metro-North Railroad were added to the plan in December 2017,[90] as were sixteen stations on the Long Island Rail Road, which were proposed in several phases.[95]

Updates included cellular service, Wi-Fi, charging stations, interactive service advisories and maps, improved signage, strip maps for the subway routes, subway countdown clocks, service alerts, On-The-Go Informational Dashboards, neighborhood maps, new art, and improved station lighting.[96][97][note 6] Cables and conduits were decluttered, simplifying the stations' wiring. The stations also included glass barriers near fare control areas (rather than the metal fences that separate the paid and unpaid areas of the stations), as well as new tiled floors that are easy to clean.[97] Concrete repairs, new platform edges, waterproofing, most tile patching, and structural steel repairs got the stations into states of good repair.[99] Passenger amenities included next-train countdown clocks and neighborhood wayfinding maps at the exterior of each entrance; digital maps, MetroCard vending machines, and station agent booths situated in a central location in the mezzanine; and digital next-train information and service change notices at platform level.[100] One additional station, Richmond Valley of the Staten Island Railway, was also overhauled, without being closed.[99]

The renovations were done in several stages called "packages", which allowed contractors to renovate three to five stations in a given area simultaneously. The first four packages were completed in 23 months, by early 2019.[99] The first package consisted of the Prospect Avenue, 53rd Street and Bay Ridge Avenue stations along the BMT Fourth Avenue Line in Brooklyn, for which the contract was awarded on November 30, 2016.[101] From March to June 2017, these stations closed for construction,[102] reopening from September to November 2017.[103] The second group of stations, comprising the 30th Avenue, Broadway, 36th Avenue, and 39th Avenue stations on the BMT Astoria Line in Queens, was awarded on April 14, 2017, to Skanska USA,[104] and entailed renovating these stations on a staggered schedule from October 2017 to February 2019.[105][106] Originally, this package entailed renovating one platform at a time since the stations are all consecutive, unlike in other packages,[107] but the plan was later amended so two sets of two non-consecutive stations would be completely closed at once.[105]

The third package of stations was on the IND Eighth Avenue Line in Manhattan. The 163rd Street, 110th Street, 86th Street, and 72nd Street stations were included as part of an amendment to the Capital Program.[108] The New York City Transit and Bus Committee officially recommended that the MTA Board award the $111 million contract for Package 3 to ECCO III Enterprises in October 2017.[109] These stations were closed on a staggered schedule between March and June 2018, and reopened between September and November 2018.[110] The fourth package of stations consisted of stations in midtown Manhattan, and included the 34th Street–Penn Station stops on the IND Eighth Avenue Line and the IRT Broadway–Seventh Avenue Line, 57th Street and 23rd Street on the IND Sixth Avenue Line, and 28th Street on the IRT Lexington Avenue Line.[99] These stations, except the two 34th Street–Penn Station stops, were closed between July and December 2018.[111] The fifth and final package for the New York City Subway included the remaining three stations in upper Manhattan and the southwest Bronx: 145th Street on the IRT Lenox Avenue Line, and 167th Street and 174th–175th Streets on the IND Concourse Line. It was originally the eighth of eight planned packages.[99] The 145th Street station was closed between July and November 2018, while the Concourse Line stations was closed from August 2018 to December 2018.[112] An additional package included the Metro-North Railroad stations at White Plains, Harlem–125th Street, Crestwood, Port Chester, and Riverdale.[90]

The ESI program formerly contained thirteen more stations in three packages numbered 5 through 7, but these were deferred to the 2020–2024 Capital Program due to a lack of funding.[113] The fifth package of stations would have been in northern and eastern Brooklyn, along with Richmond Valley of the SIR. This package would have included Flushing Avenue and Classon Avenue on the IND Crosstown Line, and Van Siclen Avenue, Kingston–Throop Avenues, and Clinton–Washington Avenues on the IND Fulton Street Line.[99] The sixth package would have included stations in the eastern and northern Bronx, comprising Pelham Parkway on the IRT Dyre Avenue Line, as well as Third Avenue–138th Street, Brook Avenue, East 149th Street, and Westchester Square–East Tremont Avenue on the IRT Pelham Line.[99] The seventh package would have included three stations on the IND Queens Boulevard Line: Northern Boulevard, 67th Avenue, and Parsons Boulevard.[99]

In July 2017, after Package 1 had been assigned,[101] the nonprofit Citizens Budget Commission released a study critical of the plan. In the study, the CBC noted that the 30 original stations only constituted 8% of weekday boardings, and none of these stations were in the list of 25 most-used stations in 2016.[114][115] Compared to stations that would only be "renewed" under this Capital Plan, i.e. with less comprehensive improvements performed under partial closures, the average ESI station could be 2 to 2.5 times as expensive as the average non-ESI station.[114] The CBC wrote that the MTA had added $857 million to the ESI's original $64 million in funding, and that the cost of extensive renovations offset the savings afforded by using design–build contracts for ESI projects.[114] The ESI program has also been criticized for the full station closures that entails, which force riders to walk to the next station and add extra time to their commute. Some transit advocates have also pointed out that the Enhanced Station Initiative does not include improvements, such as elevators, that would make the stations compliant with the Americans with Disabilities Act of 1990.[116]

In January 2018, the NYCT and Bus Committee recommended that Judlau Contracting receive the $125 million contract for Package 4 and that Citnalta-Forte receive the $125 million contract for Package 8.[117] However, the MTA Board temporarily deferred the vote for these packages after city representatives refused to vote to award the contracts, citing the high cost and relatively low importance of the program. Some executives had pointed out that improving subway service was more important than renovating stations that were used by relatively few people.[118][119] In response, MTA Chairman Joe Lhota said that these stations had been selected because ESI was a "pilot" program, and thus, the renovations would be tested on smaller stations first.[120] NYCT Chairman Andy Byford looked over the list of ESI stations and concluded that the list was suitable because these stations were in need of structural improvements. He said that the MTA's decision to not add elevators was reasonable because the work involved would have delayed many of the projects for several years, and in some cases, other nearby stops already had or were getting elevators.[121] The ESI packages were put back for a vote in February, and the two contracts were ultimately approved, with three city representatives dissenting.[122][121]

In April 2018, Lhota announced that cost overruns had forced the MTA to reduce the number of subway stations included in the program from 33 stations to 19. The 19 subway stations still part of the program include those in Packages 1, 2, 3, 4, and 8, although the Staten Island Railway's Richmond Valley station from package 5 would still be included. Most of the $936 million allocated to the ESI was already used for the 19 stations underway. During the work, contractors had discovered additional infrastructure issues that had to be dealt with. In total, the work on the 19 subway stations will cost $850 million. The remaining $86 million will be used for subway accessibility projects. The 13 stations without funding will be pushed back to the 2020–2024 Capital Plan.[113]

Other components edit

Minor component work, such as station signage, tiling, and lighting, would also be performed at over 170 other stations as part of the plan.[87] The MTA would also begin designing OMNY, a new contactless fare payment system to replace the MetroCard (see § Contactless fare trials).[123][124]

In addition, at least 1,025 R211 subway cars are expected to be ordered under the plan. The R211s would include 58-inch (150 cm) wide doors, wider than the current MTA standard of 50 inches (130 cm), thereby projected to reduce station dwell time by 32%. The new cars will have Wi-Fi installed (see § Cellular phone and wireless data), USB chargers, digital advertisements, digital customer information displays, illuminated door opening alerts, and security cameras,[125][96][97] unlike the current New Technology Trains, which lack these features.[126] Some lines, like the IND Eighth Avenue Line, would get communications-based train control as part of a larger plan to automate the system.[127] These measures are all projected to help reduce overcrowding on the subway, which is prevalent.[96][97]

Train arrival countdown clocks edit

Different types of train arrival countdown clocks
 
Detailed next-train signs of the type used on the A Division, at 59th Street on the IRT Lexington Avenue Line. This clock shows the train's service, destination, estimated arrival time, chronological sequence, track on which the train is arriving, and whether the train is local or express.
 
Detailed next-train signs of the type used on the BMT Canarsie Line, at Lorimer Street. This clock shows the train's service, destination, and estimated arrival time. Many of these clocks have since been replaced.
 
Detailed next-train signs of the type used on parts of the B Division, at Cortlandt Street on the BMT Broadway Line. This clock shows the train's service, destination, estimated arrival time, current clock time, weather, and service advisories.
 
Simple next-train signs of the type used on parts of the B Division, at 125th Street on the IND Eighth Avenue Line. This clock shows the track on which the train is arriving, the number of stops away for the next train, and whether the train is local or express.

Mainline A Division and Canarsie Line clocks edit

In 2003, the MTA signed a $160 million contract with Siemens Transportation Systems to install digital real-time message boards (officially Public Address Customer Information Screens, or PA/CIS[128]) at 158 of its IRT stations to display the number of minutes until the arrival of the next trains.[129] Payments to the company were stopped in May 2006 following many technical problems and delays[130] and MTA started to look for alternative suppliers and technologies.[129] In January 2007 Siemens announced that the issues had been resolved and that screens would start appearing at 158 stations by the end of the year.[131] In 2008, the system-wide roll-out was pushed back again, to 2011, with the MTA citing technical problems.[132][133]

An in-house simpler system developed by MTA for the L train was operational by early 2009[129][134] and the first three displays of the larger Siemens system became operational at stations on the IRT Pelham Line (6 and <6>​ trains) in the Bronx in December 2009.[135] Siemens signs were in operation in 110 A Division stations by March 2011[136][137][138][139][140][141] and in 153 IRT mainline and 24 Canarsie Line stations by late 2011.[128] Simpler countdown clocks, which only announce the track on which the train is arriving and the number of stops the train is from the station, are used at 40 stations. This includes 13 stations on the IND Queens Boulevard Line,[128] 19 stations on the IND Eighth Avenue Line (including four that also have next-train displays that show this information),[128][142] three stations on the BMT Broadway Line,[128] and five stations on the BMT Astoria Line;[143] however, the clocks on the Broadway and Astoria Lines are not in use as of 2016.[128] The announcements are voiced by former radio traffic reporter Bernie Wagenblast[144] and Carolyn Hopkins.[145]

In 2012, real-time station information for the "mainline" IRT, comprising all the IRT services except the 7 train, was made available to third party developers via an API, through MTA's Subway Time mobile app and as open data.[146] In early 2014, data for the L train were also given to developers.[147] Displays at 5 IRT Dyre Avenue Line stations were the last in the mainline A Division to be added, as a result of signal modernizations for IRT Dyre Avenue Line stations.[148]

Mainline B Division and Flushing Line clocks edit

Displays at 267 B Division stations were funded as part of the 2015–2019 capital program.[149] Upon the October 2015 approval of funding for the 2015–2019 capital program, full installation of the countdown clocks was deferred to beyond 2020, with 323 out of 472 stations[note 7] having countdown clocks by then.[150] This was attributed to the rate of installation of Wi-Fi and 3G systems in subway stations, which, among other things, makes countdown clocks viable.[151] The B, D, and N were expected to get countdown clocks in 2016; the B and D would get the PA/CIS along their shared IND Concourse Line stations, the D along the BMT West End Line, and the N along the BMT Sea Beach Line.[151][152] Meanwhile, the IRT Flushing Line (7 and <7>​) was to get the clocks in 2018, a delay from an earlier announced date of 2016.[151]

In August 2016, a 90-day testing period began for updated countdown clocks on eight BMT Broadway Line stations on the N, ​Q, ​R, and ​W services. The clocks feature new LCD screens as opposed to the old LED screens. The new countdown clocks show the date and time, current weather, next trains, advertisements, other media, and service changes, unlike the old countdown clocks, which can only show the date and time and the next train arrivals. The LCD clocks also use data from the Bluetooth receivers installed at the end of each platform in the stations, which connect with Bluetooth receivers installed on the first and last cars of every train. If the test was successful, the remaining 269 B Division stations would receive the new LCD countdown clocks.[153] The MTA was able to speed up the test by using Bluetooth receivers and wireless data in stations. As opposed to the countdown clocks on the numbered lines, the system calculates when the trains will pull into their next stop based on when trains enter and leave the stations.[154] The new Bluetooth clocks performed accurately 97% of the time.[155]

In November 2016, the MTA declared the Broadway Line countdown clock test successful. All B Division stations would get countdown clocks by March 2018 (several years ahead of schedule), using the same Bluetooth technology as the clocks in the Broadway Line stations. The countdown clocks would use either existing and new Siemens tricolor LED displays like the ones on the A Division and across scattered parts of the B Division, or new multicolor LCD display like the ones on the Broadway Line.[156] The R was the first mainline B Division route to receive countdown clocks along its entire length in July 2017. Under the MTA's rollout schedule released in July 2017, the countdown clocks on other routes would be enabled in stages through December 2017,[157][155] including on the L train, where the existing LED clocks would be upgraded to use the new LCD displays.[155] All of the countdown-clock data for the B Division services would also be available in the MTA's Subway Time app, in addition to the data for the A Division and L services that were already included in the app prior to the test.[156]

The countdown clocks for the rest of the B Division were to be installed as part of the Integrated Service Information and Management – B Division (ISIM-B) project, which would upgrade signal towers and connect track circuits to a central database.[158] The project was called the Beacon Train Arrival System, and all 268 underground stations would have it installed by the end of 2017.[101] In each of the remaining 269 stations without countdown clocks, there would be two displays for each platform, as well as a single display installed just outside fare control. The cost would be around $31.7 million to install, plus $5 million in annual maintenance costs.[156] Since the clocks are based on the Transit Wireless Wi-Fi, installation of each set of displays would cost $211,000 at every aboveground station (which did not have Transit Wireless as of 2016) and $54,000 at every underground station with Transit Wireless. The MTA would upgrade the aboveground stations so they could also get Wi-Fi capabilities.[156]

As the first batch of Bluetooth-enabled B Division countdown clocks was installed in September 2017, there were some passenger complaints about the location of the clocks. Although the MTA places the clocks at the middle of each platform, as well as offers train arrival data on its Subway Time app, riders noted that these clocks were not always placed near locations where the riders would actually wait, such as the stairs to the platforms or the station entrances. Sometimes, the clocks were hidden behind signs or located far away from the station entrances.[159][160] Riders also reported instances where the clocks froze, displayed the wrong information, projected wildly fluctuating arrival times, or forgot to display upcoming trains.[161][162] All of the system's 472 stations had countdown clocks by New Year's Day 2018. The last route to get countdown clocks was the 7, which received Bluetooth-enabled clocks in December 2017 because of issues with the installation of communications-based train control on the Flushing Line.[163]

Fare collection edit

Fare collection media edit

Main article: OMNY
 
RFID trial on the IRT Lexington Avenue Line

Access to the paid area is by turnstile. Starting in 1992, MetroCards made by Cubic Transportation Systems replaced the subway tokens that had been used as the subway's form of fare payment from the 1950s on; by 2003, the MetroCard was the exclusive method of fare payment systemwide.[164] Since then, there have been programs to replace the MetroCard itself. In the first program, introduced in early 2006, the MTA signed a deal with MasterCard to test out a new radio-frequency identification card payment scheme.[165] Customers had to sign up at a special MasterCard website and use a MasterCard PayPass credit or debit card/tag to participate.[166] Originally scheduled to end in December 2006, the trial was extended into 2007 due to "overwhelming positive response".[167] In light of the success of the first PayPass pilot project in 2006, another trial was started by the MTA. This one started on June 1, 2010, and ended on November 30, 2010. The first two months started with the customer just using the MasterCard PayPass debit or credit card.[168][169][170][171] However, this trial was the debut of having a rider use the VISA PayWave debit or credit card to enter the system, which started on August 1, 2010.[172] The trial continued for six months.[173][174]

In 2016, the MTA announced that it would begin designing a new contactless fare payment system to replace the MetroCard.[123] The system would probably use phone- and bank card-based payment systems like Apple Pay and Android Pay.[124] On October 23, 2017, it was announced that the MetroCard would be phased out and replaced by OMNY, a contactless fare payment system also by Cubic, with fare payment being made using Apple Pay, Google Wallet, debit/credit cards with near-field communication enabled, or radio-frequency identification cards.[175][176] The OMNY system was rolled out starting in 2019, though support of the MetroCard is slated to remain until 2025.[176] The fare system was criticized because the new turnstiles could be hacked, thereby leaving credit card and phone information vulnerable to theft.[177][178]

Turnstiles edit

This section is an excerpt from New York City Subway stations § Turnstiles and entrance gates.[edit]

The New York City Subway primarily employs two types of turnstiles: a waist-high turnstile, and a full-height turnstile known as a High Entry-Exit Turnstile (HEET). The waist-high turnstiles, the most prominent in the system, were installed beginning in 1993 along with the implementation of MetroCard, though they originally accepted tokens.[179] They are manufactured in Tennessee by Cubic Corporation. Some of the waist-high turnstiles date to the late 20th century, when tokens were used to pay fares; as such, they still have token-return compartments.[180]

The newer HEETs resemble several older turnstiles of that design informally called "iron maidens", and are prevalent at subway entrances without token booths to discourage fare evasion.[181] Both turnstiles are stainless steel and are bidirectional, allowing passengers to enter with fare payment and to exit. A third older type of turnstile, the High Exit Turnstile (HET), is a black-painted unidirectional iron maiden and only turns in the exiting direction.[181] Entrance is also available via Service Entry gates or AutoGates, which cater primarily to handicapped passengers[182][183][184] or passengers with large items such as strollers and luggage. These gates double as pushbar Emergency Exits, though they are often used for regular exiting in crowded stations.[185]

New turnstile designs were introduced in the 2020s. The MTA announced in 2021 that it would install wide-aisle fare gates for disabled passengers at five subway stations by mid-2022;[186] the implementation of these fare gates was delayed by a year.[187][188] Additionally, in an attempt to reduce fare evasion, the MTA exhibited several designs for half-height and full-height Plexiglas turnstiles in May 2023, which would replace the existing waist-high turnstiles.[189][190] On December 4, 2023, the first wide aisle fare gates were installed at Sutphin Boulevard–Archer Avenue–JFK Airport station.[191][192] Within two months, there was a slight increase in fare-paying riders at the station, although passengers were able to evade fares merely by leaning over the new turnstiles and activating the motion sensors.[193] Following adjustments to the turnstiles, the MTA announced in May 2024 that the new turnstiles would be installed at fifteen stations by the end of that year.[194]

Help Point edit

 
The Help Point at the Smith–Ninth Streets station

The MTA set up another technology pilot project called "Help Point" in April 2011. Help Point, a new digital-audio communications system, was designed for use in case of an emergency or to obtain subway information for travel directions.[195] The top button is labeled red for emergencies and connects to the Rail Control Center. The bottom button is labeled green and connects to a MTA station agent for any inquiries. All units are equipped with a microphone and speaker,[196] and can optionally be installed with a camera.[197] Also, the test units were equipped for the hearing impaired (under ADA compliance).[198]

The two subway stations that were part of this trial were on the IRT Lexington Avenue Line. They were the 23rd Street and the Brooklyn Bridge–City Hall stations. The Help Points at the Brooklyn Bridge–City Hall station were wireless, while those at the 23rd Street station ones were hard-wired, to test which type of transmission is best for the subway.[199][200][201]

After the Help Point test was successfully completed, the MTA started to install Help Points in all 472 subway stations to replace the existing Customer Assistance Intercom (CAI) units.[199] The help points were installed in 166 stations by 2014,[202] at which time the remaining stations were scheduled to have Help Points by the end of 2019.[203] The Help Point installation timeline was later accelerated to the end of 2017.[124]

On The Go! Travel Station edit

 
The On the Go! Travel Station in use at the Bowling Green station

On September 19, 2011, the MTA set up another pilot project, an online, interactive touchscreen computer program called "On The Go! Travel Station" (OTG). It lists any planned work or service changes occurring on the subway as well as information to help travelers find landmarks or locales near the stations with an OTG outlet, with advertisements as well. The first station to test this new technology was Bowling Green on the IRT Lexington Avenue Line.[204] Other stations scheduled to participate in this program were Penn Station (with the LIRR), Grand Central Terminal (with Metro-North), Atlantic Avenue–Barclays Center in Brooklyn, and Jackson Heights–Roosevelt Avenue/74th Street–Broadway in Queens.[205][206]

New and existing On the Go! kiosks were to receive an interface overhaul as a result of the MTA's partnership with Control Group, a technology and design consultancy firm. Control Group were adding route lookups, countdown to train arrivals, and service alerts. Between 47 and 90 interactive wayfinding kiosks were scheduled to be deployed in 2013.[207] As of January 2016, there are 155 kiosks at 31 stations.[208] At the completion of Phase 2, there was to be a total of 380 kiosks installed.[101] By 2020, these had been supplanted by digital screens systemwide.[209][210]

Cellular phone and wireless data edit

 
An indoor antenna, part of the distributed antenna system installed by Transit Wireless inside a station

In 2005, Transit Wireless, a BAI Communications majority-owned company, was formed in order to compete for the MTA's request for proposals for a wireless network in the subway system. The MTA ultimately awarded the contract for building and operating the network to Transit Wireless.[211] The New York City Subway began to provide underground cellular phone with voice and data service, and free Wi-Fi to passengers in 2011 at six stations in Chelsea, Manhattan. The new network was installed and owned by Transit Wireless as part of the company's $200 million investment.[212] The company expanded the services to 30 more stations in 2013[213][214] and signed an agreement with all 4 major wireless network operators (Verizon Wireless, AT&T, Sprint, and T-Mobile) to allow their cellular phone customers to use its network. The MTA and Transit Wireless are splitting the fees received from those wireless carriers for the usage of the network.[215] The Wi-Fi service, which operates using antennae,[216] is operated by Boingo Wireless.[217]

 
Poster announcing free Wi-Fi
 
Passengers using smartphones at a subway station

Transit Wireless expected to provide service to the remaining 241 underground stations by 2017. The next 40 key stations (11 in midtown Manhattan and 29 in Queens) have antennas that were in service by March 2014.[205][212][218] The wireless for these 40 underground stations were completed by October 2014.[212] Phase 3 of the project was completed in March 2015 and added service to the Flushing–Main Street station in Queens, as well as stations in Lower Manhattan, West Harlem, and Washington Heights.[219] Phase 4 of the project covered 20 underground stations in the Bronx and seventeen in Upper Manhattan; this phase, completed in November 2015, provided service to major stations such as Lexington Avenue–53rd Street, Lexington Avenue–59th Street, 149th Street–Grand Concourse, and 125th Street.[212][220] Because Governor Andrew Cuomo had implemented a timeline for accelerated implementation of in-station wireless service, phases 6 and 7 of the Transit Wireless network build-out will connect the 90 remaining Brooklyn and Manhattan underground stations by early 2017, about one year ahead of the original completion date of 2018.[212][219]

In late December 2016, it was expected that all stations would have wireless by the final day of that year.[221] However, Governor Cuomo later announced that by January 9, 2017, cellular connectivity and wireless service would be available in all underground stations, except at four stations. (As of March 2020, this is not yet the case.) These stations were the New South Ferry station and the three stations on the BMT Fourth Avenue Line–Prospect Avenue, 53rd Street, and Bay Ridge Avenue—that would have wireless installed as part of their Enhanced Station renovations. Cellular connectivity was completed one year early.[222][223][224] The entire project was completed for $300 million, with Transit Wireless sharing revenues derived from the network's service with the MTA. The partnership between Transit Wireless and the MTA is for 27 years.[223][224] Wi-Fi and cellular service are currently available in all underground stations except Pelham Parkway on the Dyre Avenue line.[225]

In June 2016, the MTA began installing Wi-Fi in subway cars as well. Wireless service was installed on four R160 subway cars assigned to the Jamaica Yard, then tested along the all-underground E route; in-car Wi-Fi was expanded to 20 R160s on the E route by September.[226] However, this pilot program was not advertised to passengers. In addition, the wireless service was not working all the time; one passenger described the signal on board the trains as spotty, and only really available on the platforms.[227] At the time, the MTA was not planning to retrofit subway tunnels with wireless service.[227] Still, this in-car Wi-Fi pilot program is part of the wider program to install Wi-Fi in underground stations and onboard newer MTA buses.[226][228] Future subway cars, like the R211, will also include Wi-Fi upon their delivery.[125][229][230]

In 2017, the MTA partnered with NYC Public Libraries, New York State, and Transit Wireless, to create Subway Library, a system that allows users to choose from a selection of e-books to read for free when connected to TransitWireless Wi-Fi.[231][232]

Despite the rollout of Wi-Fi at almost all underground stations, wireless and cellular data are generally not available in the tunnels between the stations.[211][222] In early 2018, the MTA started testing out Wi-Fi in the 42nd Street Shuttle tunnels.[211] During the 14th Street Tunnel shutdown in 2019–2020, the MTA added cellular service to the portion of the 14th Street Tunnel that travels under the East River.[233] In July 2022, MTA officials announced plans to add cellular service to 418 miles (673 km) of tunnels across the network. In addition, internet service would be added to the 191 subway stations above ground level and the 21 stations in the Staten Island Railway network.[234][235] The same month, the MTA awarded a $600 million contract to Transit Wireless for the installation of cellular and Wi-Fi equipment at these stations and in subway tunnels.[233][236]

Digital screens edit

 
One of the information and advertising screens seen at 34th Street–Hudson Yards station.

The first major wave of digital advertisements in the subway were introduced with the deployment of the On the Go! Travel Station in 2011.[206] From 2016 on, the LCD countdown clocks also provided another way to show advertisements to passengers.[153]

In September 2017, the MTA announced plans to add 31,000 digital advertising screens in 5,134 cars, as well as 9,500 extra screens in stations, far more than what the clocks or travel stations could provide. The advertising screens were installed by Outfront Media from 2019 to 2022.[237] There would eventually be 50,000 screens systemwide; the screens would also show service information. Prior to the announcement, most of the few digital advertising displays in use systemwide had been used to advertise the Second Avenue Subway's opening earlier that year.[238] In 2020, the MTA started displaying real-time service metrics on the screens, such as service changes and dynamic transfer information.[209][210] By then, the subway system had 5,000 such screens, with another 9,000 to be installed by September 2021 at a cost of $100 million.[210] The screens cost $800 million in total.[237][239]

The displays were vulnerable to vandalism. The MTA received over 600 reports of shattered or cracked digital screens between August 2020 and April 2023, although the website thecity.nyc implied that the actual number of damaged screens could be much higher.[240]

Notes edit

  1. ^ The A Division uniformly uses 51-foot-long (16 m) cars with three doors on each side. As of 2019, the B Division uses 60-foot-long (18 m) and 75-foot-long (23 m) cars with four doors on each side.
  2. ^ 60-foot-long B Division cars have slightly different door arrangements based on whether they are "A" (cab) cars or "B" (trailer) cars, and they are arranged in four- or five-car sets. Four-car sets have two "A" cars and two "B" cars, and five-car sets have two "A" cars and three "B" cars. The MTA concluded that 31 stations could not be retrofitted with PSDs, regardless of whether all B Division cars were standardized to 60 feet long, because these stations are served by trains that use both four-car and five-car sets.[46]
  3. ^ The corridors repaired in 2012 were:
  4. ^ The corridors repaired in 2013 were:
  5. ^ The corridors repaired in 2014 were:
  6. ^ The Brooklyn stations are:[98] The Bronx stations are:[98] The Manhattan stations are:[98] The Queens stations are:[98]
  7. ^ This includes 320 out of the 469 stations (as of October 2015), plus three new stations on the Second Avenue Subway opened on January 1, 2017

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January 01, 1970
technology, york, city, subway, since, late, 20th, century, metropolitan, transportation, authority, started, several, projects, maintain, improve, york, city, subway, some, these, projects, such, subway, line, automation, proposed, platform, screen, doors, fa. Since the late 20th century the Metropolitan Transportation Authority has started several projects to maintain and improve the New York City Subway Some of these projects such as subway line automation proposed platform screen doors the FASTRACK maintenance program and infrastructural improvements proposed in 2015 2019 Capital Program contribute toward improving the system s efficiency Others such as train arrival countdown clocks Help Point station intercoms On the Go Travel Station passenger kiosks wireless and cellular network connections in stations MetroCard fare payment alternatives and digital ads are meant to benefit individual passengers Yet others including the various methods of subway construction do not directly impact the passenger interface but are used to make subway operations efficient 53rd Street an enhanced subway station In the mid 1990s it started converting the BMT Canarsie Line to use communications based train control using a moving block signal system that allowed more trains to use the tracks and thus increasing passenger capacity After the Canarsie Line tests were successful the MTA expanded the automation program in the 2000s and 2010s to include other lines This led to a 2017 proposal to install platform screen doors in one Canarsie Line station Additionally as part of another program called FASTRACK the MTA started closing certain lines during weekday nights in 2012 with each of the lines closing overnight for a week in order to allow workers to clean these lines without being hindered by train movements The program was expanded beyond Manhattan the next year after observing the increased efficiency of the FASTRACK program compared to previous service diversions In 2015 the MTA announced a wide ranging improvement program as part of the 2015 2019 Capital Program Thirty stations would be extensively rebuilt under the Enhanced Station Initiative and new R211 subway cars would be able to fit more passengers The MTA has also started some projects to improve passenger amenities It added train arrival countdown clocks to most A Division numbered route stations and the BMT Canarsie Line L train by late 2011 allowing passengers on these routes to see train arrival times using real time data A similar countdown clock project for the B Division lettered routes and the IRT Flushing Line was deferred until 2016 when a new Bluetooth based clock system was tested successfully Beginning in 2011 the MTA installed Help Point to aid with emergency calls or station agent assistance in all stations Interactive touchscreen kiosks which give station advisories itineraries and timetables were installed starting in 2011 Cellular phone and wireless data in stations first installed in 2011 as part of a pilot program was expanded systemwide due to positive passenger feedback Additionally credit card trials at several subway stations in 2006 and 2010 led to proposals for OMNY a contactless payment system to replace the aging MetroCard system used to pay fares on MTA operated transportation Finally in 2017 the MTA started installing digital advertisements in trains and stations Contents 1 Construction methods 2 Automation and signaling 2 1 First two lines 2 2 Expansion 2 3 Other ideas 3 Platform screen doors 3 1 Platform door pilots 3 2 Other pilot programs 4 Air conditioning in stations 5 FASTRACK 6 2015 2019 Capital Program overhaul 6 1 Enhanced Station Initiative 6 2 Other components 7 Train arrival countdown clocks 7 1 Mainline A Division and Canarsie Line clocks 7 2 Mainline B Division and Flushing Line clocks 8 Fare collection 8 1 Fare collection media 8 2 Turnstiles 9 Help Point 10 On The Go Travel Station 11 Cellular phone and wireless data 12 Digital screens 13 Notes 14 ReferencesConstruction methods edit nbsp Cross section of the first subway nbsp For the first IRT subway line pictured at 59th Street Columbus Circle cut and cover was used as a form of construction nbsp Recent projects like the extension of the IRT Flushing Line pictured use tunnel boring machines to build the subway tunnels When the IRT subway debuted in 1904 1 2 the typical tunnel construction method was cut and cover 3 4 The street was torn up to dig the tunnel below before being rebuilt from above 3 4 Traffic on the street above would be interrupted due to the digging up of the street 5 Temporary steel and wooden bridges carried surface traffic above the construction 6 The 7 700 workers who built the original subway lines were mostly immigrants living in Manhattan 7 8 Contractors in this type of construction faced many obstacles both natural and man made They had to deal with rock formations and ground water which required pumps 12 miles 19 km of sewers as well as water and gas mains electric conduits and New York City steam system pipes had to be rerouted Street railways had to be torn up to allow the work The foundations of tall buildings often ran near the subway construction and in some cases needed underpinning to ensure stability 9 This method worked well for digging soft dirt and gravel near the street surface 3 However tunnelling shields were required for deeper sections such as the Harlem and East River tunnels which used cast iron tubes Segments between 33rd and 42nd streets under Park Avenue 116th Street and 120th Street under Broadway and 145th Street and Dyckman Street Fort George under Broadway and Saint Nicholas Avenue as well as the tunnel from 96th Street to Central Park North 110th Street amp Lenox Avenue used either rock or concrete lined tunnels 3 4 About 40 of the subway system runs on surface or elevated tracks including steel or cast iron elevated structures concrete viaducts embankments open cuts and surface routes 10 All of these construction methods are completely grade separated from road and pedestrian crossings and most crossings of two subway tracks are grade separated with flying junctions The sole level junctions of two lines in regular revenue service are the 142nd Street junction 11 and the Myrtle Avenue junction 12 13 More recent projects use tunnel boring machines which minimize disruption at street level and avoid already existing utilities but increase cost 14 Examples of such projects include the extension of the IRT Flushing Line 15 16 17 18 and the IND Second Avenue Line 19 Automation and signaling edit nbsp This is a punch box used for signaling to a tower operator which line the train should use at a junction This technology is no longer in use on the IRT A Division the signal system that allows countdown clocks also automates train identification and switching Main article Signaling of the New York City Subway The MTA has plans to upgrade much of New York City Subway system from a fixed block signaling system to one with communications based train control CBTC technology which will control the speed and starting and stopping of subway trains The CBTC system is mostly automated and uses a moving block system which reduces headways between trains increases train frequencies and capacities and relays the trains positions to a control room rather than a fixed block system This will require new rolling stock to be built for the subway system as only newer trains can use CBTC systems 20 21 Trains using CBTC locate themselves based on measuring their distance past fixed transponders installed between the rails Trains equipped with CBTC have a transponder interrogator antenna beneath each carriage which communicates with the fixed trackside transponders and report the trains location to a wayside Zone Controller via radio Then the Controller issues Movement Authorities to the trains This technology upgrade will allow trains to be operated at closer distances slightly increasing capacity will allow the MTA to keep track of trains in real time and provide more information to the public regarding train arrivals and delays and will obviate the need for complex interlocking towers 22 The trains are also equipped with high tech computers inside the cab so that the conductor could monitor the train s speed and relative location 23 First two lines edit The BMT Canarsie Line L service was the first line to implement the automated technology using Siemens s Trainguard MT CBTC system as it was a self contained line with none of the route interlining seen elsewhere around the system 24 The CBTC project was first proposed in 1994 and approved by the MTA in 1997 23 Installation of the signal system was begun in 2000 Initial testing began in 2004 25 and installation was mostly completed by December 2006 with all CBTC equipped R143 subway cars in service by that date 24 Due to an unexpected ridership increase on the Canarsie Line the MTA ordered more R160 cars and these were put into service in 2010 This enabled the agency to operate up to 26 trains per hour up from the May 2007 service level of 15 trains per hour an achievement that would not be possible without the CBTC technology or a redesign of the previous automatic block signal system 24 The R143s and R160s both use Trainguard MT CBTC supplied by Siemens 26 The next line to have CBTC installed was the pre existing IRT Flushing Line and its western extension opened in 2015 served by the 7 and lt 7 gt trains The Flushing Line was chosen for the second implementation of CBTC because it is also a self contained line with no direct connections to other subway lines currently in use The 2010 2014 capital budget provided funding for CBTC installation on the Flushing Line with scheduled installation originally set for completion in 2016 27 The R188 cars were ordered in 2010 to equip the line with compatible rolling stock 28 This order consists of new cars and retrofits of existing R142A cars for CBTC 29 However the CBTC retrofit date was later pushed back to 2017 30 or 2018 31 The installation is being done by Thales Group 32 Expansion edit Siemens and Thales successfully conducted tests on one of the IND Culver Line s tracks to determine if their CBTC systems were compatible thus allowing installation of CBTC on the rest of the B Division 33 In 2016 Siemens and Thales were awarded a contract to install CBTC on the IND Queens Boulevard Line from 50th Street 8th Avenue and 47th 50th Streets Rockefeller Center to Kew Gardens Union Turnpike 26 Planning for phase one started in 2015 and was complete by February 2016 with major engineering work following in November 2016 34 35 Funding for CBTC on the IND Eighth Avenue Line from 59th Street Columbus Circle to High Street is also provided in the 2015 2019 Capital Program along with the modernization of interlockings at 30th and 42nd Streets 36 The local tracks of the IND Culver Line would also get CBTC as part of the 2015 2019 Capital Program as well as the entire line between Church Avenue and West Eighth Street New York Aquarium with three interlockings to be upgraded on that stretch 36 As of 2014 update MTA projects that 355 miles 571 km of track will receive CBTC signals by 2029 including most of the IND as well as the IRT Lexington Avenue Line and the BMT Broadway Line 20 The MTA also is planning to install CBTC equipment on the IND Crosstown Line the BMT Fourth Avenue Line and the BMT Brighton Line before 2025 21 Additionally the New York City Subway uses a system known as Automatic Train Supervision ATS for dispatching and train routing on the A Division 37 the Flushing line and the trains used on the 7 and lt 7 gt services do not have ATS 37 ATS allows dispatchers in the Operations Control Center OCC to see where trains are in real time and whether each individual train is running early or late 37 Dispatchers can hold trains for connections re route trains or short turn trains to provide better service when a disruption causes delays 37 Other ideas edit In 2017 the MTA started testing ultra wideband radio enabled train signaling on the IND Culver Line The ultra wideband train signals would be able to carry more data wirelessly in a manner similar to CBTC but can be installed faster The ultra wideband signals would have the added benefit of allowing passengers to use cellphones while between stations instead of the current setup see Technology of the New York City Subway Cellular phone and wireless data that only provides cellphone signals within the stations 38 39 Platform screen doors editThe MTA has long been reluctant to install platform screen doors in the subway system though it had been considering such an idea since the 1980s 40 Originally it was planned to install platform doors in several stations along the Second Avenue Subway and on the 7 Subway Extension but their installation presented substantial technical challenges as there are different placements of doors on New York City Subway rolling stock 40 41 The platform door proposal was scrapped in 2012 because of high installation and maintenance costs rolling stock door placement the need to provide a suitable signal interface between the train and platform and the potential delay in operations that would result from the operation of such doors 41 The MTA is also interested in retrofitting platform screen doors on the Canarsie Line along the L train and on the IRT Flushing Line along the 7 and lt 7 gt trains However it is unlikely that the entire New York City Subway system will get retrofitted with platform screen doors or automatic platform gates 42 due to again the varying placements of doors on rolling stock 43 Following a series of incidents during one week in November 2016 in which 3 people were injured or killed after being pushed into tracks the MTA started to consider installing platform edge doors for the 42nd Street Shuttle 44 By 2017 a pilot program for platform screen door technology was underway at the Pelham Parkway station in the Bronx 45 The MTA conducted an internal study of the system in 2019 to determine whether platform screen doors could be installed at each station The MTA concluded that only 128 stations or 27 percent of the network could theoretically be fitted with platform screen doors Between those only 41 such stations would be able to theoretically receive such doors in 2019 due to mismatches in door positions between different rolling stock note 1 and it would take ten years to have a uniform door position among all rolling stock 46 47 Of the infeasible stations 154 stops could not receive platform doors because the resulting platform would be too narrow under the ADA while 100 stops mostly above ground had precast concrete platforms that would not be able to support the weight of the doors The MTA claimed the remaining stations could not be refitted because of persistent fleet alignment issues note 2 columns that were too close to the platform edge an inaccessible platform insufficient space for a platform door equipment room and in one case 14th Street Union Square on the Lexington Avenue Line gap fillers 46 Platform door pilots edit In October 2017 it was announced that as part of a pilot program the Canarsie Line s Third Avenue station was planned to be refitted with platform screen doors while the 14th Street Tunnel was rebuilt from April 2019 to March 2020 This was possible as a result of the L train s automated train operation The MTA would have used the results of the pilot in order to determine the feasibility of adding such doors citywide 48 49 The PSDs would have been approximately 54 in 140 cm high and would have been coordinated with the location of the subway car doors when a train was in the station 50 To ensure that the subway cars were precisely lined up with the doors a wayside only berthing system would be installed Emergency egress gates would be installed in between the regular doors to allow people to exit in the case of an emergency The platform edges and topping would be removed and replaced so that they align with the sills of the train doors and to be in compliance with the Americans with Disabilities Act of 1990 To ensure that people do not get trapped in between the subway car doors and the PSDs sensors and CCTV cameras would be installed with monitors at the center and front of the platforms visible to the train operator and conductor 51 In June 2018 the 30 million for the platform edge door pilot program was diverted to another project and the pilot program was postponed until sufficient funding could be found 52 Stations constructed as part of the Second Avenue Subway s Phase 2 may receive platform screen doors depending on the results of studies being conducted for their installation elsewhere 53 15 The MTA announced another PSD pilot program at three stations in February 2022 the 7 and lt 7 gt trains platform at Times Square the E train s platform at Sutphin Boulevard Archer Avenue JFK Airport and the Third Avenue station 54 55 The announcement came after several people had been shoved onto tracks including one incident that led to the death of Michelle Go at the Times Square stations 55 On July 13 2022 the MTA released a request for proposals for a design build contract to install PSDs at the three pilot stations 56 To ensure the maintenance of the PSDs there will be a separate long term maintenance contract The platforms at the stations will be rebuilt to support the weight of the PSDs including the replacement of concrete and rubbing boards the repositioning of tactile tiles and steel reinforcement Wayside only berthing systems will be installed with stopping locations at Times Square and Third Avenue being synchronized with the existing CBTC signal system At these two stations existing track will be replaced To ensure riders can exit trains in the case of an emergency emergency exit doors with push bars will be installed in the three stations and to prevent riders from being trapped between the PSDs and train doors door entrapment sensors will be installed A PSD storage room and a PSD control room will be constructed in each station 57 The doors are planned to be installed starting in December 2023 at a cost of 6 million 58 Designs for the platform doors were being finalized by June 2023 59 60 Other pilot programs edit In 2023 short barriers were installed at the centers of the platforms at 57th Street Bedford Avenue and Crescent Street to reduce the probability of passengers being pushed into the tracks 61 In 2024 the MTA announced that it would install low platform fences at four stations including 191st Street and Clark Street to reduce the likelihood of passengers falling onto the tracks 62 63 The barriers consist of low yellow fences spaced along the length of the platform there are no sliding platform screen doors between the barriers 62 The barriers have since been installed at additional stations including Fifth Avenue Bedford Avenue and Morgan Avenue 64 Air conditioning in stations editAll subway trains have been air conditioned since 1993 but most stations do not have any form of air conditioning 65 Seven of the New York City Subway s 472 stations contain artificial air conditioning systems The air cooling systems are mostly located in subway stations that were built in the 21st century In August 2006 the MTA revealed that all new subway stations would be outfitted with air cooling systems to reduce the temperature along platforms by as much as 10 F 6 C 66 67 The stations with artificial cooling systems are the Grand Central 42nd Street station on the 4 5 6 and lt 6 gt trains 68 the Cortlandt Street and South Ferry stations on the 1 train which both replaced older stations 69 68 the 34th Street Hudson Yards station on the 7 and lt 7 gt trains 70 three stations on the Second Avenue Subway 67 the Lexington Avenue 63rd Street station and the Cortlandt Street station on the N R and W trains 71 Fans are used at five additional stations all on IRT lines 71 The leader of MTA s construction department said in 2022 that it was not feasible to install air conditioning in most older stations 65 This is both because of the high power requirements for the air cooling systems and because the presence of ventilation grates in older stations would reduce the efficiency of an air conditioning system The Grand Central 42nd Street station is a major exception since there is a large cooling plant for Grand Central Terminal immediately above the platforms that are air conditioned the plant was installed in 2000 According to The New York Times it would cost 4 8 billion to install air conditioning units in all other below ground stations 65 In September 2023 the MTA began studying the feasibility of installing air conditioning in other stations 72 73 FASTRACK edit nbsp FASTRACK on the IND Eighth Avenue Line at 14th StreetIn January 2012 74 75 the MTA introduced a new maintenance program FASTRACK to speed up repair work This program involves a more drastic approach than previous construction and completely shuts down a major portion of a line for overnight work on four consecutive weeknights from 10 p m to 6 a m 76 According to the MTA this new program proved much more efficient and quicker than regular service changes especially because it happened at night and not the weekend when most transit closures had occurred before 77 In 2012 the program only closed lines in Midtown and Lower Manhattan 78 note 3 but due to the success of the program the MTA decided to expand it to the outer boroughs as well 79 In 2013 FASTRACK was expanded to other corridors requiring minimal shuttle buses 80 note 4 and in 2014 to even more locations 81 There were corridors scheduled for 2014 during 24 weeks of the year note 5 12 corridors scheduled during 22 weeks in 2015 82 and 13 corridors scheduled during 21 weeks in 2016 83 As part of an 836 million program to resolve the subway s 2017 2021 state of emergency MTA Chairman Joe Lhota announced the expansion of the FASTRACK program in order to fix critical infrastructure faster 84 85 86 2015 2019 Capital Program overhaul editEnhanced Station Initiative edit nbsp nbsp A sample fare control area left and platform level right of 53rd Street a station rebuilt under the 2015 2019 modernization plan The 2015 2019 MTA Capital Plan included funds for the Enhanced Station Initiative ESI under which thirty three stations in all five boroughs would undergo a complete overhaul and would be entirely closed for up to 6 months at a time 87 88 The 34th Street Penn Station stops on the IRT Broadway Seventh Avenue Line and IND Eighth Avenue Line were added to the plan later but would not be entirely closed due to their key location The 30 original stations as part of the ESI would be rebuilt for 881 million the two Penn Station stops would be rebuilt for 40 million and the Richmond Valley stop on the Staten Island Railway would be rebuilt for 15 million 89 Five stations on the Metro North Railroad were added to the plan in December 2017 90 as were sixteen stations on the Long Island Rail Road which were proposed in several phases 95 Updates included cellular service Wi Fi charging stations interactive service advisories and maps improved signage strip maps for the subway routes subway countdown clocks service alerts On The Go Informational Dashboards neighborhood maps new art and improved station lighting 96 97 note 6 Cables and conduits were decluttered simplifying the stations wiring The stations also included glass barriers near fare control areas rather than the metal fences that separate the paid and unpaid areas of the stations as well as new tiled floors that are easy to clean 97 Concrete repairs new platform edges waterproofing most tile patching and structural steel repairs got the stations into states of good repair 99 Passenger amenities included next train countdown clocks and neighborhood wayfinding maps at the exterior of each entrance digital maps MetroCard vending machines and station agent booths situated in a central location in the mezzanine and digital next train information and service change notices at platform level 100 One additional station Richmond Valley of the Staten Island Railway was also overhauled without being closed 99 The renovations were done in several stages called packages which allowed contractors to renovate three to five stations in a given area simultaneously The first four packages were completed in 23 months by early 2019 99 The first package consisted of the Prospect Avenue 53rd Street and Bay Ridge Avenue stations along the BMT Fourth Avenue Line in Brooklyn for which the contract was awarded on November 30 2016 101 From March to June 2017 these stations closed for construction 102 reopening from September to November 2017 103 The second group of stations comprising the 30th Avenue Broadway 36th Avenue and 39th Avenue stations on the BMT Astoria Line in Queens was awarded on April 14 2017 to Skanska USA 104 and entailed renovating these stations on a staggered schedule from October 2017 to February 2019 105 106 Originally this package entailed renovating one platform at a time since the stations are all consecutive unlike in other packages 107 but the plan was later amended so two sets of two non consecutive stations would be completely closed at once 105 The third package of stations was on the IND Eighth Avenue Line in Manhattan The 163rd Street 110th Street 86th Street and 72nd Street stations were included as part of an amendment to the Capital Program 108 The New York City Transit and Bus Committee officially recommended that the MTA Board award the 111 million contract for Package 3 to ECCO III Enterprises in October 2017 109 These stations were closed on a staggered schedule between March and June 2018 and reopened between September and November 2018 110 The fourth package of stations consisted of stations in midtown Manhattan and included the 34th Street Penn Station stops on the IND Eighth Avenue Line and the IRT Broadway Seventh Avenue Line 57th Street and 23rd Street on the IND Sixth Avenue Line and 28th Street on the IRT Lexington Avenue Line 99 These stations except the two 34th Street Penn Station stops were closed between July and December 2018 111 The fifth and final package for the New York City Subway included the remaining three stations in upper Manhattan and the southwest Bronx 145th Street on the IRT Lenox Avenue Line and 167th Street and 174th 175th Streets on the IND Concourse Line It was originally the eighth of eight planned packages 99 The 145th Street station was closed between July and November 2018 while the Concourse Line stations was closed from August 2018 to December 2018 112 An additional package included the Metro North Railroad stations at White Plains Harlem 125th Street Crestwood Port Chester and Riverdale 90 The ESI program formerly contained thirteen more stations in three packages numbered 5 through 7 but these were deferred to the 2020 2024 Capital Program due to a lack of funding 113 The fifth package of stations would have been in northern and eastern Brooklyn along with Richmond Valley of the SIR This package would have included Flushing Avenue and Classon Avenue on the IND Crosstown Line and Van Siclen Avenue Kingston Throop Avenues and Clinton Washington Avenues on the IND Fulton Street Line 99 The sixth package would have included stations in the eastern and northern Bronx comprising Pelham Parkway on the IRT Dyre Avenue Line as well as Third Avenue 138th Street Brook Avenue East 149th Street and Westchester Square East Tremont Avenue on the IRT Pelham Line 99 The seventh package would have included three stations on the IND Queens Boulevard Line Northern Boulevard 67th Avenue and Parsons Boulevard 99 In July 2017 after Package 1 had been assigned 101 the nonprofit Citizens Budget Commission released a study critical of the plan In the study the CBC noted that the 30 original stations only constituted 8 of weekday boardings and none of these stations were in the list of 25 most used stations in 2016 114 115 Compared to stations that would only be renewed under this Capital Plan i e with less comprehensive improvements performed under partial closures the average ESI station could be 2 to 2 5 times as expensive as the average non ESI station 114 The CBC wrote that the MTA had added 857 million to the ESI s original 64 million in funding and that the cost of extensive renovations offset the savings afforded by using design build contracts for ESI projects 114 The ESI program has also been criticized for the full station closures that entails which force riders to walk to the next station and add extra time to their commute Some transit advocates have also pointed out that the Enhanced Station Initiative does not include improvements such as elevators that would make the stations compliant with the Americans with Disabilities Act of 1990 116 In January 2018 the NYCT and Bus Committee recommended that Judlau Contracting receive the 125 million contract for Package 4 and that Citnalta Forte receive the 125 million contract for Package 8 117 However the MTA Board temporarily deferred the vote for these packages after city representatives refused to vote to award the contracts citing the high cost and relatively low importance of the program Some executives had pointed out that improving subway service was more important than renovating stations that were used by relatively few people 118 119 In response MTA Chairman Joe Lhota said that these stations had been selected because ESI was a pilot program and thus the renovations would be tested on smaller stations first 120 NYCT Chairman Andy Byford looked over the list of ESI stations and concluded that the list was suitable because these stations were in need of structural improvements He said that the MTA s decision to not add elevators was reasonable because the work involved would have delayed many of the projects for several years and in some cases other nearby stops already had or were getting elevators 121 The ESI packages were put back for a vote in February and the two contracts were ultimately approved with three city representatives dissenting 122 121 In April 2018 Lhota announced that cost overruns had forced the MTA to reduce the number of subway stations included in the program from 33 stations to 19 The 19 subway stations still part of the program include those in Packages 1 2 3 4 and 8 although the Staten Island Railway s Richmond Valley station from package 5 would still be included Most of the 936 million allocated to the ESI was already used for the 19 stations underway During the work contractors had discovered additional infrastructure issues that had to be dealt with In total the work on the 19 subway stations will cost 850 million The remaining 86 million will be used for subway accessibility projects The 13 stations without funding will be pushed back to the 2020 2024 Capital Plan 113 Other components edit Minor component work such as station signage tiling and lighting would also be performed at over 170 other stations as part of the plan 87 The MTA would also begin designing OMNY a new contactless fare payment system to replace the MetroCard see Contactless fare trials 123 124 In addition at least 1 025 R211 subway cars are expected to be ordered under the plan The R211s would include 58 inch 150 cm wide doors wider than the current MTA standard of 50 inches 130 cm thereby projected to reduce station dwell time by 32 The new cars will have Wi Fi installed see Cellular phone and wireless data USB chargers digital advertisements digital customer information displays illuminated door opening alerts and security cameras 125 96 97 unlike the current New Technology Trains which lack these features 126 Some lines like the IND Eighth Avenue Line would get communications based train control as part of a larger plan to automate the system 127 These measures are all projected to help reduce overcrowding on the subway which is prevalent 96 97 Train arrival countdown clocks editDifferent types of train arrival countdown clocks nbsp Detailed next train signs of the type used on the A Division at 59th Street on the IRT Lexington Avenue Line This clock shows the train s service destination estimated arrival time chronological sequence track on which the train is arriving and whether the train is local or express nbsp Detailed next train signs of the type used on the BMT Canarsie Line at Lorimer Street This clock shows the train s service destination and estimated arrival time Many of these clocks have since been replaced nbsp Detailed next train signs of the type used on parts of the B Division at Cortlandt Street on the BMT Broadway Line This clock shows the train s service destination estimated arrival time current clock time weather and service advisories nbsp Simple next train signs of the type used on parts of the B Division at 125th Street on the IND Eighth Avenue Line This clock shows the track on which the train is arriving the number of stops away for the next train and whether the train is local or express Mainline A Division and Canarsie Line clocks edit In 2003 the MTA signed a 160 million contract with Siemens Transportation Systems to install digital real time message boards officially Public Address Customer Information Screens or PA CIS 128 at 158 of its IRT stations to display the number of minutes until the arrival of the next trains 129 Payments to the company were stopped in May 2006 following many technical problems and delays 130 and MTA started to look for alternative suppliers and technologies 129 In January 2007 Siemens announced that the issues had been resolved and that screens would start appearing at 158 stations by the end of the year 131 In 2008 the system wide roll out was pushed back again to 2011 with the MTA citing technical problems 132 133 An in house simpler system developed by MTA for the L train was operational by early 2009 129 134 and the first three displays of the larger Siemens system became operational at stations on the IRT Pelham Line 6 and lt 6 gt trains in the Bronx in December 2009 135 Siemens signs were in operation in 110 A Division stations by March 2011 136 137 138 139 140 141 and in 153 IRT mainline and 24 Canarsie Line stations by late 2011 128 Simpler countdown clocks which only announce the track on which the train is arriving and the number of stops the train is from the station are used at 40 stations This includes 13 stations on the IND Queens Boulevard Line 128 19 stations on the IND Eighth Avenue Line including four that also have next train displays that show this information 128 142 three stations on the BMT Broadway Line 128 and five stations on the BMT Astoria Line 143 however the clocks on the Broadway and Astoria Lines are not in use as of 2016 update 128 The announcements are voiced by former radio traffic reporter Bernie Wagenblast 144 and Carolyn Hopkins 145 In 2012 real time station information for the mainline IRT comprising all the IRT services except the 7 train was made available to third party developers via an API through MTA s Subway Time mobile app and as open data 146 In early 2014 data for the L train were also given to developers 147 Displays at 5 IRT Dyre Avenue Line stations were the last in the mainline A Division to be added as a result of signal modernizations for IRT Dyre Avenue Line stations 148 Mainline B Division and Flushing Line clocks edit Displays at 267 B Division stations were funded as part of the 2015 2019 capital program 149 Upon the October 2015 approval of funding for the 2015 2019 capital program full installation of the countdown clocks was deferred to beyond 2020 with 323 out of 472 stations note 7 having countdown clocks by then 150 This was attributed to the rate of installation of Wi Fi and 3G systems in subway stations which among other things makes countdown clocks viable 151 The B D and N were expected to get countdown clocks in 2016 the B and D would get the PA CIS along their shared IND Concourse Line stations the D along the BMT West End Line and the N along the BMT Sea Beach Line 151 152 Meanwhile the IRT Flushing Line 7 and lt 7 gt was to get the clocks in 2018 a delay from an earlier announced date of 2016 151 In August 2016 a 90 day testing period began for updated countdown clocks on eight BMT Broadway Line stations on the N Q R and W services The clocks feature new LCD screens as opposed to the old LED screens The new countdown clocks show the date and time current weather next trains advertisements other media and service changes unlike the old countdown clocks which can only show the date and time and the next train arrivals The LCD clocks also use data from the Bluetooth receivers installed at the end of each platform in the stations which connect with Bluetooth receivers installed on the first and last cars of every train If the test was successful the remaining 269 B Division stations would receive the new LCD countdown clocks 153 The MTA was able to speed up the test by using Bluetooth receivers and wireless data in stations As opposed to the countdown clocks on the numbered lines the system calculates when the trains will pull into their next stop based on when trains enter and leave the stations 154 The new Bluetooth clocks performed accurately 97 of the time 155 In November 2016 the MTA declared the Broadway Line countdown clock test successful All B Division stations would get countdown clocks by March 2018 several years ahead of schedule using the same Bluetooth technology as the clocks in the Broadway Line stations The countdown clocks would use either existing and new Siemens tricolor LED displays like the ones on the A Division and across scattered parts of the B Division or new multicolor LCD display like the ones on the Broadway Line 156 The R was the first mainline B Division route to receive countdown clocks along its entire length in July 2017 Under the MTA s rollout schedule released in July 2017 the countdown clocks on other routes would be enabled in stages through December 2017 157 155 including on the L train where the existing LED clocks would be upgraded to use the new LCD displays 155 All of the countdown clock data for the B Division services would also be available in the MTA s Subway Time app in addition to the data for the A Division and L services that were already included in the app prior to the test 156 The countdown clocks for the rest of the B Division were to be installed as part of the Integrated Service Information and Management B Division ISIM B project which would upgrade signal towers and connect track circuits to a central database 158 The project was called the Beacon Train Arrival System and all 268 underground stations would have it installed by the end of 2017 101 In each of the remaining 269 stations without countdown clocks there would be two displays for each platform as well as a single display installed just outside fare control The cost would be around 31 7 million to install plus 5 million in annual maintenance costs 156 Since the clocks are based on the Transit Wireless Wi Fi installation of each set of displays would cost 211 000 at every aboveground station which did not have Transit Wireless as of 2016 update and 54 000 at every underground station with Transit Wireless The MTA would upgrade the aboveground stations so they could also get Wi Fi capabilities 156 As the first batch of Bluetooth enabled B Division countdown clocks was installed in September 2017 there were some passenger complaints about the location of the clocks Although the MTA places the clocks at the middle of each platform as well as offers train arrival data on its Subway Time app riders noted that these clocks were not always placed near locations where the riders would actually wait such as the stairs to the platforms or the station entrances Sometimes the clocks were hidden behind signs or located far away from the station entrances 159 160 Riders also reported instances where the clocks froze displayed the wrong information projected wildly fluctuating arrival times or forgot to display upcoming trains 161 162 All of the system s 472 stations had countdown clocks by New Year s Day 2018 The last route to get countdown clocks was the 7 which received Bluetooth enabled clocks in December 2017 because of issues with the installation of communications based train control on the Flushing Line 163 Fare collection editFare collection media edit Main article OMNY nbsp RFID trial on the IRT Lexington Avenue Line Access to the paid area is by turnstile Starting in 1992 MetroCards made by Cubic Transportation Systems replaced the subway tokens that had been used as the subway s form of fare payment from the 1950s on by 2003 the MetroCard was the exclusive method of fare payment systemwide 164 Since then there have been programs to replace the MetroCard itself In the first program introduced in early 2006 the MTA signed a deal with MasterCard to test out a new radio frequency identification card payment scheme 165 Customers had to sign up at a special MasterCard website and use a MasterCard PayPass credit or debit card tag to participate 166 Originally scheduled to end in December 2006 the trial was extended into 2007 due to overwhelming positive response 167 In light of the success of the first PayPass pilot project in 2006 another trial was started by the MTA This one started on June 1 2010 and ended on November 30 2010 The first two months started with the customer just using the MasterCard PayPass debit or credit card 168 169 170 171 However this trial was the debut of having a rider use the VISA PayWave debit or credit card to enter the system which started on August 1 2010 172 The trial continued for six months 173 174 In 2016 the MTA announced that it would begin designing a new contactless fare payment system to replace the MetroCard 123 The system would probably use phone and bank card based payment systems like Apple Pay and Android Pay 124 On October 23 2017 it was announced that the MetroCard would be phased out and replaced by OMNY a contactless fare payment system also by Cubic with fare payment being made using Apple Pay Google Wallet debit credit cards with near field communication enabled or radio frequency identification cards 175 176 The OMNY system was rolled out starting in 2019 though support of the MetroCard is slated to remain until 2025 176 The fare system was criticized because the new turnstiles could be hacked thereby leaving credit card and phone information vulnerable to theft 177 178 Turnstiles edit This section is an excerpt from New York City Subway stations Turnstiles and entrance gates edit The New York City Subway primarily employs two types of turnstiles a waist high turnstile and a full height turnstile known as a High Entry Exit Turnstile HEET The waist high turnstiles the most prominent in the system were installed beginning in 1993 along with the implementation of MetroCard though they originally accepted tokens 179 They are manufactured in Tennessee by Cubic Corporation Some of the waist high turnstiles date to the late 20th century when tokens were used to pay fares as such they still have token return compartments 180 The newer HEETs resemble several older turnstiles of that design informally called iron maidens and are prevalent at subway entrances without token booths to discourage fare evasion 181 Both turnstiles are stainless steel and are bidirectional allowing passengers to enter with fare payment and to exit A third older type of turnstile the High Exit Turnstile HET is a black painted unidirectional iron maiden and only turns in the exiting direction 181 Entrance is also available via Service Entry gates or AutoGates which cater primarily to handicapped passengers 182 183 184 or passengers with large items such as strollers and luggage These gates double as pushbar Emergency Exits though they are often used for regular exiting in crowded stations 185 New turnstile designs were introduced in the 2020s The MTA announced in 2021 that it would install wide aisle fare gates for disabled passengers at five subway stations by mid 2022 186 the implementation of these fare gates was delayed by a year 187 188 Additionally in an attempt to reduce fare evasion the MTA exhibited several designs for half height and full height Plexiglas turnstiles in May 2023 which would replace the existing waist high turnstiles 189 190 On December 4 2023 the first wide aisle fare gates were installed at Sutphin Boulevard Archer Avenue JFK Airport station 191 192 Within two months there was a slight increase in fare paying riders at the station although passengers were able to evade fares merely by leaning over the new turnstiles and activating the motion sensors 193 Following adjustments to the turnstiles the MTA announced in May 2024 that the new turnstiles would be installed at fifteen stations by the end of that year 194 Help Point edit nbsp The Help Point at the Smith Ninth Streets station The MTA set up another technology pilot project called Help Point in April 2011 Help Point a new digital audio communications system was designed for use in case of an emergency or to obtain subway information for travel directions 195 The top button is labeled red for emergencies and connects to the Rail Control Center The bottom button is labeled green and connects to a MTA station agent for any inquiries All units are equipped with a microphone and speaker 196 and can optionally be installed with a camera 197 Also the test units were equipped for the hearing impaired under ADA compliance 198 The two subway stations that were part of this trial were on the IRT Lexington Avenue Line They were the 23rd Street and the Brooklyn Bridge City Hall stations The Help Points at the Brooklyn Bridge City Hall station were wireless while those at the 23rd Street station ones were hard wired to test which type of transmission is best for the subway 199 200 201 After the Help Point test was successfully completed the MTA started to install Help Points in all 472 subway stations to replace the existing Customer Assistance Intercom CAI units 199 The help points were installed in 166 stations by 2014 202 at which time the remaining stations were scheduled to have Help Points by the end of 2019 203 The Help Point installation timeline was later accelerated to the end of 2017 124 On The Go Travel Station edit nbsp The On the Go Travel Station in use at the Bowling Green station On September 19 2011 the MTA set up another pilot project an online interactive touchscreen computer program called On The Go Travel Station OTG It lists any planned work or service changes occurring on the subway as well as information to help travelers find landmarks or locales near the stations with an OTG outlet with advertisements as well The first station to test this new technology was Bowling Green on the IRT Lexington Avenue Line 204 Other stations scheduled to participate in this program were Penn Station with the LIRR Grand Central Terminal with Metro North Atlantic Avenue Barclays Center in Brooklyn and Jackson Heights Roosevelt Avenue 74th Street Broadway in Queens 205 206 New and existing On the Go kiosks were to receive an interface overhaul as a result of the MTA s partnership with Control Group a technology and design consultancy firm Control Group were adding route lookups countdown to train arrivals and service alerts Between 47 and 90 interactive wayfinding kiosks were scheduled to be deployed in 2013 207 As of January 2016 update there are 155 kiosks at 31 stations 208 At the completion of Phase 2 there was to be a total of 380 kiosks installed 101 By 2020 these had been supplanted by digital screens systemwide 209 210 Cellular phone and wireless data edit nbsp An indoor antenna part of the distributed antenna system installed by Transit Wireless inside a station In 2005 Transit Wireless a BAI Communications majority owned company was formed in order to compete for the MTA s request for proposals for a wireless network in the subway system The MTA ultimately awarded the contract for building and operating the network to Transit Wireless 211 The New York City Subway began to provide underground cellular phone with voice and data service and free Wi Fi to passengers in 2011 at six stations in Chelsea Manhattan The new network was installed and owned by Transit Wireless as part of the company s 200 million investment 212 The company expanded the services to 30 more stations in 2013 213 214 and signed an agreement with all 4 major wireless network operators Verizon Wireless AT amp T Sprint and T Mobile to allow their cellular phone customers to use its network The MTA and Transit Wireless are splitting the fees received from those wireless carriers for the usage of the network 215 The Wi Fi service which operates using antennae 216 is operated by Boingo Wireless 217 nbsp Poster announcing free Wi Fi nbsp Passengers using smartphones at a subway station Transit Wireless expected to provide service to the remaining 241 underground stations by 2017 The next 40 key stations 11 in midtown Manhattan and 29 in Queens have antennas that were in service by March 2014 205 212 218 The wireless for these 40 underground stations were completed by October 2014 212 Phase 3 of the project was completed in March 2015 and added service to the Flushing Main Street station in Queens as well as stations in Lower Manhattan West Harlem and Washington Heights 219 Phase 4 of the project covered 20 underground stations in the Bronx and seventeen in Upper Manhattan this phase completed in November 2015 provided service to major stations such as Lexington Avenue 53rd Street Lexington Avenue 59th Street 149th Street Grand Concourse and 125th Street 212 220 Because Governor Andrew Cuomo had implemented a timeline for accelerated implementation of in station wireless service phases 6 and 7 of the Transit Wireless network build out will connect the 90 remaining Brooklyn and Manhattan underground stations by early 2017 about one year ahead of the original completion date of 2018 212 219 In late December 2016 it was expected that all stations would have wireless by the final day of that year 221 However Governor Cuomo later announced that by January 9 2017 cellular connectivity and wireless service would be available in all underground stations except at four stations As of March 2020 update this is not yet the case These stations were the New South Ferry station and the three stations on the BMT Fourth Avenue Line Prospect Avenue 53rd Street and Bay Ridge Avenue that would have wireless installed as part of their Enhanced Station renovations Cellular connectivity was completed one year early 222 223 224 The entire project was completed for 300 million with Transit Wireless sharing revenues derived from the network s service with the MTA The partnership between Transit Wireless and the MTA is for 27 years 223 224 Wi Fi and cellular service are currently available in all underground stations except Pelham Parkway on the Dyre Avenue line 225 In June 2016 the MTA began installing Wi Fi in subway cars as well Wireless service was installed on four R160 subway cars assigned to the Jamaica Yard then tested along the all underground E route in car Wi Fi was expanded to 20 R160s on the E route by September 226 However this pilot program was not advertised to passengers In addition the wireless service was not working all the time one passenger described the signal on board the trains as spotty and only really available on the platforms 227 At the time the MTA was not planning to retrofit subway tunnels with wireless service 227 Still this in car Wi Fi pilot program is part of the wider program to install Wi Fi in underground stations and onboard newer MTA buses 226 228 Future subway cars like the R211 will also include Wi Fi upon their delivery 125 229 230 In 2017 the MTA partnered with NYC Public Libraries New York State and Transit Wireless to create Subway Library a system that allows users to choose from a selection of e books to read for free when connected to TransitWireless Wi Fi 231 232 Despite the rollout of Wi Fi at almost all underground stations wireless and cellular data are generally not available in the tunnels between the stations 211 222 In early 2018 the MTA started testing out Wi Fi in the 42nd Street Shuttle tunnels 211 During the 14th Street Tunnel shutdown in 2019 2020 the MTA added cellular service to the portion of the 14th Street Tunnel that travels under the East River 233 In July 2022 MTA officials announced plans to add cellular service to 418 miles 673 km of tunnels across the network In addition internet service would be added to the 191 subway stations above ground level and the 21 stations in the Staten Island Railway network 234 235 The same month the MTA awarded a 600 million contract to Transit Wireless for the installation of cellular and Wi Fi equipment at these stations and in subway tunnels 233 236 Digital screens edit nbsp One of the information and advertising screens seen at 34th Street Hudson Yards station The first major wave of digital advertisements in the subway were introduced with the deployment of the On the Go Travel Station in 2011 206 From 2016 on the LCD countdown clocks also provided another way to show advertisements to passengers 153 In September 2017 the MTA announced plans to add 31 000 digital advertising screens in 5 134 cars as well as 9 500 extra screens in stations far more than what the clocks or travel stations could provide The advertising screens were installed by Outfront Media from 2019 to 2022 237 There would eventually be 50 000 screens systemwide the screens would also show service information Prior to the announcement most of the few digital advertising displays in use systemwide had been used to advertise the Second Avenue Subway s opening earlier that year 238 In 2020 the MTA started displaying real time service metrics on the screens such as service changes and dynamic transfer information 209 210 By then the subway system had 5 000 such screens with another 9 000 to be installed by September 2021 at a cost of 100 million 210 The screens cost 800 million in total 237 239 The displays were vulnerable to vandalism The MTA received over 600 reports of shattered or cracked digital screens between August 2020 and April 2023 although the website thecity nyc implied that the actual number of damaged screens could be much higher 240 Notes edit The A Division uniformly uses 51 foot long 16 m cars with three doors on each side As of 2019 the B Division uses 60 foot long 18 m and 75 foot long 23 m cars with four doors on each side 60 foot long B Division cars have slightly different door arrangements based on whether they are A cab cars or B trailer cars and they are arranged in four or five car sets Four car sets have two A cars and two B cars and five car sets have two A cars and three B cars The MTA concluded that 31 stations could not be retrofitted with PSDs regardless of whether all B Division cars were standardized to 60 feet long because these stations are served by trains that use both four car and five car sets 46 The corridors repaired in 2012 were IRT Lexington Avenue Line from Grand Central 42nd Street to Atlantic Avenue Barclays Center IND Sixth Avenue Line from 59th Street Columbus Circle to West Fourth Street Washington Square IRT Broadway Seventh Avenue Line from 34th Street Penn Station to Atlantic Avenue Barclays Center IND Eighth Avenue Line from 59th Street Columbus Circle to Jay Street MetroTech The corridors repaired in 2013 were BMT Broadway Line from Queensboro Plaza to Court Street IND Eighth Avenue Line from 168th Street to Inwood 207th Street IND Concourse Line from 161st Street Yankee Stadium to Norwood 205th Street IND Queens Boulevard Line from Fifth Avenue 53rd Street to Jackson Heights Roosevelt Avenue IRT Nostrand Avenue Line from Franklin Avenue to Flatbush Avenue Brooklyn College IND Concourse Eighth Avenue lines from 59th Street Columbus Circle to 161st Street Yankee Stadium and 168th Street respectively BMT Nassau Street Line from Broad Street to Essex Street BMT Fourth Avenue Line from 36th Street to Bay Ridge 95th Street IRT Lexington Avenue Line from Grand Central 42nd Street to 125th Street The corridors repaired in 2014 were IRT Lexington Avenue Line from Grand Central 42nd Street to Atlantic Avenue Barclays Center IRT Lexington Avenue Line from Grand Central 42nd Street to 125th Street IND Sixth Avenue Line from 59th Street Columbus Circle to West Fourth Street Washington Square IND Sixth Avenue Line from West Fourth Street Washington Square to Jay Street MetroTech IRT Broadway Seventh Avenue Line from 34th Street Penn Station to Atlantic Avenue Barclays Center IRT Broadway Seventh Avenue Line from 96th Street to Dyckman Street IRT Eastern Parkway Line from Atlantic Avenue Barclays Center to Franklin Avenue BMT Broadway Line from Queensboro Plaza to Court Street IND Eighth Avenue Line from 59th Street Columbus Circle to Jay Street MetroTech IND Eighth Avenue Line from 168th Street to Inwood 207th Street IND Concourse Eighth Avenue lines from 59th Street Columbus Circle to 161st Street Yankee Stadium and 168th Street respectively IND Concourse Line from 161st Street Yankee Stadium to Norwood 205th Street IND Queens Boulevard Line from Fifth Avenue 53rd Street to Jackson Heights Roosevelt Avenue BMT Fourth Avenue Line from 36th Street to Bay Ridge 95th Street IND Fulton Street Line between Jay Street MetroTech and Broadway Junction IND Crosstown Line from Bedford Nostrand Avenues to Hoyt Schermerhorn Streets The Brooklyn stations are 98 Clinton Washington Avenues Kingston Throop Avenues and Van Siclen Avenue on the IND Fulton Street Line Flushing Avenue and Classon Avenue on the IND Crosstown Line Prospect Avenue 53rd Street and Bay Ridge Avenue on the BMT Fourth Avenue Line The Bronx stations are 98 167th Street and 174th 175th Streets on the IND Concourse Line Pelham Parkway on the IRT Dyre Avenue Line Third Avenue 138th Street Brook Avenue Hunts Point Avenue and Westchester Square East Tremont Avenue on the IRT Flushing Line The Manhattan stations are 98 23rd Street and 57th Street on the IND Sixth Avenue Line 28th Street on the IRT Lexington Avenue Line 72nd Street 86th Street Cathedral Parkway 110th Street and 163rd Street Amsterdam Avenue on the IND Eighth Avenue Line 145th Street on the IRT Lenox Avenue Line The Queens stations are 98 Northern Boulevard 67th Avenue and Parsons Boulevard on the IND Queens Boulevard Line 30th Avenue Broadway 36th Avenue and 39th Avenue on the BMT Astoria Line There is also one station on Staten Island that is part of the Staten Island Railway SIR that was renovated the Richmond Valley This includes 320 out of the 469 stations as of October 2015 update plus three new stations on the Second Avenue Subway opened on January 1 2017References edit New York City subway opens Oct 27 1904 history com Retrieved October 25 2015 James Blaine Walker Fifty Years of Rapid Transit 1864 1917 published 1918 pp 162 191 a b c d www nycsubway org The New York Subway Chapter 02 Types and Methods of Construction www nycsubway org Retrieved November 1 2015 a b c Interborough Rapid Transit Company June 2007 IRT Interborough Rapid Transit the New York City Subway Its Design and Construction Lulu com ISBN 978 1 4303 2550 5 Retrieved February 27 2016 Why It Was Faster To Build Subways in 1900 Atlas Obscura October 22 2015 Retrieved April 15 2016 www nycsubway org Design and Construction of the IRT Civil Engineering Scott www nycsubway org Retrieved April 15 2016 American Experience Technology New York Underground About the Program PBS www pbs org Retrieved March 13 2016 DuTemple Lesley A October 1 2002 The New York Subways Twenty First Century Books ISBN 9780822503781 Retrieved January 28 2016 Subway Construction Then and Now New York Public Library Retrieved 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Crowding on L Train Think 2010 Report Says The New York Times Retrieved May 24 2007 Luo Michael June 23 2004 The Next Stop for the Subway Is a Fully Automated Future Testing a Computer Controlled Train Line The New York Times Retrieved August 10 2016 a b Vantuono William C August 27 2015 Siemens Thales land NYCT QBL West Phase 1 CBTC contracts Railway Age Archived from the original on February 20 2017 Retrieved January 31 2017 MTA 2010 2014 CAPITAL PROGRAM QUESTIONS AND ANSWERS PDF mta info Metropolitan Transportation Authority pp 11 12 Retrieved September 12 2016 R188 Acceptance Kawasaki Rail Car Inc Archived from the original on September 19 2016 Retrieved September 13 2016 Wetherell Michael P November 26 2012 NYCT Subway Car Program Progress Update to CPOC mta info Metropolitan Transportation Authority Retrieved September 13 2016 Barone Vincent August 21 2017 7 train signal upgrade on track for 2017 MTA am New York Retrieved August 23 2017 Santora Marc Tarbell Elizabeth August 21 2017 Fixing the Subway Requires Pain But How Much and for How Long The New York Times ISSN 0362 4331 Retrieved August 23 2017 Thales selected by the New York Metropolitan Transportation Authority to modernize the Queens Boulevard Line Thales Group October 2015 Retrieved September 13 2016 Colceag Gabriel Yelloz Gerard March 28 2012 CBTC Interoperability From Real Needs to Real Deployments New York s Culver CBTC Test Track Project PDF alamys org Metrorail London Archived from the original PDF on November 26 2015 Retrieved September 12 2016 MTA news 205 8M in Contracts Approved to Install Communications Based Train Control System www mta info Archived from the original on July 28 2016 Retrieved August 6 2016 Install Communication Based Train Control on the Queens Boulevard Line West Phase 2 a b MTA Capital Program 2015 2019 Renew Enhance Expand PDF mta info Metropolitan Transportation Authority October 28 2015 Retrieved September 12 2015 a b c d MTA news Know Before You Go with MTA Subway Time amp 8482 Mta info December 28 2012 Archived from the original on March 12 2015 Retrieved April 11 2014 Rivoli Dan December 21 2017 MTA begins testing technology to help failure prone signal system NY Daily News Retrieved December 22 2017 Burkett N J December 21 2017 MTA testing Ultra Wide Band Radio Technology ABC7 New York Retrieved December 22 2017 a b Neuman William April 5 2007 2nd Ave Subway Platforms May Get Glass Walls and Sliding Doors The New York Times ISSN 0362 4331 Retrieved January 12 2017 a b Customer Contact With Train Incident Report PDF Metropolitan Transportation Authority January 2013 pp 36 37 Retrieved November 15 2020 Capital New York After subway push killings and Lhota s resignation the MTA considers platform screen doors Council demands an end to the M T A s subway safety exploratory phase Archived March 23 2014 at the Wayback Machine Furfaro Danielle November 15 2016 MTA boss makes another push for subway platform doors New York Post Retrieved November 16 2016 Search Capital Dashboard Project T7080618 MTA Retrieved April 29 2019 a b c Rivoli Dan January 20 2022 Docs show costs and challenges of subway track safety Spectrum News NY1 New York City Retrieved January 26 2022 Politicians call for subway platform gates after fatal New York crimes Trains January 25 2022 Retrieved January 26 2022 Barone Vin October 24 2017 Platform door pilot heads to L train station am New York Retrieved October 25 2017 Furfaro Danielle October 25 2017 MTA to test barrier to stop people from falling on tracks New York Post Retrieved October 25 2017 New York City Transit and Bus Committee Meeting PDF Metropolitan Transportation Authority December 13 2017 p 145 Archived from the original PDF on December 28 2017 Retrieved November 9 2017 C 32518 Design Build Furnish amp Maintain a Platform Barrier Door System at the 3rd Avenue Station on the Canarsie Line Borough of Manhattan PDF mta info Metropolitan Transportation Authority February 20 2018 Archived from the original PDF on March 16 2018 Retrieved March 15 2018 Berger Paul June 26 2018 MTA Postpones Platform Safety Pilot Program Wall Street Journal ISSN 0099 9660 Retrieved June 26 2018 FINDING OF NO SIGNIFICANT IMPACT Attachment A Summary of Comments and Responses PDF mta info Federal Transit Administration November 15 2018 Retrieved November 19 2018 Gold Michael February 23 2022 Subway Will Test Platform Doors at 3 Stations The New York Times ISSN 0362 4331 Retrieved February 23 2022 a b Brosnan Erica February 23 2022 MTA Platform barrier pilot program to launch in three stations Spectrum News NY1 New York City Retrieved February 23 2022 MTA Opens Door to Platform Barriers in Three Subway Stations The City July 15 2022 Retrieved October 6 2022 Solicitation Title C32520 Platform Screen Door Pilot Installation mta info Metropolitan Transportation Authority July 13 2022 Retrieved July 14 2022 Project Details Platform Screen Doors PSD Pilot 3 Stations MTA Retrieved October 6 2022 Heyward Giulia June 4 2023 MTA set to install protective platform doors at select subway stations in coming months Gothamist Retrieved June 5 2023 Troutman Matt June 5 2023 Three NYC Subway Stations Will Get Platform Doors Report New York City NY Patch Retrieved June 5 2023 Mocker Greg October 27 2023 MTA testing new safety measures on subway platforms PIX11 Retrieved January 21 2024 a b Roberts Grmela Julian Seiwell Emma January 21 2024 MTA testing subway platform barriers in Manhattan Brooklyn aimed at preventing track falls New York Daily News Retrieved January 21 2024 Heyward Giulia January 21 2024 MTA installs new platform barriers at 191st Street station Gothamist Retrieved January 21 2024 New yellow safety barriers appear at subway station in Washington Heights NBC New York January 21 2024 Retrieved January 21 2024 Rahhal Emily Rosoff Henry March 25 2024 Subway barriers installed at Bryant Park station PIX11 Retrieved March 26 2024 a b c Klara Robert August 25 2022 Why Aren t Subway Stations Air Conditioned The New York Times ISSN 0362 4331 Retrieved August 26 2022 Donohue Pete August 4 2006 Cooler Subways Coming Eventually New York Daily News Archived from the original on October 10 2007 Retrieved December 12 2008 a b Roberts Sam October 1 2013 No Heel Hazards or Gusts as Subway Expands The New York Times ISSN 0362 4331 Retrieved August 26 2022 a b Jewler Sam August 30 2009 Does the New York Subway System Really Need to Be This Hot New York Magazine Retrieved May 23 2014 However New York s system now has a few D C style chiller units some were installed in Grand Central s 4 5 6 station during the Terminal s recent restoration and there are four in the brand new South Ferry station NYC subway station at site of 9 11 attack reopens after nearly 2 decades CBS News September 8 2018 Retrieved September 9 2018 Bautista Christian Brazil September 15 2015 City expands subway system for the first time in 26 years Real Estate Weekly Archived from the original on October 18 2015 Retrieved September 17 2015 a b MTA Releases Request for Information for Cooling Technologies on New York City Subway Platforms MTA September 21 2023 Retrieved September 22 2023 Rahmanan Anna September 22 2023 The MTA is considering installing air conditioning on subway platforms Time Out New York Retrieved September 22 2023 Siff Andrew September 21 2023 Air conditioning at NYC subway stations Yes the MTA is looking into it NBC New York Retrieved September 22 2023 MTA Press Release NYC Transit FASTRACK Comes to the 2 in Brooklyn www mta info Archived from the original on June 14 2018 Retrieved March 13 2016 FASTRACK Repairs Mean Service Disruptions On 4 5 And 6 Subway CBS New York January 9 2012 Retrieved September 8 2017 mta info FASTRACK Schedule web mta info Retrieved March 18 2016 MTA Youtube video about FASTRACK MTA Retrieved May 13 2012 MTA Press Release NYC Transit FASTRACK Coming to the B D F and M Lines www mta info Retrieved February 10 2016 permanent dead link MTA Press Release NYC Transit With 8th Avenue Line Work Wrapped Up First Round of FASTRACK Complete www mta info Archived from the original on September 18 2018 Retrieved February 10 2016 MTA Press Release NYC Transit FASTRACK on the Lexington Avenue 4 5 6 Line www mta info Archived from the original on September 18 2018 Retrieved February 10 2016 MTA Press Release NYC Transit Another Successful Round of FASTRACK on the 1 2 3 www mta info Archived from the original on September 18 2018 Retrieved February 10 2016 MTA Fastrack To Expand To Beyond Manhattan WNYC May 14 2012 Retrieved September 8 2017 mta info FASTRACK Schedule mta info mta info FASTRACK Schedule mta info mta info FASTRACK Schedule web mta info Retrieved March 11 2016 mta info FASTRACK Schedule web mta info Retrieved March 11 2016 Plitt Amy July 31 2017 MTA s subway repairs could mean more overnight service shutdowns Curbed NY Retrieved September 8 2017 Gartl Michael July 30 2017 Subways may shut down more overnight for repairs New York Post Retrieved September 8 2017 Catsimatidis John July 30 2017 Joe Lhota Coming off the bench to fix the MTA John Catsimatidis 990 AM Radio Show Retrieved September 8 2017 a b Tumola Cristabelle July 18 2016 Renderings reveal reimagined NYC subway cars stations Metro Retrieved July 20 2016 Whitford Emma January 8 2016 MTA Will Completely Close 30 Subway Stations For Months Long Revamp Gothamist Archived from the original on August 1 2016 Retrieved July 18 2016 MTA Capital Program 2015 2019 Renew Enhance Expand Amendment No 2 As Proposed to the MTA Board May 2017 PDF mta info May 24 2017 Retrieved May 24 2017 a b Metro North Railroad to Make Design Improvements to Five Stations Under Enhanced Stations Initiative Program MTA December 14 2017 Archived from the original on June 14 2018 Retrieved December 17 2017 Enhanced Station Initiatives ESI Phase 1 8 stations MTA Retrieved July 10 2018 Enhanced Station Initiatives ESI Phase 2 6 Stations MTA Retrieved July 10 2018 Enhanced Station Initiative Stewart Manor SBMP MTA Retrieved July 10 2018 Enhanced Station Initiative Port Jefferson SBMP MTA Retrieved July 10 2018 Enhanced Station Initiative renovations are being performed at these stations Phase 1 Deer Park Brentwood Merrick Stony Brook Syosset East Hampton Bellmore and Farmingdale 91 Phase 2 Great Neck Bayside Northport Valley Stream Ronkonkoma and Baldwin 92 Work would also be performed at Stewart Manor 93 and Port Jefferson 94 a b c Rivoli Dan July 18 2016 Cuomo unveils new designs aimed to fix MTA subway crowding NY Daily News Retrieved July 19 2016 a b c d Schmidt Samantha July 18 2016 Cuomo Details Redesigned Subway Cars and Major Station Renovations The New York Times Retrieved July 19 2016 a b c d MTAStations PDF governor ny gov Government of the State of New York Retrieved July 18 2016 a b c d e f g h Consultant Construction Management CCM Services for the Enhanced Station Initiative Design and Renovation of Multiple Stations in the Boroughs of Brooklyn Queens Manhattan the Bronx and Staten Island PDF mta info Metropolitan Transportation Authority November 3 2016 Retrieved April 26 2017 Enhanced Stations Initiative Community Board 6 PDF cbsix org Metropolitan Transportation Authority June 13 2018 p 11 Archived from the original PDF on November 20 2018 Retrieved November 19 2018 a b c d MTA 2017 Final Proposed Budget November Financial Plan 2017 2020 Volume 2 November 2016 PDF mta info Metropolitan Transportation Authority November 16 2016 Retrieved November 17 2016 MTA will close these Brooklyn subway stops to facilitate upgrades Curbed NY March 22 2017 Retrieved March 24 2017 DeJesus Jaime September 8 2017 Sunset Park s renovated 53rd Street station is open for business Brooklyn Reporter Retrieved September 8 2017 Mascali Nikki M October 13 2017 MTA unveils new Bay Ridge Avenue R station Metro US Retrieved October 14 2017 Barone Vincent November 2 2017 Prospect Avenue subway station reopens with modern amenities am New York Retrieved November 3 2017 Capital Program Oversight Committee Meeting PDF mta info Metropolitan Transportation Authority April 2017 p 17 Retrieved April 24 2017 a b Evelly Jeanmarie September 14 2017 2 Astoria Subway Stations to Close for 8 Months on Oct 23 MTA Says DNAinfo New York Archived from the original on September 15 2017 Retrieved September 15 2017 Broadway amp 39 Av NW Stations to Undergo Extensive Repairs amp Renovations www mta info Metropolitan Transportation Authority June 8 2018 Archived from the original on June 12 2018 Retrieved June 8 2018 Bid on Enhanced Stations Initiative Program Contract A 36622B Package 2 for Design amp Construction in 30th Avenue Broadway 36th Avenue and 39th Avenue Stations on the Astoria Line BMT Queens New York Bid Network www newyorkbids net Retrieved March 15 2017 MTA 2015 2019 Capital Program Amendment PDF Metropolitan Transportation Authority February 23 2017 Retrieved March 15 2017 New York City Transit and Bus Committee Meeting PDF Metropolitan Transportation Authority October 23 2017 p 131 Archived from the original PDF on October 31 2017 Retrieved November 9 2017 Warerkar Tanay February 19 2018 State official calls for public hearing before Upper West Side subway closures Curbed NY Retrieved February 23 2018 Repairs and Improvements Coming to Three Manhattan 6FM Subway Stations www mta info Metropolitan Transportation Authority June 15 2018 Archived from the original on June 18 2018 Retrieved June 18 2018 Subway Stations in Harlem and the Bronx to Receive Structural Repairs and Improvements This Summer www mta info Metropolitan Transportation Authority July 3 2018 Archived from the original on July 6 2018 Retrieved July 6 2018 a b Berger Paul April 3 2018 New York Subway Cuts Back Plans to Renovate Stations Wall Street Journal ISSN 0099 9660 Retrieved April 3 2018 a b c Is the Enhanced Station Initiative a Good Idea Citizens Budget Commission of New York July 20 2017 Retrieved July 26 2017 NYC Subway Station Spending Questioned as Delays Increase Bloomberg com July 19 2017 Retrieved July 26 2017 Wang Vivian December 7 2017 Renovations Shutter Subway Stations for Months Some Ask for What The New York Times ISSN 0362 4331 Retrieved December 8 2017 Metropolitan Transportation Authority January 22 2018 NYCT Bus Committee Meeting PDF p 135 Archived from the original PDF on January 27 2018 Retrieved January 19 2018 Barone Vincent January 24 2018 Controversial cosmetic subway improvement plan falters am New York Retrieved January 25 2018 Siff Andrew January 24 2018 MTA Shelves Plan to Modernize Subway Stations Amid Criticism NBC New York Retrieved January 25 2018 Rivoli Dan January 24 2018 Subway station fixes on hold as Cuomo de Blasio reps bicker NY Daily News Retrieved January 25 2018 a b Nir Sarah Maslin February 22 2018 Subways to Get Station Upgrades and Governor Gets His Way The New York Times ISSN 0362 4331 Retrieved February 28 2018 Foes Hit Gov s Station Fix Plan NY Daily News February 13 2018 Retrieved February 23 2018 a b Finally The MTA Has an Approved Capital Program WNYC June 1 2015 Retrieved July 28 2016 a b c Smith Dave January 11 2016 All New York City subway stations will have WiFi by the end of this year Business Insider Retrieved September 11 2017 a b Governor Cuomo Unveils Design of Reimagined MTA Subway Cars and Details Ambitious Plan to Enhance Subway Stations July 18 2016 Archived from the original on August 5 2016 Retrieved July 19 2016 For renderings see MTA renderings PDF www governor ny gov July 18 2016 Retrieved July 18 2016 NYC meet your possible subway cars of the future am New York January 25 2016 Retrieved July 19 2016 MTA Capital Program 2015 2019 PDF mta info Metropolitan Transportation Authority September 23 2014 Retrieved July 19 2016 a b c d e f Innovation Metropolitan Transportation Authority Retrieved September 11 2017 a b c No ETA Firm flubs 160M Subway Tech New York Post New York Post October 20 2006 Retrieved July 7 2008 Delay On Subway Message Boards City Looks For New Contractors NY1 news www ny1 com October 20 2006 Archived from the original on October 13 2007 Retrieved July 7 2008 Olshan Jeremy January 26 2007 About Time for MTA New York Post Archived from the original on October 13 2007 Retrieved July 7 2008 The long awaited subway platform screens that report when the next trains will arrive will start appearing at 158 stations on the numbered lines later this year transit sources said yesterday Software glitches had plagued the 160 million system But a month after The Post reported the MTA had threatened to dump the contractor Siemens the company found a solution sources said Subway arrival info behind schedule New York Daily News September 27 2008 Archived from the original on September 27 2008 Retrieved February 10 2016 MTA s fiberoptics network already obsolete Second Ave Sagas March 2 2011 Retrieved February 10 2016 MTA New York City Transit Begins Using Video Screens in Pilot Program to Provide Real Time 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2018 Retrieved February 10 2016 Donohue Pete February 15 2010 Transit testing cheap subway arrival notification program NY Daily News Retrieved December 6 2016 For Astoria next train info without the clock Second Ave Sagas August 7 2013 Heard Underground in Your Dreams New York Times February 23 2012 Retrieved February 28 2011 Barron James February 23 2012 Announcing the Subway Announcement Lady City Room Retrieved March 25 2016 MTA Press Release MTA Headquarters MTA Releases Real Time Subway Arrival Times www mta info Archived from the original on June 5 2022 Retrieved February 14 2016 MTA Adds Real Time Arrival Estimates on L Line To Subway Time App Website and Open Data Portal Archived from the original on April 6 2022 Retrieved September 11 2017 MTA 2010 2014 Capital Program Questions amp Answers PDF nysenate gov pp 12 13 Archived from the original PDF on April 17 2012 Retrieved February 10 2016 MTA 2010 2014 Capital Program Questions amp Answers PDF pp 12 13 Archived from the original PDF on April 17 2012 Retrieved September 11 2017 Venugopal Nikhita February 23 2016 New York s Subway to Get New Technologies But Still Lags Other Cities DNAinfo New York Archived from the original on September 18 2016 Retrieved September 13 2016 a b c Tangel Andrew October 28 2015 More NYC Subway Countdown Clocks Won t Arrive Anytime Soon WSJ Retrieved October 29 2015 Countdown clocks coming to 36 more subway stations am New York October 26 2015 Retrieved July 22 2016 a b MTA news MTA Awards Contract for New Pilot Program to Install Digital Information Screens On Buses www mta info Archived from the original on October 12 2020 Retrieved August 4 2016 NYC lettered subway lines begin test run of new countdown clocks New York Daily News August 4 2016 Retrieved August 10 2016 a b c Wolfe Jonathan August 7 2017 New York Today New Subway Clocks The New York Times Retrieved September 11 2017 a b c d Kabak Benjamin November 14 2016 B division countdown clocks set to arrive in 2018 Second Ave Sagas Retrieved December 6 2016 Updates Metropolitan Transportation Authority Archived from the original on July 12 2017 Retrieved July 12 2017 Somers James November 13 2015 Why New York Subway Lines Are Missing Countdown Clocks The Atlantic Retrieved May 20 2016 Barone Vin September 6 2017 Countdown clocks installed at more stations but can you see them am New York Retrieved September 8 2017 Rivoli Dan September 5 2017 New subway countdown clocks are frustrating MTA riders NY Daily News Retrieved September 8 2017 Riders say new subway countdown clocks are inaccurate ABC7 New York December 8 2017 Retrieved December 8 2017 Barone Vincent Rider complaints spur MTA to test new subway countdown clocks am New York Retrieved December 8 2017 Sandoval Edgar Blau Reuven January 1 2018 MTA adds countdown clocks to all subway stations 11 years after project started nydailynews com Retrieved June 24 2018 About NYC Transit History October 19 2002 Retrieved September 18 2016 NYC Subway 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28 2016 About the Trial Internet Archive November 18 2010 Archived from the original on November 18 2010 Retrieved March 25 2016 Rivoli Dan October 23 2017 MTA approves plan to scrap MetroCards for tap payment system NY Daily News Retrieved October 24 2017 a b Brachfeld Ben April 24 2023 OMNY machines rolling out at subway stations this summer as phase out of MetroCard delayed indefinitely amNY Barron James October 27 2017 New Fare System Raises Security Concerns but Officials Promise Safety The New York Times ISSN 0362 4331 Retrieved October 27 2017 MetroCards to start tapping out in May am New York June 13 2018 Retrieved June 14 2018 Faison Seth January 21 1993 Automating Transit Fares Runs Afoul The New York Times Retrieved December 6 2015 Bonanos Christopher April 16 2024 The Hardest Working Turnstile in the Subway Curbed Retrieved April 17 2024 a b Reopening Closed Subway Entrances PDF pcac org New York City Transit Riders Council November 2001 Archived from the original PDF on 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showcases possible turnstile replacements New York Daily News Retrieved May 18 2023 NYC Transit MTA unveils turnstile redesigns to stop the bleed from fare evasion ABC7 New York May 17 2023 Retrieved May 18 2023 MTA unveils wider fare gates to improve accessibility decrease fare evasion ABC7 New York December 5 2023 Retrieved December 7 2023 Parry Bill December 6 2023 MTA debuts new turnstiles at Jamaica subway station designed to increase accessibility hinder fare evasion QNS com QNS com Retrieved December 7 2023 Liebman Samantha January 26 2024 MTA battles flaws with new turnstiles amid rise in fare evasion Spectrum News NY1 Retrieved January 28 2024 Brachfeld Ben May 22 2024 MTA will test middle out turnstiles at 15 subway stops this year amNewYork Retrieved May 23 2024 Help Point Intercom Pilot MTA info YouTube September 27 2010 Retrieved April 7 2011 Help Point pilot set for system wide rollout Second Ave Sagas March 7 2012 Retrieved February 10 2016 The MTA s Help Point kiosks could be used for surveillance The Verge February 25 2016 Retrieved March 18 2016 MTA news New Subway Station Intercoms www mta info Retrieved February 28 2016 a b MTA Press Release NYC Transit Help Points to Make Subway Safer Easier to Use www mta info Retrieved February 10 2016 Introducing the Help Point MTA info YouTube April 6 2011 Retrieved April 6 2011 New Help Point Intercoms Head from MoMa to the Subway DNAinfo April 5 2011 Archived from the original on September 12 2017 Rivoli Dan June 16 2014 MTA wants more hi tech alert devices in subway system am New York Retrieved September 11 2017 MTA Twenty Year Capital Needs Assessment 2015 2034 PDF Metropolitan Transportation Authority October 2012 p 46 Retrieved March 25 2016 Nelson Sarah MTA Unveils New On The Go Touch Screen Plaything At Bowling Green Subway Station Gothamist Archived from the original on February 16 2016 Retrieved February 10 2016 a b Sozzi Brian April 21 2014 Sozzi The Boring Old Subway is Now Digital and That s Pretty Awesome TheStreet Retrieved March 25 2016 a b MTA Introduces New On the Go Touch Screen Travel Station Metropolitan Transportation Authority September 19 2011 Retrieved February 10 2016 MTA to Add More On the Go Touch Screen Travel Stations Metropolitan Transportation Authority Archived from the original on July 28 2020 Retrieved April 23 2013 New York City On the Go PDF mta info Metropolitan Transportation Authority October 2015 Retrieved January 28 2016 a b Rivoli Dan July 7 2020 MTA Installing Thousands of New Digital Screens in Stations and Subway Cars Spectrum News NY1 New York City Retrieved July 7 2020 a b c Guse Clayton July 7 2020 MTA to spend 100M on 9 000 digital screens for ads across NYC subway nydailynews com Retrieved July 7 2020 a b c Crichton Danny February 17 2018 Engineering against all odds or how NYC s subway will get wireless in the tunnels TechCrunch Retrieved February 18 2018 a b c d e Barone Vincent December 8 2016 Source MTA on track with subway station Wi Fi goal am New York Retrieved December 8 2016 Malykhina Elena April 25 2013 36 NYC Subway Stations Get Wi Fi InformationWeek Retrieved October 13 2013 Ted Mann April 25 2013 30 More Subway Stations Wired for Wi Fi WSJ MTA news Chatting Underground www mta info Retrieved March 13 2016 Nally Jonathan September 30 2013 Tunnel vision getting New York talking CriticcalComms Archived from the original on October 1 2013 Retrieved March 8 2014 Moscaritolo Angela April 25 2013 Cell Phone Service Free Wi Fi Arrive at 30 More NYC Subway Stations PC Magazine Retrieved October 31 2013 mta info Wireless Service At Subway Stations mta info a b Start of Next Phase to Connect 37 Stations in Brooklyn and Lower Manhattan in 2016 mta info Metropolitan Transportation Authority November 12 2015 Retrieved January 28 2016 Transit Wireless Connects the Bronx to Wi Fi Subway Service Transit Wireless November 18 2015 Retrieved May 20 2016 All Underground Subway Stations Expected to Be Wi Fi Ready on Saturday ny1 com December 30 2016 Retrieved December 31 2016 a b Fitzsimmons Emma G 2017 A Subway Bastion Falls Cell Service Goes Underground The New York Times ISSN 0362 4331 Retrieved February 18 2018 a b Governor Andrew M Cuomo Announces Cellular Connectivity in Underground Subway Stations One Year Ahead of Schedule governor ny gov Office of Andrew Cuomo January 5 2017 Retrieved January 6 2017 a b MTA news Cellular Connectivity in Underground Subway Stations One Year Ahead of Schedule Wi Fi Also Installed in Underground Stations Two Years Ahead of Schedule www mta info Metropolitan Transportation Authority January 6 2017 Retrieved January 6 2017 NYCTSubway February 13 2020 Hi there Please note that Wi Fi is not yet available at the Pelham Parkway station Tweet via Twitter a b Hawkins Andrew J June 2 2016 The MTA is testing Wi Fi inside its subway cars The Verge Retrieved September 17 2016 a b Martinez Jose June 1 2016 Exclusive MTA Quietly Begins Testing Wi Fi Service in Subway Cars TWC News Retrieved September 17 2016 Rivoli Dan June 3 2016 MTA tests in car WiFi along subway s E line NY Daily News Retrieved September 17 2016 NYC meet your possible subway cars of the future am New York January 25 2016 Retrieved April 25 2016 Dalton Andrew July 19 2016 NYC s next subway cars have WiFi and USB ports built in Engadget Retrieved September 17 2016 Levine Alexandra S June 8 2017 New York Today A City Library on the Subway The New York Times ISSN 0362 4331 Retrieved September 11 2017 Crearer Adeja June 8 2017 Subway Library offers up free e books to riders am New York Retrieved September 11 2017 a b Siff Andrew July 26 2022 Could Cell Service Be Coming to NYC Subway Tunnels MTA Says Yes NBC New York Retrieved May 3 2023 Bascome Erik July 26 2022 MTA planning to add cellphone service throughout full NYC subway system Staten Island Advance Retrieved July 27 2022 Guse Clayton July 25 2022 NYC subway tunnels to get cell service over next 10 years New York Daily News Retrieved July 27 2022 Cellphone Wi Fi Service Expanding Across NYC Subway System US News amp World Report July 29 2022 Retrieved May 3 2023 a b Plitt Amy September 27 2017 NYC subway to get thousands of digital ad screens Curbed NY Retrieved September 30 2017 Audi and Venables Bell Share 5 Tips to Make Agency Client Relationships Last Adweek September 29 2017 Retrieved September 30 2017 Chasan Aliza September 27 2017 New MTA digital screens will bombard commuters with ads PIX11 Retrieved April 19 2023 Martinez Jose April 18 2023 Working on Broken Glass Shattered Screens Everywhere Belie Official MTA Stats The City Retrieved April 19 2023 Retrieved from https en wikipedia org w index php title Technology of the New York City Subway amp oldid 1223871611 Train arrival countdown clocks, wikipedia, wiki, book, books, library,

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