Decades have passed, the skyline has ascended and the bedrock has been transformed into a transportation oasis since the Second and Third Avenue elevated train tracks were removed in the 40’s and 50’s. This was an effort to increase the natural light falling on the avenues and was done with the purpose of adding underground trains on Second and Third Avenue. However, as WWII began, the project quickly fell into despair. After 30 years of planning, construction began in the 70’s. But again the construction was halted when the city fell into financial disrepair, leaving unfinished train tunnels under Second Avenue.
Now, 90 years since the destruction of the elevated train tracks, and 45 years since the end of the first construction attempt, the Second Avenue Subway is officially open for business. It opened on January 1st, 2017 with much fanfare and political flair. Although not a new train line, the additional Q train stations (63rd, 72nd, 86th and 96th) give the east side one-train access to Times Square, Penn Station and the World Trade Center. The new stops alleviate the stress felt by the East Side’s lone train line: the 4, 5, 6. The enormous amount of work and effort put into constructing the additional stops makes the Second Avenue Subway not only an essential addition, but a tremendous achievement.
Opponents to the additional stops in Manhattan have argued that the only reason for this subway extension is to ease the lives of affluent Upper East Sider’s who are plagued by walking multiple blocks to the nearest subway stop. They have gone on to say that the outer boroughs are in need of increased subways access. While this is certainly the case–more subway access across all five Boroughs is always the goal–Manhattan, and specifically the Upper East Side, is in serious need of a train line to alleviate the Lexington Avenue subway’s overcrowding. Using an array of different metrics, we hope to show that the congestion on the 4,5,6 is a serious issue and one that makes the Q extension a necessity.
According to MTA data, Manhattan has more than two times the amount of riders each day per a mile of subway tracks than any other borough. The numbers are as follows: In 2015, Manhattan had 44,091 riders a day per mile of subway track, Queens had 19,149, while the Bronx and Brooklyn had 14,799 and 14,612, respectively. Finally Staten Island had 4,700 riders a day per mile of subway track. With the expansion of the Q line, 3 more miles of tracks were added to manhattan. If we implement that into the calculation, Manhattan still has over double the closest borough at 42,303 riders a day per mile of subway track.
To explore the motivations behind the Second Avenue Subway on a more local level, it is important to look at the overcrowded Lexington Avenue Subway and the impact the extended Q train can have on alleviating the congestion. According to the Straphangers report, the 4 and the 5 lines were among the worst in the entire subway system (with the 5 being named the worst) for reasons ranging from hygiene, punctuality, and reliability. The 4 and 5 lines are also notorious for being the most overcrowded lines in the system. With the extension of the Q, less people will need to pack on to the 4 line, which is at 112% of its maximum capacity during rush hour.
After talking to distinguished Fieldston Alums (Daniel Crippen ‘16 and Kolbein Finsnes ‘16), it is evident that there is a disparity in viewpoints on the necessity and efficacy of the new subway. Finses said, “While the Second Avenue Subway is certainly visually impressive, it was far too expensive and relatively ineffective at alleviating ‘subway deserts.’” However, Crippen stated, “I find the second avenue subway very exciting largely because it’s a historic change in the system that has become almost mythical at this point. […] It will definitely help alleviate overcrowding on the 6 and also allows quick access to Times Square, midtown and Brooklyn from the eastern edge of the Upper East Side.” Both Crippen and Finsnes have resided in the community and witnessed the construction of the Second Avenue Subway. Others in the Fieldston Community have seen the Second Avenue Subway significantly decrease their commute time. Junior, Aron Sohn, noted that his commute is shorter and less congested than it was when it included the Lexington Avenue subway line.
On a final and slightly off-topic note, both of us want to personally express how terrific we think it is that New York has once again begun building impressive works that align with the modern times. When we entered the Second Avenue Subway last week, there was an unparalleled sense of joy and pride. People stood around, talked, smiled, stared at Chuck Close looking at them, and awed at the high ceilings and column-less platforms 30 feet below second Avenue. Few times in the last 50 years has so much money been used for something so public in NYC. This is not a skyscraper overlooking Central Park built by foreign developers for billionaires, but a few subway stations meant for the public.
