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Today, just a little after 1pm, we rode the inaugural 7 Line train from Times Square to Hudson Yards. En route, the tunnel was notable mostly for its lack of graffiti–a condition that will surely soon change. On the concourse level of the station, one floor above the tracks, animated screens announced the new station. The $2.4 billion project was a long time coming, heralding the new Hudson Yards development currently underway.
All photos are by Jeremiah Cox This Website is maintained and copyright © 2003-2014, Jeremiah Cox. As a pristine new subway train pulled into the station, the crowd of excited passengers–which was as diverse in age, ethnicity and temperament as New Yorkers can get–applauded. In fact, by 2025 the MTA anticipates that it will be the busiest station in all of New York City. Subway Stations<34 Street-Hudson Yards34 Street-Hudson Yards opened on September 13, 2015.
There was even a doomsday transit man, proclaiming to whoever gave accidental eye contact that the system was never supposed to be this way.
The station looks much like described to us on our visit deep down into the construction in 2011.

It is the only station on the first new subway extension to open a new station in nearly 26 years (the previous extension was the 63 Street Tunnel with 3 new stations that opened on October 29, 1989). None of this dampened the spirit, as applause returned again as the overhead speakers announced that this would be the first train ride to Hudson Yards. In order to bypass the Lincoln Tunnel, the Hudson Yards station is deeper than many stations at over 80 feet below street level (though not close to the deepest, which is 191st Street at 180 feet below). The station became the terminus and only intermediate stop after the proposed stop at 10 Avenue and 41 Street was shelved due to cost-cutting of the 7 Line Extension to the Far West Side. The total cost of the extension was $2.42 billion all funded by the City of New York (the first subway extension entirely funded by the city in about 60 years). The goals of the station were first to provide access to proposed but the never built West Side Stadium. This was instead changed into a major rezoning to facilitate a number of large mixed-use developments.
Construction of the extension began in December 2007 with Mayor Michael Bloomberg's goal to open the station before he left office (he took a ceremonial ride on the completed tracks to the incomplete station on December 20, 2013) Major delays, the last ones caused by the failure of the stations inclined plane funicular-like elevators delayed the opening another nearly two years. Amazingly, with all the delays the station opened without TransitWireless cell phone and wifi service, and will be wired in the next few months. The station itself consists of a wide cavern with a single island platform 125 feet deep below street level under 11 Avenue. The tunnels continue 8 blocks south of the station to 26 Street, forming tail tracks to store up to 4 trains.

For relaying and reversing trains there are diamond crossovers on either side of the station platform.
Normally trains reverse before entering the station and can depart from either platform with digital displays indicating the next train and if its local or express.
The permanent platform signs indicate that during PM rush hours (when express service is running) all local trains will depart from Track 2 (the western track) and all express trains will depart from Track 1. During hours with only local service either platform is in use. The track walls have off-white tile-blocks with silver sheeting between sets of blocks. Large digital clocks in 24 hour time (as is used by the MTA for operations) are at the northern end of the platform for the train operator and in the middle of the platform for the conductors. In addition numerous LED displays (that will display countdown clock information once the 7 train receives CBTC scheduled for 2017) are scattered along the platform right now indicating with arrows which platform for the next train. To leave the platform, eight sets of stairs (the middle six are triple-wide, the ones at the ends of the mezzanine are double-wide) and a single elevator directly in the middle of the platform lead up to a nearly full-length mezzanine (109 feet below street level).
It has curved walls with the same off-white tiles and silver sheeting and slightly indirect lighting as the platform.
There are no traditional static advertising panels, just a series of 24, 55-inch vertical digital screens that will show advertising and service advisories. To finally leave the station there are two, wide angled upwards tunnel shafts at the southern end of the mezzanine.

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