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The New York Times profiles author Philip Ashforth Coppola and his Silver Connections book series in this article, One Man’s Opus to New York’s Subway Art, Decades in the Making. An annual Sunday holiday season tradition returns: original IND subway cars from the 1930s will run in service on part of the E and F lines between Queens Plaza and 2nd Avenue every Sunday from November 30 through December 28.
The developer has released a new version of NXSYS, Signalling and Interlocking Simulator for the Apple Mac OSX operating system. With the ARC Tunnel dead, federal dollars out there for the taking and the need to expand cross-Hudson River rail offerings still a pressing one, the city is working on a plan that would send the 7 line under the river to Secaucus, New Jersey, The Times reported this evening. Unlike the old project, the new plan does not require costly condemnation proceedings or extensive tunneling in Manhattan, because the city is already building a No.
Still, the proposal faces a number of daunting political, financial and logistical hurdles in an era of diminishing public resources. On a practical level, this project, which I’d almost label a pie in the sky, faces numerous hurdles.
For this project to work for the city, New Jersey would have to kick in some money as well, but Christie seems intent on using the $3 billion he pledged to the ARC Tunnel for other state transportation projects already on the table. Both New York and New Jersey would have to engage in an environmental impact study as well, but Bloomberg hopes to use those developed for the ARC project. Cynically, I want to say that this project seems designed to further support the real estate interests working to develop the Hudson Yards. New York’s politicians have recognized that reality, and if they can build support, this idea could being to move forward. Millions and millions of taxpayer dollars were spent on infrastructure and on investments in ventures via public private partnerships.
Running trains through Penn Station has comparatively little benefit, and the loop track isn’t feasible without ARC (or a similar project), which is dead.
47,000 of them would still have to change trains in Penn Station because where they live isn’t on the line that goes to where they work. Even though this extension would be better than nothing, I can’t imagine the political headache it would cause for NYC Transit to run part of a subway system in another state.
The whole idea seems like a short-sighted attempt to bring more value to the Hudson Yards project. But, in the unlikely event that they do extend the 7 to Secaucus, they might as well integrate the PATH lines in to the NYC Subway to make it one big, interconnected system. In my dream world, the PATH is integrated into the subway system, and the LIRR, Metro-North and NJ Transit are managed by a regional rail authority. At one of the MTA’s briefings for the public about the state of digging on the Second Avenue Subway (about a year ago), integrating the PATH into the subway came up. This project is an attempt to get the 3 billion that was allocated to the ARC tunnel, now that it looks like the feds will not give that money to the Second Avenue Subway or other NYC transit projects.
Bloomberg might even get Christie on board, as NJ wouldn’t have to invest much money in this. It still runs up against the limitations of a two-track subway tunnel, and the likelihood of an additional stop in Weehawken.
Right, but New Jersey to Grand Central is a 3-seat ride today: NJT to Penn, plus 2 subway lines.
I would bet that a transfer from NJT to the #7 Train at Secaucus would get people to Grand Central faster than they do today.
When you look at the metropolitan area without considering political boundaries (and I do believe we need to take a more regional view of transit planning) a 7 extension makes great sense.
The right-of-way of the defunct Rockaway Branch of the LIRR, between White Pot Jct (Rego Park) and Liberty Jct sits unused and ready for revival as a possible one seat ride between Midtown & JFK. There are any number of other rail projects in Queens, and the other outer boroughs, that cry out for consideration. Too bad the 7 Trains are natrrow gauge as opposed to the wider trains that run along 6th Avenue for example. With the intermediate stops at Times Square and 5th Avenue, you won’t necessarily have a crush of people trooping up the stairs at Grand Central, but this along with East Side Access might make for a crunch.


Ideally the plan should allow for a future intermediate stop somewhere in urbanized Hudson County.
Actually the #7, and all IRT lines, are standard gauge, same as the rest of the system and all American railroads. From comments I read on an old tstc blog post, I probably saw this closer to 3 years ago at that IRUM meeting.
I’m sure that this project can have more benefits than anybody can think of at this time. Or it could allow people to stay in NYC and hold a job in NJ, date people in NJ, visit family in NJ, without being forced to choose one state or the other due to the obstacle of the Hudson River as if we are medieval peasant tribes cut off from each other by the icy Rhine. I love the Rhine analogy, Eric, but unless NJ Transit beefs up its reverse-peak service, New Yorkers will be stuck at Secaucus with no easy way to travel west to jobs. A 7 extension would also benefit (non-suburban) Hoboken and Weehawken, provided a station in added there. There is 1 exit a GCT that is past capacity already, but there is a provision in the MTA Capital Plan to expand it.
One thing that hasn’t been brought up in this discussion is that this can potentially bring in commercial and real estates special interests to the table.
If the interested parties manage to sell it that way, then this project could potentially be more realistic in terms of funding than some people may think.
One of the errors when Secaucus Junction was built was nobody thaught about future development around the station area.
So what transit operating and expansions should be cut back in New York to pay for the New York City and New York State shares of improved transit to New Jersey?
It is nice to dream, but getting the MTA, Mayor, Albany, Trenton and the PA all on board with one useful plan is quite unlikely. The point is this is by far the cheapest option available, which is why you would hope the various decision makers would find a way. That would maintain a two-track shuttle operation close to the street level for people in a hurry to get crosstown, while giving New Jersey residents basically their own dedicated subway line to midtown Manhattan’s east and west sides without having to steal capacity from the new Hudson Yards extension of the No.
You’d probably have to extend the shuttle platform for Tracks 3-4 to handle 10-car trains, and of course Times Square would have to be modified a little if Track 2 replaces Track 3 as the other main shuttle track.
Philip has been painstakingly sketching the tile artwork and other station decoration of New York's subway since 1978. Christie, this proposed tunnel would expand a regional transportation system already operating at capacity and would double the number of trains traveling between the two states during peak hours.
Already, New Jersey commuters have to take New Jersey Transit to reach the subway, and they can get the 7th or 8th Ave.
Staten Island as well as areas of Queens and Brooklyn need subway routes, and the non-Manhattan connections between the outer boroughs need to be beefed up.
Plans like these just aren’t proposed any longer, and if the city can figure out a way to make it work economically while ensuring the feasibility of this plan from a transportation standpoint, by all means do it. Assuming that either where they live is someplace with train service and where they work is someplace with train service. It would give a one-seat ride to Times Square and Grand Central but only from 4 miles away. And for passengers on the Main, Bergen County, and Passcack Valley Lines, it would turn a 4-seat ride into a 2-seat ride.
Overall, this proposal is better than the final ARC design, though ARC Alternative G would have trumped them all. The #7 and Queens Blvd lines are grossly over-crowded and carrying far more passengers than they were designed to handle. A stop on Bergenline would still be useful, but for other reasons – namely, to provide easy access to people on the hill. Making it easier to connect Montclair to Grand Central would encourage families to move to Montclair from Brooklyn.
Spending $662.50 per New York City resident seems a little steep for a service that would, as you say, primarily improve dating opportunities and family visits.


Now with this idea we can correct these oversights with carefully planned TOD around the station. They don’t need the 7 train to come to get started, but it would be a fantastic shot in the arm for them.
There was supposed to be 4 office towers, a hotel, parking garage and about 1,800 housing units built at the site. 7 trains away from the Hudson Yards project, would be reopening Track 2 on the Grand Central-Times Square shuttle and giving over Tracks 3-4 to a line that would use the existing 1904 tunnel from GC to Sixth Ave, then descend below the Times Square complex to a new TS station, and from there on to New Jersey (possibly with even the hoped for 10th Avenue stop included). I was unaware of this until now, but Philip used my photo of 18th Street on the original IRT to do the corresponding sketches, as he had never been in this abandoned station.
Subway that reaches from the Bronx to Brooklyn or a fully-realized IND Second System, I’ve seen maps with the Triboro RX line, various cross- and inter-borough routes and service shot past terminals in Queens to airports and neighborhoods underserved by the subway.
But it would do so at about half the cost, an estimated $5.3 billion, according to a closely guarded, four-page memorandum circulated by the city’s Hudson Yards Development Corporation.
In July, a massive 110-ton tunnel boring machine completed drilling for the city’s $2.1 billion extension of the No.
As far as transit is concerned, we stopped thinking big seventy years ago, and a direct subway connection to New Jersey would be a boon for the city. Even if it the impact isn’t as deep as that of the ARC Tunnel would have been, a 7 line subway extension to Secaucus would do wonders for cross-Hudson travel.
The only benefit that could come from it, canceling the 7 extension to Hudson Yards, is already impossible because they’re building the line southwest to northeast, facts on the ground-style. For NJ commuters who work in East Midtown, it would get them to work faster than they do today.
Also if the HBLR were extended northward to the Medowlands, Secaucus could receive great benefits from that as well.
New Jersey built the exit ramp and the station at the scale they did on the assumption a ton of development would be taking place at the site. The PA is the gatekeeper here, and they would probably want to do it in a different manner entirely. Full HTML documentation of the new Macintosh features as well as a thorough upgrading of the extensive Version 1 helpfile are included. Every now and then, someone proposed building out the 7 line to a cross-Hudson terminus in New Jersey, but that idea is generally concerned too fanciful and far-fetched to be a reality. But other than the increased capacity an additional tunnel would bring, the subway isn’t the modality best suited to achieve that goal.
This plan would simply mean that they would still have to take NJ Transit to reach the subway and would have to suffer through additional stops and a potential transfer before reaching midtown. There are bell mouths all over the place on the existing subway structures ready for extensions. Plus the family would spend child-care and home-improvement money in New Jersey, not New York.
Cuomo of New York would have to agree to make the tunnel a high priority and work in lock step to obtain the city, state and federal funds needed to make it happen. At the least, the city will have to compete with everyone else in American for the dollars. The subway trains are also much more limited in length than mainline trains because it’s much harder to extend platforms underground.
A subway connection via Secaucus Junction doesn’t add the same value commuter rail tunnels with a multi-track terminal would.
In addition, five retired buses manufactured from the 1950s through 1970s will run weekdays on the 42nd Street crosstown route. This data includes information taken with permission from Canadian authorities © Her Majesty the Queen in Right of Canada.



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