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The 63rd Street Line was opened for service on October 29, 1989 originally served by trains on weekdays and trains on weekends.
The 63rd Street Tube is also the linchpin of the East Side Access Project and while one level supports Queens Boulevard Line subway trains, the second level was designed and built for Long Island Rail Road operation and in the future will serve trains traveling between Queens and a new LIRR Terminal at Grand Central. When LIRR service is routed through the tube, the facility will be unique in the MTA’s operation as one that supports both commuter rail and subway service. NEWARK — A $1.5 billion extension of PATH service to Newark Liberty International Airport would serve about 6,000 riders a day, who would pay just over one-third of its annual operating costs in fares, according to a feasibility study for the project. Daily ridership on the mile-long link between Newark Penn Station and the airport would top out at 6,072, according to a study led by the Morristown-based Louis Berger Group, which was first conducted in 2000 and last updated in 2010. After decades of discussion and study by the Port Authority of New York and New Jersey, the airport extension was included in the agency's $27.6 billion, 10-year capital plan adopted in February.
The study estimated the annual operating cost of the service at $19 million, in 2010 dollars.
Proponents also say the PATH extension would be used by low-wage airport workers commuting from from Hudson and Essex Counties, and that it would take thousands of cars off the region's congested roads every day that would otherwise be driven to the airport.
New York construction costs are expensive, but I'm comparing it to Hawaii - a chain of islands where virtually everything has to be shipped in. So for $1.5 billion, the Port Authority expects to extend PATH from Newark along a pre-existing right-of-way to the Newark Airport station.
Just to pile on this PATH to EWR thing: Most sane people are *not* going to want to haul a whole bunch of baggage on a subway car. The Port Authority's capital plan for the next 10 years includes no money to build the critically needed Gateway rail tunnels or upgrade or replace the overcrowded Port Authority Bus Terminal, but it does include $1.5 billion to provide Manhattan residents with a low-cost, one-seat ride on a new PATH line to Newark Airport.
To New Jersey mass-transit advocates, the controversial PATH extension is not only a case of misplaced priorities in an era of scarce funding, but also is emblematic of how political deal-making took precedence over policy needs for too long at the Port Authority, which is the subject of at least six separate federal and state investigations. The colorful screens of MTA New York City Transit’s network of On the Go Travel Station kiosks are becoming more and more evident in subway stations.
The six-foot tall, stainless steel kiosks featuring 47-inch interactive screens have been installed and activated in 30 stations in the Bronx, Brooklyn, Manhattan and Queens, with a total of 153 on tap by year end.
The On the Go Travel Station is an innovative electronic communications tool that provides subway customers with information about their complete trip, from planning and service status to information about nearby destinations. The kiosks place an unprecedented amount of transit information at customers’ fingertips while they are in the system. Each kiosk – whether hard wired to the NYC Transit network or part of a secure wireless network – is individually addressable.
As New York’s first MTA chairman, William Ronan helped start the city on its remarkable turnaround. William Ronan, the first chief of the Metropolitan Transportation Authority, died last week at 101.


Robert Moses’s Triborough Bridge opened in 1936, minting huge toll profits that helped him become New York’s “master builder.” New York spent three decades building highways, bridges, and tunnels.
In 1964, Governor Nelson Rockefeller tapped Ronan, an NYU government professor and top administrator for Mayor Robert Wagner, to come up with a plan for the bankrupt private railroad that brought commuters from Long Island into Manhattan.
Ronan understood something else: transit was never going to pay for itself, but that didn’t mean it should die, as it had been gradually doing. View the working transportation lines below, including other parts of the MTA, courtesy of Mr. Effective before rush hour tomorrow morning, the following is an up-to-date service status list of the MTA operating agencies including New York City Transit, Long Island Rail Road, Metro-North and Bridges and Tunnels. 2 trains will operate between 241st Street (Bronx) and Times Square-42nd Street, with express service between 96th Street and Times Square.
5 trains will operate express in Brooklyn between Atlantic Avenue-Barclays Center and Flatbush Avenue.
R trains operate in Brooklyn between Jay Street-MetroTech and 95th Street making all local stops. Ronkonkoma Branch: Suspended (goal to restore hourly service from Ronkonkoma to Penn Station for AM rush hour Thursday, Nov. Port Washington Branch: Suspended (goal to restore hourly service from Great Neck to Penn Station for AM rush hour Thursday, Nov. The line reached a temporary terminus at the 21 St-Queensbridge station, but the three-station, 3.2 – mile route was extended 1,500 feet and, in 2001, connected to the busy Queens Boulevard corridor just south of the 36 St Station with the rerouting of service at all times to 63rd Street. The double-decked Lexington Av – 63 St Station will allow cross-platform interchange between the and As part of the Second Av Subway project, the station is being renovated to remove the walls on the platforms and open a new entrance on the Third Avenue side of the station. Based on the PATH's $2 fare in place at the time, the estimated share of the operating cost paid for by riders would be 37 percent, a lower share than the 45 percent realized by the PATH system as a whole from 2002 though 2008. Toronto is spending $450 million on an airport connection expected to carry 5,000 people and finance itself through premium fares, and people are still complaining. What I have a problem with is the fact it costs 1.5 Billion dollars for something so basic.
The growing customer information system is one of the largest transit based digital signage networks in the United States, and currently provides transit information to more than 1.2 million subway customers daily. The network is made possible through a unique public-private partnership among NYC Transit, Outfront Media (formerly CBS Outdoor Americas Inc.) and Control Group NYC. In addition to customers pulling information, NYC Transit can push granular Service Advisory messages to network screens.
During his nine-year tenure at the MTA and its predecessor, Ronan presided over a transit system in decline serving a city in decline. Though intended to relieve traffic congestion, the new infrastructure actually encouraged people to drive more.


7 trains has been restored in Queens and Brooklyn, though there is still no subway service into Lower Manhattan. Andrew Cuomo and MTA Chairman Joe Lhota announced that New York City’s subway system will restore service on a number of lines, leaving out a swath of territory south of 34th Street in Manhattan. East-bound trains to Queens (and later Upper Manhattan) will use the lower level; south-bound trains to Midtown and Lower Manhattan will use the upper level. I can't imagine paying 1.5 billion for 6,000 daily riders and still have to subsidize them to a tune of over 60%. Honolulu is building a fully elevated rail line for $265M per mile, so the PATH extension should only be $500M at these costs. As part of the work, the PA will construct new platforms and bolster “associated station passenger infrastructure” to improve connections to the AirTrain. This is why it's so hard to support any sort of new transit improvements in the USA (and especially around NYC).
Yet he was at the helm when New York finally gave up on the private automobile as the engine of urban growth, a realization that eventually allowed Gotham to resurrect itself.
Without that rescue, Ronan said, the Long Island Rail Road “wouldn’t have survived in any form.” Gotham’s subways, jointly controlled by the state and city, soon needed a bailout, too. Ronan doggedly released what the New York Times called “a sweeping $2.9 billion blueprint” to build a Second Avenue subway, an LIRR link to the East Side of Manhattan, and a rapid commuter train to Kennedy Airport. Lower Manhattan was left out, they explained, because of the mass power outage in the wake of Hurricane Sandy. The agency will have to replace the rail storage yard near the airport — a significant driver of costs. They are all a good idea until you see that they cost 2-10 times as much as the exact same thing would cost in another country, or even in another part of this country.
They’ll have to make modifications to Newark for bidirectional PATH train flow, and they may look to find private dollars for a garage for non-airport travelers near the new station. For 1.5 Billion I would definitely build something else, but the problem is that whatever else you build in NYC it's going to be just as absurdly overpriced. By the mid-sixties, after “30 years of do-nothingism in mass transportation,” as Ronan would later put it, it looked like the car had prevailed.



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