My previous Second System Gems post gave some history on the Second Avenue Subway (SAS)—one of the most notable IND Second System plans—focusing on the plans and construction progress of the twentieth century. This post will focus on the more recent progress on the line (Phase I, completed in 2016, and the subsequent planned phases).
Proposed SAS route after all phases are complete
At the turn of the millennium, it had been over 70 years since SAS had first been planned. The plans had been set aside for decades due to a lack of funds for capital projects, but pressure from the public finally started to have an effect. By 2001, preliminary plans were drawn for a full length SAS, to be built in four phases. Phase I, to be completed in 2012, would begin at Lexington Av-63rd St, utilizing the unused half of that station and the 63rd St tunnel (which was built with SAS in mind) to feed SAS. It would then turn north up 2nd Ave, with new stations at 72nd, 86th, and 96th St. The tracks would continue north of 96th St to around 104th St, connecting to one of the ‘70s era tunnels, which had been constructed between 99th and 105th St. These tail tracks allow for a greater line capacity and will allow for a more fluid service transition when Phase II is completed.
Construction on Phase I began in 2007, with a new estimated completion date of 2013. The subway was constructed as a deep bore tunnel with a Tunnel Boring Machine (TBM), and mining techniques to minimize surface disruption (except at the 96th St station, where cut-and-cover was used). Various contractors were hired to construct the line (notably Schiavone Construction, Skanska USA Civil, and J.F. Shea Construction) many of whom ran into trouble at points during the construction. Progress ran far behind schedule, with the completion date pushed back to 2016. The line finally opened on January 1st, 2017 in a grand New Years celebration with Gov. Cuomo in attendance.
North of 96th St, the Phase I tunnel connects to the segment of tunnel between 99th and 105th St in the early ‘70s. Tail tracks extend north of the station, currently used to store trains at night and on the weekend. When Phase II eventually opens, these tracks will continue up to 125th St. In the meantime, bumper blocks were installed on the tail tracks at approximately 104th St, and a cinderblock wall was constructed just north of the bumpers. Behind the wall, the tunnel continues for another block or so, looking largely the same as the layup tunnel, but without tracks on the roadbed. There is a pump room/electrical facility in a hallway off to the side at 105th St.
Construction on Phase II was originally scheduled to start in 2020, with preliminary studies already nearly complete. The line will be extended north, with stations at 106th/2nd Ave, 116th/2nd Ave, and 125th St between Lexington and Park Ave. In the more distant future, Phase III is supposed to extend the line south, from 63rd St to Houston St, and Phase IV is supposed to complete the line south of Houston, with a terminus at Hanover Sq. South of 72nd St, caverns were constructed containing provisions to allow for a relatively easy connection to Phase III, whenever it may be constructed. Provisions were also built in the 63rd St tunnel, to allow for northbound SAS trains to turn east at 63rd St and head to Queens, and to allow southbound QBL trains to turn south down 2nd Ave (as opposed to continuing across 63rd St to 6th Ave).
The Covid-19 Pandemic has delayed Phase II “indefinitely,” pending the acquisition of capital funds to finance construction. Should the money come in (from the Feds) construction likely would commence.
