The Second Avenue Subway (internally referred to as the IND Second Avenue Line by the MTA and abbreviated to SAS) is a New York City Subway line which runs under Second Avenue on the East Side of Manhattan. The first phase of this new line, with three new stations on Manhattan's Upper East Side, opened on January 1, 2017. The full Second Avenue Line (if funded) will be built in three more phases to eventually connect Harlem–125th Street in East Harlem to Hanover Square in Lower Manhattan. The proposed full line would be and 19 stations long, serve a projected 724,000 daily riders, and cost more than $24.7 billion.
The line was originally proposed in 1920 as part of a massive expansion of what would become the Independent Subway System (IND). In anticipation of the Second Avenue Subway being built to replace them, parallel elevated lines along Second Avenue and Third Avenue were demolished in 1942 and 1955, respectively, despite several factors causing plans for the Second Avenue Subway to be cancelled. Construction on the line began in 1972 as part of the Program for Action. It was halted in 1975 because of the city's fiscal crisis, leaving only a few short segments of tunnels completed. Work on the line restarted in April 2007 following the development of a financially secure construction plan. The first phase of the line, consisting of the 96th Street, 86th Street and 72nd Street stations, as well as of tunnel, cost $4.45 billion. A , $6 billion second phase from 96th to 125th Streets had its tunneling contract approved on August 18, 2025.
Phase 1 is served by the Q train at all times and limited rush-hour N and R trains. Phase 2 will extend the line's northern terminus from 96th Street to Harlem–125th Street. Both the Q and limited N services will be extended to 125th Street. Phase 3 will extend the line south from 72nd Street to Houston Street in Manhattan's Lower East Side. Upon completion, a new T train will serve the entire line from Harlem to Houston Street. Phase 4 will again extend the line south from Houston Street to Hanover Square, maintaining the T designation for the entire line. The T's route emblem will be , the color assigned to services that use the Second Avenue Line through Midtown Manhattan.
Extent and service
Services that use the Second Avenue Line through Midtown Manhattan are to be colored .
{| class="wikitable"
!
! Time period
! Section of line
|-
| align=center |
| Rush hour (limited service)
|rowspan=3<!--3-->| Phase<!--s--> 1 <!-- and 2-->
|-
| align=center |
| All times
|-
| align=center |
| Rush hour (one northbound trip)
<!-- remove comment if the T ever opens
|-
| align=center |
| All times
| Entire line
-->
|}
upright|thumb|A proposed map of the Manhattan portions of the [[Q (New York City Subway service)|Q and T trains upon completion of Phase 4. The T is planned to eventually serve the full line between Broadway and Hanover Square, and the Q will serve the line between Broadway and 72nd Street. Note that the later-proposed 125th Street Subway extension between Broadway and Harlem–125th Street is not included.]]
Phase 1
Phase 1 of the Second Avenue Line opened in January 2017.
As part of Phase 1, the Second Avenue Subway connects to the BMT Broadway Line using an existing connection via the 63rd Street Line. Broadway Line trains then stop at Lexington Avenue–63rd Street with a cross-platform interchange to the train before merging with the Second Avenue Line near 65th Street. This connection also connects to the Sixth Avenue Line allowing for trains from the Sixth Avenue line to access the Second Avenue Subway, though this connection has been unused in regular service . The northbound 63rd Street Connector track dips below the level of Phase 3's planned tunnels, providing for a future flying junction between the connector and the rest of the Second Avenue Line. 72nd Street and 125th Street were conceived as three-track, two-platform stations. 72nd Street was eventually scaled down to a two-track, center island platform station in order to reduce costs, A three-tracked 72nd Street station would have allowed trains from the Broadway Line to short-turn (reverse) without interfering with mainline service on Second Avenue, as well as provided additional operational flexibility for construction work and non-revenue moves. Turner's final paper, titled Proposed Comprehensive Rapid Transit System, was a massive plan calling for new routes under almost every north-south Manhattan avenue, extensions to lines in Brooklyn and Queens, and several crossings of the Narrows to Staten Island. Among the plans was a massive trunk line under Second Avenue consisting of at least six tracks and numerous branches throughout Brooklyn, Queens, and the Bronx. The Second and Third Avenue elevated lines were to be knocked down to make room for the 6-track subway. The paper was revised in January 1927.
The Great Depression began that year and the soaring costs of the expansion became unmanageable. Construction on the first phase of the IND was already behind schedule, and the city and state were no longer able to provide funding. This scaled-down plan was postponed in 1931.
In 1944, BOT superintendent Philip E. Pheifer put forth a proposal for Second Avenue Subway services, which would branch extensively off to B Division. In 1948, New York City was short $145 million of the $800 million program needed for rehabilitation and proposed capital improvements. The City petitioned the New York State Legislature to exceed its $655 million debt ceiling so that the city could spend $500 million on subway construction, but this request was denied. The cars featured porthole style round windows and a new public address system. Reflecting public health concerns of the day, especially regarding polio, the R11 cars were equipped with electrostatic air filters and ultraviolet lamps in their ventilation systems to kill germs. Money from the 1951 bond measure was diverted to buy new cars, lengthen platforms, and maintain other parts of the aging New York City Subway system. Out of a half-billion-dollar bond measure, only $112 million (equivalent to $ in ), or 22% of the original amount, went toward the Second Avenue Subway. and was demolished in 1956.
Separately, in 1967, voters approved a $ (worth about $ in current dollars) Transportation Bond Issue, which provided over $ (worth $ today) for New York City projects, including for a 1968 Program for Action. The City secured a $25 million Urban Mass Transportation Act (UMTA) grant for initial construction. The Second Avenue project, for a line from 34th Street to the Bronx, was given top priority. The Second Avenue line was criticized as a "rich man's express, circumventing the Lower East Side with its complexes of high-rise low- and middle-income housing and slums in favor of a silk stocking route." and 96th Street. The MTA issued a plan for a spur line, called the "cuphandle", to serve the heart of the Lower East Side. Branching off from the IND Sixth Avenue Line near the Second Avenue station, the spur would run east on Houston Street, turn north on Avenue C, and turn west on 14th Street, connecting to the BMT Canarsie Line. In June 1972, it was announced that UMTA would grant $25 million for the construction of this section of the line. The MTA had requested $254 million in federal funds for the northern part of the line. Preliminary estimates of the cost of the southern portion of the line came to $450 million.
Construction on a tunnel segment between 99th and 105th Streets began in October 1972. A second segment between 110th and 120th Street in East Harlem started construction in March 1973. In October 1973, the line's Chinatown segment began construction at Canal Street under the foot of the Manhattan Bridge between Canal and Division Streets. A fourth segment started construction in July 1974, between Second and Ninth Streets in the East Village. In total, construction on the Second Avenue Line during the 1970s spanned over 27 blocks. When plans were finalized in 1971, the subway had been proposed for completion by 1980,
In December 1974, New York City mayor Abraham Beame proposed a six-year transit construction program that would reallocate $5.1 billion of funding from the Second Avenue Line to complete new lines in Queens and to modernize the existing infrastructure, which was rapidly deteriorating and in dire need of repair. Beame issued a stop-work order for the line in September 1975, whereupon construction of the section between Second and Ninth Streets was halted, and no other funding was allocated to the line's construction.
1990s plans
thumb|The track junction with the BMT 63rd Street Line south of 72nd Street
With the city's economic and budgetary recovery in the 1990s, there was a revival of efforts to complete construction of the SAS. Rising ridership on the IRT Lexington Avenue Line, the only subway trunk line east of Central Park, demonstrated the need for the Second Avenue Line, as capacity and safety concerns rose. This is more than the daily ridership of the second-busiest subway system in the U.S., the Washington Metro, as well as more than the combined daily riderships of San Francisco's and Boston's transit systems. Local bus routes are just as crowded during various times of the day, with the parallel M15 local and M15 Select Bus Service routes seeing 46,000 passengers per weekday in 2016, translating to 14.5 million passengers that year.
In 1991, then-New York Governor Mario Cuomo allocated $22 million to renew planning and design efforts for the Second Avenue line, but two years later, the MTA, facing budget cuts, removed these funds from its capital budget. In 1995, the MTA began its Manhattan East Side Alternatives (MESA) study, both a MIS and a DEIS, seeking ways to alleviate overcrowding on the Lexington Avenue Line and improve mobility on Manhattan's East Side. Second Avenue was chosen over First Avenue for logistical reasons. A spur to Grand Central Terminal was considered, but later dropped.
In December 2001, the Federal Transit Administration approved the start of preliminary engineering on a full-length Second Avenue Subway. The final plan called for the full-length Second Avenue line to carry two services: the T, with a route emblem colored ,
The Its construction site was designated as being from 105th Street and Second Avenue to 63rd Street and Third Avenue. Deep bore tunneling methods were to be used in order to avoid the disruptions for road traffic, pedestrians, utilities and local businesses produced by cut-and-cover methods of past generations. Stations were to retain cut-and-cover construction. The total cost of the line is expected to exceed $17 billion. In 2014, MTA Capital Construction President Dr. Michael Horodniceanu stated that the whole line may be completed as early as 2029, and would serve 560,000 daily passengers upon completion. As of December 2016, only Phases 1 and 2 would be completed by 2029. The line is described as the New York City Subway's "first major expansion" in more than a half-century. It would add two tracks to fill the gap that has existed since the elevated Second and Third Avenue Lines were demolished in the 1950s.
<span class="anchor" id="Phase 1"></span>Phase 1 construction
New York voters passed a transportation bond issue in November 2005, allowing for dedicated funding allocated for that phase. Its passage had been seen as critical to its construction, but the bond was passed only by a narrow margin, with 55% of voters approving and 45% disapproving. At the time, the MTA said that the project would be done in 2012 In December 2006, the United States Department of Transportation (USDOT) announced that they would allow the MTA to commit up to $693 million in funds to begin construction of the Second Avenue Subway and that the federal share of such costs would be reimbursed with FTA transit funds, subject to appropriations and final labor certification. The USDOT also later gave $1.3 billion in federal funding for the project's first phase, to be funded over a seven-year period. Preliminary engineering and a final tunnel design was completed by a joint venture between Aecom and Arup.
thumb|The ceiling of the 86th Street station in December 2013
In March 2007, upon completion of preliminary engineering, the MTA awarded a contract for constructing the tunnels, a launch box for the tunnel boring machine (TBM), and access shafts to S3, a joint venture of Schiavone Construction, Skanska USA Civil, and J.F. Shea Construction. A ceremonial groundbreaking took place on April 12, 2007, at the 99th Street tunnel segment built in the 1970s. Actual construction work began on April 23, 2007. At the time, it was announced that passengers would be able to ride trains on the new line by the end of 2013. Due to cost increases, several features of the subway were cut back soon after construction started: for instance, the 72nd Street station was downsized.
In 2009, contracts were awarded for the 96th Street station box, as well as for excavation around the 86th Street stations. The TBM began boring the western tunnel southward from 96th Street in 2010. Contracts for tunnels to the Lexington Avenue–63rd Street station, and for the excavation of the 72nd Street station, were awarded in 2010. The following year, contracts were awarded for excavation of the cavern at the 86th Street station, as well as construction for the Lexington Avenue–63rd Street station.
The TBM, digging at a rate of approximately per day, finished its run at the planned endpoint under 65th Street on February 5, 2011, and started digging the eastern tunnel. On March 28, 2011, S3, having completed its task of completing the west tunnel to 65th Street, began drilling the east tunnel to the bellmouth at the existing Lexington Avenue–63rd Street station. The portion of the west tunnel remaining to be created was then mined using conventional drill-and-blast methods. In September 2011, the TBM completed its run to the Lexington Avenue–63rd Street station's bellmouth.
thumb|Second Avenue Subway Community Information Center for Phase 1
In July 2013, the MTA opened a Second Avenue Subway Community Information Center for Phase 1 at 1628 Second Avenue between 84th and 85th Streets. In the three years that followed, the center was visited over 20,000 times. The final contract for Phase 1 was awarded in June 2013. Blasting for the station caverns was finished in November 2013, and the muck houses were taken down at around the same time. In late 2013, many of the tracks and signal panels began to arrive at the construction site, to be installed on the line over the next few years.
In February 2016, the MTA allocated $66 million to speed up the construction of the first phase so that it could open in December. Concerns about the line's timely opening persisted through October and November. Test trains started running on October 9, 2016, and out-of-service Q trains started running through the subway in November 2016. The new Third Avenue entrance to the Lexington Avenue–63rd Street station opened on December 30, 2016. The ceremonial first train, with several prominent officials in attendance, ran on New Year's Eve, and regular service began at noon the next day.
thumb|right|Opening day at [[86th Street (Second Avenue Subway)|86th Street]]
Because of the opening of Phase 1, ridership on the Lexington Avenue Line at the 68th Street, 77th Street, 86th Street, and 96th Street stations decreased in January 2017 compared to January 2016. The Second Avenue Line's three stations and the renovated Lexington Avenue–63rd Street station saw an average weekday ridership of more than 150,000 by the end of January. The 72nd Street station was the busiest of the line's new stations, with an average daily ridership of 44,000. By April, taxi usage in the area also saw a decline of more than 20% compared to before the line's opening.
By February 2018, there were 190,000 riders per weekday, within the 5% margin of error for the 200,000-daily-rider estimate given in the Environmental Impact Statement. Rush-hour ridership was within 2% of projections. In November 2017, because of the increasing demand, Q service was increased by one trip during each rush hour, and one northbound R trip was rerouted from the IND Queens Boulevard Line to further boost service. This trip returns southbound in Q service. Three new stations will be constructed at 125th Street, 116th Street and 106th Street. A transfer to the Lexington Avenue Line and an intermodal connection with Metro-North Railroad would be available at the Harlem–125th Street station. while tail tracks would continue north on a spur via Second Avenue to 129th Street. However, the tail tracks to 129th Street, as well as a proposed ancillary building at 127th Street and Second Avenue, were removed in a June 2018 update to the plans. A bellmouth provision for extension to the Bronx remains, North of 120th Street, the line will be constructed by TBMs. South of 120th Street, the line will utilize the 99th–105th and 110th–120th Streets tunnel sections built during the 1970s, with a cut-and-cover tunnel connecting the segments between 105th and 110th Streets.
By August 2017, preliminary work on the line was underway, and design of the project was being performed by Phase 2 Partnership, a joint venture of Parsons-Brinckerhoff and STV. The EIS and design were finished in 2018. The administration of Joe Biden approved funding for Phase 2 of the Second Avenue Subway in November 2021, and land acquisition for Phase 2 started in April 2022. The MTA began soliciting bids for the first construction contracts in July 2023. The MTA awarded a contract for utility relocations in January 2024, In August 2025, the MTA board awarded a $1.97 billion contract for the construction of tunnels for the northern section of Phase 2 to Connect Plus Partners, a joint venture between Halmar International and FCC Construction.
125th Street Subway – crosstown to Broadway
In 2023, the MTA considered extending the line westwards from the Phase 2 terminus of 125th Street in their 2023 Twenty-Year Needs Assessment. An extension to Broadway was considered to deliver "significant benefits". In January 2024, Governor of New York Kathy Hochul announced that the MTA would begin studying a western extension of the line, with three new stations on 125th Street at Malcolm X Boulevard, St. Nicholas Avenue and Broadway. This was estimated to cost around $7.6 billion, however savings could be made by constructing the tunnels concurrently with Phase 2. To navigate the "mixed-face" geology of 125th Street—a complex layer of loose sand, gravel, and high water tables—the study recommended using pressurized tunnel boring machines, digging a tunnel up to deep beneath existing subway tunnels. In March 2026, the MTA's Capital Program Committee advanced a $1.1 billion construction contract for Phase 2.
Phases 3 and 4 – south to Hanover Square
Phase 3, which has no funding commitments, would extend the line southward along Second Avenue from 63rd Street to Houston Street. Upon its completion, a new service will operate running between 125th and Houston Streets. Phases 2 and 3 may cost up to a combined total of $14.2 billion.
Phase 4, which also has no funding commitments, The Hanover Square station will be deep enough to allow for the potential extension of Second Avenue Subway service to Brooklyn through a new tunnel under the East River.
Design and cost
Features
The stations on the line were built to be wider than most other underground subway stations in the system. Because of this, Horodniceanu likened the Second Avenue Subway stations to the stations on the Washington Metro. Tracks are built on rubber pads, which reduces noise from trains.
In August 2006, the MTA revealed that all future subway stations—including stations on the Second Avenue Subway and the 7 Subway Extension, as well as the new South Ferry station—would be outfitted with air-cooling systems to reduce the temperature along platforms by as much as . In early plans, the Second Avenue Subway was also to have platform screen doors to assist with air-cooling, energy savings, ventilation, and track safety, but this plan was scrapped in 2012 as cost-prohibitive. Platform screen doors may be constructed at Phase 2 stations depending on the results of studies being conducted for their installation elsewhere.
{| cellspacing="0" style="text-align:center; font-size: 86%; vertical-align:bottom;"
|-
| colspan=3 | Phases 1 & 2
| colspan=3 | Phases 3 & 4
|-
| style="width:39.75; height:27.75;"| Streets ||style="width:143.75;"| Construction method||style="width:143.75;"| Remarks
| style="border-left:9px solid white; width:39.75;"| Streets || style="width:143.75;"| Construction method ||style="width:143.75;"| Remarks
|-
| style="background:brown; color:white; height:12.75;"| Lenox–Park Avs
| style="background:brown; color:white; border-left:1px solid white;" | Soft Ground Tunnels
| style="background:brown; color:white; border-left:1px solid white;" |
| style="background:yellow; border-left:9px solid white;" | 64–58
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|-
| style="background:#f90; height:12.75;"| Park–3 Avs
| style="background:#f90; border-left:1px solid white;" | Mined with Cut and Cover
| style="background:#f90; border-left:1px solid white;" | 125 St Station
| style="background:#9cf; border-left:9px solid white;" | 58–56
| style="background:#9cf; border-left:1px solid white;" | Cut and Cover
| style="background:#9cf; border-left:1px solid white;" | 55 St Station
|-
| style="background:#ff0; height:12.75;"| 3 Av–120 St
| style="background:#ff0; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:#ff0; border-left:1px solid white;" |
| style="background:yellow; border-left:9px solid white;" | 56–43
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|-
| style="background:silver; height:12.75;"| 120–118
| style="background:silver; border-left:1px solid white;" | Rebuilt, existing
| style="background:silver; border-left:1px solid white;" | Bellmouth / TBM Launch ↑
| style="background:#f90; border-left:9px solid white;" | 43–41
| style="background:#f90; border-left:1px solid white;" | Mined with Cut and Cover
| style="background:#f90; border-left:1px solid white;" | 42 St Station
|-
| style="background:silver; height:12.75;"| 118–115
| style="background:silver; border-left:1px solid white;" | Rebuilt, existing
| style="background:silver; border-left:1px solid white;" | 116 St Station
| style="background:yellow; border-left:9px solid white;" | 41–34
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|-
| style="background:silver; height:12.75;"| 115–109
| style="background:silver; border-left:1px solid white;" | Existing
| style="background:silver; border-left:1px solid white;" |
| style="background:#9cf; border-left:9px solid white;" | 34–32
| style="background:#9cf; border-left:1px solid white;" | Cut and Cover
| style="background:#9cf; border-left:1px solid white;" | 34 St Station
|-
| style="background:#9cf; height:12.75;"| 109–105
| style="background:#9cf; border-left:1px solid white;" | Cut and Cover
| style="background:#9cf; border-left:1px solid white;" | 106 St Station
| style="background:yellow; border-left:9px solid white;" | 32–24
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|-
| style="background:silver; height:12.75;" | 105–99
| style="background:silver; border-left:1px solid white;" | Existing
| style="background:silver; border-left:1px solid white;" |
| style="background:#f90; border-left:9px solid white;" | 24–22
| style="background:#f90; border-left:1px solid white;" | Mined with Cut and Cover
| style="background:#f90; border-left:1px solid white;" | 23 St Station
|-
| style="background:#9cf; height:12.75;" | 99–92
| style="background:#9cf; border-left:1px solid white;" | Cut and Cover
| style="background:#9cf; border-left:1px solid white;" | 96 St Station / TBM Launch ↓
| style="background:yellow; border-left:9px solid white;" | 22–15
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|-
| style="background:yellow; height:12.75;" | 92–86
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
| style="background:#9cf; border-left:9px solid white;" | 15–11
| style="background:#9cf; border-left:1px solid white;" | Cut and Cover
| style="background:#9cf; border-left:1px solid white;" | 14 St Station
|-
| style="background:#f90; height:12.75;" | 86–83
| style="background:#f90; border-left:1px solid white;" | Mined with Cut and Cover
| style="background:#f90; border-left:1px solid white;" | 86 Street Station
| style="background:crimson; color:white; border-left:9px solid white;" | 11–Hanover
| style="background:crimson; color:white; border-left:1px solid white;" | Undecided
| style="background:crimson; color:white; border-left:1px solid white;" |
|-
| style="background:yellow; height:12.75;" | 83–72
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|-
| style="background:#f90; height:12.75;" | 72–69
| style="background:#f90; border-left:1px solid white;" | Mined with Cut and Cover
| style="background:#f90; border-left:1px solid white;" | 72 Street Station
|-
| style="background:yellow; height:12.75;" | 69–63
| style="background:yellow; border-left:1px solid white;" | Tunnel Boring Machine
| style="background:yellow; border-left:1px solid white;" |
|}
Phase 1
thumb|Tunnel at 64th StreetPhase 1 of the Second Avenue Subway was constructed between the Lexington Avenue–63rd Street station on the 63rd Street Lines and an existing tunnel segment between 99th Street and 105th Street, with a terminal station at 96th Street. In Phase 1, tunneling was completed between East 63rd Street and East 92nd Streets through the use of TBMs. The TBM launch box was , and is now part of the 96th Street station. Two access shafts were constructed for the 72nd Street station. Slurry or diaphragm walls, wide and long and about deep, were built alongside the sections between East 93rd and 95th Streets.
Of the below-ground obstacles, Arup director of construction David Caiden stated: "It's a spaghetti of tunnels, utilities, pipes and cables—I've never seen anything like it."
This option would require digging up Sara Delano Roosevelt Park to the east as Chrystie Street is not wide enough to fit four tracks. Under this option, a track connection would be built to allow trains from Second Avenue to run via the Manhattan Bridge north tracks to allow service to Brooklyn. The Forsyth Option would curve below the park to Forsyth Street and the station would be built under Forsyth Street, requiring a 200-foot transfer passageway that would be less convenient than the other options.
The Deep Chrystie Option would have the Second Avenue Subway run deeper underground, running underneath the existing Grand Street station, with a mezzanine in between the two stations. In order to allow for sufficient room for stairways to transfer to the Second Avenue Line, the Grand Street station would be widened to have twenty foot wide platforms. No track connection would be built under this option, and the Confucius Plaza tunnel section would not be used for subway service, but it instead might be used for ancillary subway facilities. Currently, this is the preferred option.
South of the terminal at Hanover Square, two tail tracks will be constructed through the use of a TBM to allow for the storage of four trains. The tracks would be built at a depth of about under Water Street, allowing the line to be deep enough to tunnel under the East River for a possible future extension into Brooklyn. Cut-and-cover would be used to build a vent facility at a traffic island located at Water and Whitehall Streets. Regulations set by the Buy America Act forced the MTA to purchase materials made in the United States, Finally, the private and public sector could not cooperate smoothly on the project, further raising costs. Meanwhile, $500 million was spent on design and engineering, and another $734 million was for building tunnels between the stations, tracks, signals, and trackside systems. The Second Avenue Subway's per-mile construction cost is higher than that of other projects in similar cities like London's Crossrail and Paris's Grand Paris Express, which themselves are among the most expensive underground-railway projects in the world.
Service patterns
Routes
75px|right|link=Q (New York City Subway service)
75px|right|link=N (New York City Subway service)
75px|right|link=R (New York City Subway service)
The opening of Phase 1 extended Q service to 96th Street from its former terminal at 57th Street. As part of the 2004 Final Environmental Impact Study (FEIS) for the line, the Q service was planned to have a frequency of 14 trains per hour during rush hours,
In Phase 2, all current services will be extended to 125th Street and Lexington Avenue.
Future full-length designation
75px|right|link=T (New York City Subway service)
When the construction of Phase 3 is completed, a new T service will operate from Broadway to Houston Street.
- H is the Rockaway Park Shuttle's internal route designator, which has occasionally been used publicly, most notably from 1986–93 and again in 2012–13 following Hurricane Sandy.
- The letter K was used until the late 1980s to denote services on the IND Eighth Avenue Line, and earlier on the BMT Jamaica Line, and thus is not preferred.
- The letters P, U and Y are more easily confused with common words.
Station listing
Three stations are part of Phase 1, Three more are planned for Phase 2 (including one transfer to an existing line); three more in the 125th Street Subway extension (including three transfers); six more in Phase 3 (including up to four transfers); and four more in Phase 4 (including one transfer).
{| class="wikitable"
!Neighborhood<br />(approximate)
!
! Station
| via transfer at <br />M60 SBS (to LaGuardia Airport)<br />Metro-North Railroad at Harlem–125th Street<br />Northern terminal for train (Phase 2)
|-
! colspan=7 style="background:silver;" | Provision for expansion to the Bronx
|- style="background:silver;"
|
|
| 116th Street & 2nd Avenue
| 2
|
| September 2032 (proposed)<br />M15 SBS (southbound only)
|- style="background:silver;"
| Turtle Bay
|
| 42nd Street
| 42nd Street & 2nd Avenue
| 3
|
|
| via proposed transfer at Grand Central–42nd Street<br />Metro-North Railroad at Grand Central Terminal <br />Long Island Rail Road at Grand Central Madison<br />M15 SBS (southbound only)
|- style="background:silver;"
| Murray Hill
|
| 34th Street
| 34th Street & 2nd Avenue
| 3
|
|
| M15 SBS (southbound only), M34 & M34A SBS to East River Ferry
|- style="background:silver;"
| Kips Bay
|
| 23rd Street
| 23rd Street & 2nd Avenue
| 3
|
|
| M15 SBS (southbound only), M23 SBS
|- style="background:silver;"
| rowspan=2 | East Village
|
| 14th Street
| 14th Street & 2nd Avenue
| 3
|
|
| via proposed transfer at Third Avenue<br />M15 SBS (southbound only)
|- style="background:silver;"
|
| Houston Street
| Houston–3rd Streets & 2nd Avenue
| 3
|
|
| via proposed transfer at Second Avenue<br />M15 (southbound only)<br />Southern terminal for train (Phase 3)
|- style="background:silver;"
| rowspan=2 | Chinatown
|
| Grand Street
| Grand & Chrystie Streets
| 4
|
|
| via transfer at Grand Street
|- style="background:silver;"
||
|| Chatham Square
| East Broadway & Bowery
|| 4
|
|
|| at Worth Street
|- style="background:silver;"
| rowspan=2 | Financial District
||
|| Seaport
| Fulton & Water Streets
|| 4
|
|
|| M15 SBS (at Fulton Street)
|- style="background:silver;"
|
| Hanover Square
| William & Water Streets
| 4
|
|
| M15 SBS (at Old Slip)<br />Southern terminal for train (Phase 4)
|-
! colspan=8 style="background:silver;" | Provision for expansion to Brooklyn
|}
See also
<!-- Please keep entries in alphabetical order & add a short description per WP:SEEALSO. -->
- Fulton Center
- Lower Manhattan–Jamaica/JFK Transportation Project
- Transportation in New York City
<!-- Please keep entries in alphabetical order. -->
References
Informational notes
Citations
Further reading
External links
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- Second Avenue Subway – Phase 2
- Second Avenue Subway – Phase 1 MTA Flickr webpage
- 63rd Street Tunnel and the Second Avenue Subway – nycsubway.org
- New York's Second Ave Subway: A Century in Maps - Bloomberg News