Continuing the discussion from NEW YORK | Hudson Yards Rezoned District | 43M SF:
Hudson Boulevard & Subway Line 7 Extension
7 Subway Extension:
Continuing the discussion from NEW YORK | Hudson Yards Rezoned District | 43M SF:
7 Subway Extension:
JUL. 11, 2014, 11:35 AM
But what most New Yorkers will be particularly excited about is the No. 7 train expansion, which will connect the east side and Queens to Hudson Yards, the High Line, and more. It will serve 40,000 people a day.
The subway will have two entrance and exit points near 34th Street and 11th Avenue. It cost an estimated $2.4 million to build.
In addition to the High Line, a promenade called Hudson Park & Boulevard will span 10th and 11th Avenues from 33rd to 39th Street.
Right now, the area is pretty desolate, but it will soon be filled with trees, walking paths, and grassy spaces.
The latest Curbed tour:
All photos by Max Touhey
A Block to the North:
These are a few #7 subway extension photos taken by Benjamin Kabak on December 20, 2013.
Thank you! Great seeing the 7-line which is finally almost ready for opening day!
Nice! Very excited for that day to come.
September 19 2014
Mark your calendars. Save the date. Scratch out the last reminder. For real this time, the MTA has re-announced a new opening for the 7 line extension, and if all goes according to the latest plans — a big “if” recent developments considered — the one-stop westward swing will be in revenue service by February 24, 2015, only 14 months after then-Mayor Michael Bloomberg’s photo op/ribbon-cutting ceremony in the waning days of his tenure.
For the MTA, capital delays are nothing new. No major project has opened on time, and even something as simple as the Fulton St. Transit Center headhouse has been pushed back until October. The 7 line has been beset by delays throughout the course of this project as it was originally proposed as part of the 2012 Olympics bid, should have been opened mid-way through 2013 and then prior to the end of Bloomberg’s tenure. At the December ceremony, the MTA discussed a spring opening, and then they mentioned summer, and then they mentioned fall and Q4 2014. Now, it seems this thing, with its problematic ventilation fans and prickly elevators, will open next year. Maybe.
According to materials released by the MTA on Friday, the project will be approximately $16 million under budget, but challenges remain to meet even that February date. According to these materials, the MTA is still struggling to see ventilation fans and communications system pass factory acceptance tests, and the elevators too remain a question mark. Final tests on the vent fans are planned for November while the high-rise escalators and incline elevators will undergo their examinations next month.
In an independent examination, though, the MTA’s external engineers noted that a February start date may be aggressive. If the accelerated schedule for wrapping the tests cannot be met, the MTA and its contractors won’t meet the February date, and in fact, the Independent Engineering Consultant predicts a March 2015 revenue service date for this project, one month later than the MTA’s goals. We’ll find out soon enough.
By Pete Donohue on Wednesday, October 1, 2014, 2:30 AM
The No. 7 subway line extension to the far West Side is on track to open for riders in February.
The No. 7 subway line extension to the far West Side is on track to open for riders in February, a top transit official said Tuesday.
The Metropolitan Transportation Authority and the project’s general contractor have signed an agreement that includes up to $4.75 million in incentive payments if the job is completed by Feb. 24, according to a copy of the pact obtained by the Daily News.
…The station features two “inclination” elevators, which have glass compartments that travel along a 170-foot route at an angle of 27 degrees, and an air-cooling system, which reduces platform temperatures 10 degrees below the mercury level outside, officials said
“People are going to be impressed,” said Michael Horodniceanu, MTA capital construction division president. “This is a station that’s very airy and modern. You don’t have any claustrophobic feeling. The experience is going to be dramatically different.”
The $2.4 billion project originally was scheduled to be completed by last December. But that target was pushed back to the end of this year, and moved back again, to early 2015. Most of the more recent delays were the result of key equipment failing during factory tests for the two inclined elevators and five ventilation fans used in the air-cooling system.
By Tatiana Schlossberg on October. 2, 2014
Someday, there will be light at the end of the tunnels.
On two sides of Manhattan, snaking skeletons of underground rails are finally being built or extended, promising to connect two areas to New York City’s transportation grid.
On the East Side, the wait has seemed endless. The Second Avenue line has been staggering and stalling since 1929, when the city first decided it should be built.
On the Far West Side, the promise is much newer: It was only with the commercial and residential rezoning of Hudson Yards in 2005, and of the adjacent western railyard in 2009, that the decision was made to roll the No. 7 train toward the Hudson River.
Since then, silver mirrored giants, flashy developments and hip restaurants and stores have sprung up in anticipation of the extension of the train from Times Square to 34th Street and 11th Avenue.
“I used to buy my produce at Duane Reade,” said Justin Champa, who moved to 11th Avenue two years ago, and was eating dinner at Choza Taqueria in Gotham West Market on a recent night. Now, there are three gourmet grocery stores within walking distance of his apartment.
7 Line Extension Facts
The new 34th Street station at 11th Avenue is projected to be the busiest single station in New York City.
Will extend the 7 Subway Line line by 1.5 miles.
The new station will be air tempered, and will be several degrees cooler than the outside summer air.
The new 7 Subway Line line station will be the only station with 2 high rise inclined elevators, and will bring passengers 80ft below ground.
More transportation options for the Far West Side/HY area
By: Jose Martinez 04/23/2014 11:58 PM
The 7 train is expanding to the far West Side, and so is a new bus line that’s set to connect the growing number of residents in the transit-starved neighborhood to other parts of town. NY1’s Jose Martinez filed the following report.
Construction may be booming on the West Side, but the nearest subway line is still a hike or a bus ride away.
“It takes a long time,” said one commuter.
Such is the plight of those who live west of Eighth Avenue in a neighborhood that’s rapidly on the rise but hungry for more transit options along 11th and 12th avenues.
“It’s going to be incredibly developed, all new, all modern. It’s going to be a new way of living in this city,” said one commuter. “It’s going to need a lot more transportation.”
Come September, it will get some. The new M12 will run between Columbus Circle and the West Village, with buses going down Seventh Avenue to West 57th Street, then down 11th Avenue as they head to Abingdon Square.
Northbound, the line will stick largely to 12th Avenue before cutting across West 57th Street and up Eighth Avenue to West 58th Street and Seventh Avenue.
Buses will run seven days a week, every 30 minutes, from 7 a.m. to 10 p.m.
BY: NIKOLAI FEDAK ON NOVEMBER 6TH 2014 AT 6:30 AM
Construction is progressing rapidly on the first phase of Hudson Park and Hudson Boulevard, ahead of their scheduled opening, concurrent with the 7 train extension, and YIMBY recently toured the site to check in on the progress.
Entrances to the new 7 train station flank 34th Street, though the southern stretch is visibly farther along, with greenery now entrenched atop the man-made mounds that dot the site’s landscaping. In the center, work appears to be just about complete on the canopy, and fountains are now in testing mode, spritzing life into a formerly derelict area.
The first phase of the park overlooks its next section over Related’s Hudson Yards, and the platform for the mega-development has risen very rapidly over the past few months. Once structural work is complete, the open space will extend a pedestrian passageway through New York’s first “supertall” corridor, which will be littered with 1,000-foot-plus towers.
Recent headlines suggested a possible move by Chase to the neighborhood, but those hopes were dashed following the denial of subsidies required to lure the marquee financial tenant. Nevertheless, major companies like Time Warner and L’Oréal are set to call Hudson Yards home, and with news that Brookfield has secured Skadden Arps as an anchor for the first Manhattan West office tower, momentum appears to be building.
Besides Related’s Hudson Yards towers, the new park will also split the gap between 3 Hudson Boulevard, developed by Moinian, and the future Tishman Speyer tower on the site of the old McDonald’s, at 34th and 10th Avenue. Permits were recently filed for Moinian’s building, and it has a tentative completion date of 2018. Tishman’s site, on the other hand, was only recently acquired, but could host a skyscraper of nearly 3 million square feet.
As for Hudson Boulevard, the park will extend through to the High Line at 30th Street by 2018, and by the 2020s, it will run its full length all the way to 42nd Street. Plans for future landscaping diverge from the current conservative program into wild and likely cost-prohibitive illustrations, but regardless of what’s planted, the key green space of the future Hudson Yards is already a major positive addition to a place where (almost) nothing used to exist.
New tunnels of the subway extension. 12/20/2013
By Danielle Schlanger on October 9, 2014 6:00AM
The 7 Train Expansion
Groundbreaking Date: Dec. 3, 2007
Estimated Completion Date at Groundbreaking: December 2013
Estimated Completion Date Today: February 2015
What You Need to Know About the Project: Midtown straphangers and west side developers are anxiously awaiting the opening of the expanded 7 train, which will extend the crosstown ride to 11th Avenue and West 34th Street. The expansion has long been seen as a catalyst for development of Manhattan’s Far West Side, largely viewed as the final frontier of the borough’s real estate. Already, thousands of residents have made the area west of 9th Avenue between 38th and 43rd Streets home.
The MTA says the project is currently on track to stay within its $2.1 billion budget, though spokesman Aaron Donovan explained that, “the project took on a new dimension when adjacent road work on Eleventh Avenue was shifted from the DOT to the MTA.” That added roughly $300 million in new work, in addition to the $2.1 billion.
According to the MTA’s website, “The new 34th Street station at 11th Avenue is projected to be the busiest single station in New York City.”
November 17, 2014, by Greg Mocker
Signs are up at the station entrance that say “34th St-Hudson Yards Subway Station.” The MTA Media Office says the agency’s station naming committee approved the name. No naming rights were purchased, although a change could be considered.
Names are meant to designate specific streets, neighborhoods or geographic locations.
“Atlantic Av-Barclays Center” became the official name in 2012 when the center opened and Barclays paid about $4 million for 20-year deal.
By Andrew Siff on Monday, Dec 15, 2014 • Updated at 1:15 PM EST
The long-awaited $2.4 billion extension that is set to connect Manhattan’s far west side and Hudson Yards development with the No. 7 line has been delayed again, transit officials said.
The opening of a station at 34th Street and 11th Avenue is now expected to open between April and June, according to the MTA. The station had been slated to open on Feb. 24.
The MTA blames the delay on an inability to get funicular escalators, which would ferry straphangers between the surface and the platform 11 stories below ground.
By Rebecca Harshbarger on December 15, 2014 | 11:06pm
Former Mayor Michael Bloomberg took a victory lap on the 7 subway line too soon.
The MTA pushed back the opening of the new far West Side subway station on Monday from early next year to between April and June in 2015.
The new stop had initially been scheduled to open in December 2013, as part of the Hudson Yards project to redevelop that neighborhood.
Bloomberg rode the rails in December last year from Times Square to the new stop at 34th Street and 11th Avenue with his daughters and other officials after the tracks were complete.
…The MTA said they also decided to push the date back as the luxury real estate developer Related digs structures called caissons above the subway station for foundation work. It will wait to open the station for the work to be completed.
By Noah Smith on December 15, 2014
http://www.nytimes.com/2010/11/17/nyregion/17tunnel.html?_r=0 (image from a different source)
It’s almost a cliche at this point – the U.S. needs to spend more on infrastructure. Other countries are running circles around us in the infrastructure department. It’s fashionable to blame this on the Republicans’ scorched-earth tactics against President Barack Obama, and on conservative distrust of government spending in general. And those are certainly factors. Problems with state and local government finances are another issue.
But there is a third big factor that many people ignore: America’s abnormally high infrastructure costs. As in the health-care industry, we pay through the nose but get very little bang for our buck.
A recent example is the price tag of the World Trade Center Transportation Hub in New York. The new train station’s cost has soared to double the original estimate, and is now almost at $4 billion, and still climbing. That’s $4 billion. For a train station.
If you think that’s an isolated example, think again. Blogger Alon Levy has compiled an amazing list of rail projects in the U.S. and other countries, and found that U.S. costs are much, much higher than those of other rich countries. For example, New York’s East Side Access project in Manhattan and Queens – connecting the Long Island Rail Road to Grand Central Terminal – has cost anywhere between $4 billion and $8.1 billion per kilometer of rail line. The 7 train subway extension to Manhattan’s west side has cost about $1.3 billion per kilometer. By comparison, Tokyo’s Toei Oedo subway line cost only about $350 million per kilometer. A train line in Denmark, by the way, cost only about $170 million per kilometer.
With costs like these, you don’t have to be a small-government libertarian to throw up your hands and cancel an infrastructure project. If we don’t figure out how to bring these costs down, we’re going to continue suffering from subpar infrastructure and all the economic problems that result from that – slower growth, lower productivity and impaired urbanization.