NEW YORK | Second Avenue Subway

New York Parks & Infrastructure
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The East Enders

An upscale but low-profile Manhattan neighborhood awaits the Second Avenue Subway. (Developers, however, aren’t.)

By Karen Angel on April 9. 2015

It’s the closest thing to the suburbs in the city.

Manhattan’s East End Avenue is one of the city’s purest residential enclaves, lined with prewar buildings, postwar high-rises, walk-ups and brownstones. Here, the hubbub of First Avenue is far enough away to feel like another universe.

“It’s Scarsdale in the city,” said Tim Minton, founder of Zazoom Media Group and a former reporter for ABC and NBC News, as he pulled into the circular driveway at 60 East End Avenue where he and his wife, Linda, bought a three-bedroom co-op 18 years ago.

“If we stop talking, you don’t hear anything,” said Ms. Minton, a digital media consultant. “It’s as close to bucolic as New York City gets. It’s not convenient to anything, which we like.”

Chief among the charms of the neighborhood—which stretches for 11 blocks along the East River, from 79th to 90th Streets—is Carl Schurz Park, the 15-acre oasis of gardens, dog runs and children’s play areas designed by Central Park’s landscape architect, Frederick Law Olmsted. Above the FDR Drive from 81st Street to Gracie Mansion at 88th Street, a paved promenade offers majestic views of the East River. On nice days, the promenade and park are filled with elderly strollers, dog walkers, families, nannies with their charges—and an air of tranquility that is rare for Manhattan.

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A rendering of the to-be-built 20 East End

…A big if oft-delayed service coming to the neighborhood that is sure to increase pedestrian traffic: the Second Avenue subway. The first phase is set for completion in December 2016. Many residents—especially newcomers and those who can’t afford to go everywhere by cab and car service—are looking forward to its opening and the expected positive effect it will have on their property values.

“With the Second Avenue subway coming, I think it’s a very good investment,” said Julien Vanegue, a software architect and a father of two young boys whose 1,000-square-foot two-bedroom co-op on 87th Street between York and East End cost $476,000 two and a half years ago. “A comparable apartment on 85th Street and Amsterdam, was going for $550,000 and it was smaller.”

Indeed, value is one reason newcomers like Mr. Vanegue cite for having ended up on East End Avenue. “On the Upper East Side, the highest property values tend to be found on Fifth Avenue, and they decline slowly as you move east,” said Jonathan Miller, president of Miller Samuel, a real estate appraisal firm. “They bump up again when you hit East End Avenue, though not to the level seen on Park Avenue.”

For example, the median sales price of a three-bedroom East End Avenue apartment in the first quarter of 2015 was $2.8 million, compared to $3.5 million in the Fifth Avenue-to-Park Avenue corridor, according to Miller Samuel.

The subway will go a long way toward closing that gap. “Anytime you expand or ease the commuting experience to the central business district, you enhance property values,” Mr. Miller said. “Everything gets energized by easier transportation. It increases pedestrian traffic and expands the quality of residential retail services.”

For longtime East Enders, that’s a mixed blessing. “It’s a good thing and a bad thing,” said Micaela Darling, 35, a CUNY adjunct who grew up at 30 East End Avenue, where her mother has lived for 40 years. “What’s so nice is it’s quiet and simple, and I think more people will move here.”

Many of the area’s well-to-do residents take cabs when they go out and car services or private cars to work, via the conveniently located 79th Street on-ramp for the FDR Drive. “We take cabs a lot,” said Ms. Abernathy, director of admissions for the International Preschools of NYC, which recently opened a third location on 86th Street between First and Second Avenues. “We have to travel great distances to go to restaurants.”

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New Photography Exhibit Tracks Progress of MTA Capital Projects

April 10th, 2015

MTA Arts & Design has installed “Breaking Ground,” a photography exhibit by Patrick J. Cashin that focuses on the Metropolitan Transportation Authority’s major infrastructure projects. The yearlong exhibit near the fare control area at the #4 and #5 line Bowling Green station, which is the latest in Art & Design’s large-scale photography exhibits, offers a glimpse of the future of New York City public transportation and a behind-the-scenes look at MTA’s major capital projects.

Cashin, a former Newsweek lab technician/photographer, has been visually documenting the MTA’s projects, milestones and other news-making events for 15 years. His role within the MTA gives him a unique view and access to the transit authority’s mega-projects, workforce and advanced equipment that few see in person. Selections of his photography are available for public view and media use on the MTA’s Flickr account, but the exhibit at Bowling Green is the first time that his photography has been displayed in large format in a public space.

The photographs featured at Bowling Green were taken deep beneath New York City. They show the herculean efforts underway to build the important transportation infrastructure that is vital to the city’s growth. Cashin’s trained eye captures the massive earth-moving equipment and MTA crews responsible for carving out subway tunnels and railroad tubes in the city’s bedrock. Among the MTA capital projects highlighted in the photographs are the Second Avenue Subway, the 7 Subway Line extension to Manhattan’s west side and the East Side Access project, which will link the Long Island Rail Road to Grand Central Terminal.

“There has been an amazing amount of excavation and construction work going on, out of sight, as MTA builds a 21st-century transit system for New York, and we wanted to share some of Patrick J. Cashin’s photographs with the public,” said Sandra Bloodworth, the Director of Arts & Design. “His vivid photos in our Lightbox Program take you directly to the site so you can experience firsthand this remarkable work.”

Cashin’s photographic subjects resemble the set of a futuristic movie, with their images of tunnels and massive equipment that most people associate with the scale of epic movies. The seven large-scale images include the tunnel boring machine used to drill into the bedrock for East Side Access and visually shift from earth to concrete as subway tunnels take shape. The most recent photograph, taken in February 2015, shows the massive curved space underneath Second Avenue that has become the 96 St Q Subway Line station as it awaits finishing touches.

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New Photos Show Second Avenue Subway Stations Nearing Completion

By Emma Whitford on Apr 27, 2015 2:18 pm

The perennially delayed 2nd Avenue subway project has always been a chimerical creature, disappearing and reappearing in New Yorkers’ collective consciousness for generations. But now it appears as if the dream is finally becoming a reality, at least in part—MTA chairman Tom Prendergast says that unless Governor Cuomo can close the MTA’s $15 billion capital program chasm, the much-anticipated 2nd Avenue line won’t extend from 96th Street to 125th Street in Harlem.

As for those stations at and below 96th, the MTA took a tone of cautious optimism this morning. In fact, MTA Capital Construction President Michael Horodniceanu estimated that the southern section of the Second Avenue subway line is 82% complete.

At today’s City Council Transit Committee meeting, Horodniceanu presented new renderings and photographs of progress along the line, which we’ve featured here. And while there’s been no shortage of 2nd Avenue progress porn as construction has plodded along these past several years, now there are glimpses of things we straphangers recognize. We’re talking tiles, escalators, and station lettering.

Lexington Avenue/63rd Street is 88% complete, according to Horodniceanu, who showed off photos today of tiling along the tunnels, labeled “Lex 63” in a modish, overlapping font. Tiles are also being laid in the station floors, and the ventilation system has been installed (“As you can see, it’s quite massive,” Horodniceanu pointed out.)

At 72nd Street, which is reportedly 56% complete, the tunnel under the entrance at 301 E. 69th Street is currently being dug from both directions to make up for lost time. 72nd Street also has its power equipment room underway, and partially-completed escalators and stairwells.

At 96th Street, which is 67% complete, crews are working on above-ground construction at entrances on 93rd and 97th streets. The progress images released today include renderings of both entrances. Horodniceanu estimates that the roadway ripped up to put in the 96th Street station will be drivable again by the end of the year.

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M.T.A. capital projects could be delayed if gap isn’t closed

By Ryan Hutchins on April 29, 2015

The chairman of the Metropolitan Transportation Authority said again on Wednesday that a failure to find enough funding for the agency’s $32 billion capital plan would not lead to fare and toll increases, but also suggested some major projects could be delayed indefinitely if that happens.

The chairman, Thomas Prendergast, spoke two days after one of his top deputies said a failure to close the plan’s $14 billion funding gap by the time the state Legislature ends its session in June could lead to 15 percent fare and toll hikes. The official, chief financial officer Robert Foran, said that revenue would be needed to cover the cost of borrowing money—a statement Prendergast forcefully walked back .

“We have never, ever closed a capital program on the backs of the fare payers,” the chairman said on Wednesday, speaking to reporters after a board meeting. “That’s unconscionable. That’s not our desire. That’s not what we’re going to do.”

But there is little being said publicly about how the agency will avoid doing so. The M.T.A. continues to be talk to the state about making a large commitment, and is asking the city to offer more than the average of $100 million per year it has been giving. The federal government is the third prong, but that discussion is not expected to happen until 2017.

Prendergast said it is vital he find funding for the capital program. Some $20 billion of it is dedicated to “state of good repair” work, which doesn’t involve expanding or enhancing any existing services. Beyond that, he said, growth in ridership now mandates that more be done.

“We can’t just focus on state of good repair,” Prendergast said. “We also have to focus on ways to enhance the level and quality of service, and expand the system. We can’t just sit here and wait—we need to take action now to expand that. It’s important.”

Pressed about what might get cut if that funding is not found, the chairman said he not want to point to specific projects because it might turn out to be important enough to officials in Albany for at City Hall that they would offer the funding to cover it. Still, he said future phases of the Second Avenue Subway could be put on hold to close the gap.

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Damn another delay. Couldn’t have predicted this… :angry:

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M.T.A. Chairman Asks New York City for More Money

By Emma G. Fitzsimmons on May 4, 2015

The chairman of the Metropolitan Transportation Authority called on Monday for New York City to substantially increase its funding for the agency’s $32 billion capital plan.

The chairman, Thomas F. Prendergast, sent a letter to the first deputy mayor, Anthony Shorris, asking the city to contribute $1 billion for the construction of the Second Avenue subway line and $300 million annually to the capital plan. In recent years, the city has paid the authority about $100 million each year to support the plan.

Subway ridership has grown to six million riders on some days and is expected to increase in the coming years, which will add pressure on the system, Mr. Prendergast said. “Now, at this critical juncture, is the right time for the city to acknowledge the need for significantly increased investment in the M.T.A., and the city’s future,” he wrote.

The state-run authority proposed a capital plan that includes funding to maintain the aging system and to expand it through projects like the Second Avenue line. The plan has a $14 billion funding gap, and Mr. Prendergast has also called on federal and state officials to provide more money. His letter noted that state officials had committed $1 billion for the capital plan in their recent budget.

Mayor Bill de Blasio’s office said on Monday that before receiving the letter, the city had already planned to increase its funding for the authority’s capital plan to $125 million each year. When the mayor releases his executive budget on Thursday, it is expected to include a total of $657 million in capital funding for the authority over five years.

Mr. de Blasio said in a statement that “a broader consensus is needed on how we’re going to sustain and grow the M.T.A.” He vowed to work with federal officials to secure additional funding and with state officials on a “long-term plan for this critical state authority.”

When the authority released the capital plan in September, the agency requested that the city provide $657 million over five years, but is now asking for more.

…In the letter, Mr. Prendergast suggested the city’s $1 billion investment in the Second Avenue line would be similar to the role the city played under Mayor Michael R. Bloomberg in the extension of the No. 7 line to the Far West Side of Manhattan. The Bloomberg administration paid $2.4 billion for the project, which has been delayed and could open this summer.

Mr. Prendergast cited a report released in January by the city’s Independent Budget Office, which found that if city payments for the plan had kept pace with inflation since the authority’s first capital plan, from 1982 to 1986, the city would now pay $363 million each year. The city contributed about $136 million annually to that initial capital plan.

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Opinion.

How Bill de Blasio’s guaranteeing future subway delays

By By Nicole Gelinas on May 10, 2015 at 9:55pm

Mayor de Blasio had a shocking experience on a downtown subway platform last week. His train never arrived. This, as New Yorkers will tell you, happens. But the decisions the mayor is making with the taxpayers’ money mean that future New Yorkers will confront this type of crisis far more frequently — and with no police detail to bail them out.

The mayor unveiled his budget last week — and on the surface, it’s mostly good news.

Yes, New York will spend $79.9 billion during the fiscal year that starts July 1, including $59 billion in city taxpayer funds (the rest comes mostly from the feds and Albany). That’s a 6.6 percent increase in taxpayer spending from the final Bloomberg budget — even though inflation’s only run less than 1 percent since then.

But we can afford it: The city’s economy is doing great. Over the past decade, more people have moved to New York than have moved to Boston, San Francisco, Seattle and Washington, DC, combined. And New York has a record number of private jobs — surpassing our ’60s heyday, before the ’70s crisis hit.

…The mayor says he’s being so prudent for a good reason: He wants to make “targeted investments” in growth, including investing in the subways.

As de Blasio said, London is in the middle of building a $23 billion rail line that will increase capacity by 10 percent — and we should be doing more stuff like that (if we don’t, there’s no way we can keep adding people and tax dollars).
The mayor’s similar — if more modest — idea is a Utica Avenue subway in Brooklyn.

The problem is, though, that de Blasio’s actions are nowhere near enough to get anything built.

Consider: In his budget, the mayor made a big deal about increasing the city’s annual contribution to the state-run MTA to $629 million over the next five years, from a planned $500 million.

This money will pay for new subway cars and buses as well as some track work.

But it won’t even pay for most of that work — which will cost $4.2 billion. It sure won’t help the MTA build something new, London-style. The MTA does want to start work on the next few stations of the Second Avenue Subway — but it doesn’t have a dime for the $1.5 billion it will cost over the next five years. The mayor’s new contribution doesn’t help here, since the MTA was already expecting it.

Oh, and the only way de Blasio can make the extra cash work in his 10-year, $83.8 billion budget for investing in things like trains, school buildings and water treatment is to slash the MTA’s take starting in 2021 — to $40 million. This budget gimmick is common practice — but so is ignoring our critical physical assets like subways

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Stringer Calls MTA Request for $1.3 Billion From City ‘Insulting’

By Will Bredderman | 05/14/15 2:02pm

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Comptroller Scott Stringer labeled MTA Chairman Thomas Prendergast’s request that the city chip in an additional $1.3 billion into the transportation authority’s capital budget “insulting,” arguing that the subways are in appalling condition and that the the MTA should seek the money from the state.

Releasing an report excoriating the cleanliness of the train system, Mr. Stringer lambasted the MTA today for asking the city for $1 billion toward the construction of the Second Avenue subway and $300 million a year for the general construction fund—a massive increase from the city’s current annual input of $100 million. The comptroller, charged with overseeing the city’s finances, blamed Albany and Washington for not providing adequate funding to the train system and attacked Mr. Prendergast’s request as “last minute.”

“I found it insulting that the head of MTA would turn around and ask for a billion dollars when the state has basically abdicated its responsibility for funding the transit system,” he told reporters. “So if you want a billion from the city, what did you ask the state for? Don’t play games with our subway system.”

Mr. Stringer conceded that the city, currently flush with funds as tax revenues exceed expectations, has a responsibility to kick in more money for MTA—but not as much as Mr. Prendergast asked.

“The state and the federal government has failed to adequately fund the MTA. Yes, the city can and should do more. We certainly need that to happen,” he said. “That’s a legitimate discussion through the budget process, there is added money to the budget, can certainly debate how much is enough.”

…The MTA, a state authority run by appointees of Gov. Andrew Cuomo, noted it was in the process of purchasing more vacuum trains and increasing funding for maintenance and had created a new “systematic cleaning frequency” for train stations. It fired back bitterly at Mr. Stringer’s criticism of Mr. Prendergast’s funding request, pointing out that the state committed $1 billion to the MTA capital budget for the coming year, and said the authority is seeking funds from numerous public and private sources to fill its $14 billion gap.

“Anyone who believes New York City shouldn’t help pay to build a new subway line in East Harlem should at least refrain from denigrating our attempts to do so,” a spokesman told the Observer.

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The city’s biggest subway extension in decades has been taking shape below Second Avenue for years - and talked about for nearly a century.

But with the December deadline for its opening drawing ever closer, many residents along the route are skeptical they’ll be riding the new Second Avenue subway anytime soon.

“Maybe not in my lifetime,” said one straphanger.

“I’ve watched this being built,” said another. “It goes to nowhere. The extensions won’t be done for another 20 years. This is a boondoggle.”

On Monday, there was more skepticism, as the MTA said it will spend another $66 million to accelerate the work in hopes of meeting the December deadline.

“The acceleration agreements will accelerate the completion of critical activities necessary to commence pre-revenue testing and training by September 1, 2016,” said MTA spokesman David Cannon. “And revenue service in December 2016.”

The plan is for contractors to work longer shifts, multiple shifts and on weekends to complete the project, which will bring subway service to 72nd, 86th and 96th Streets along second avenue.

Upper East Side residents aren’t the only ones who remain skeptical about the project opening on time. On Monday, officials here at MTA headquarters in Lower Manhattan heard from their own independent engineering consultant, who said that the project remains a “moderate risk” of opening with a delay.

The Federal Transit Administration has also disputed the MTA’s timeline — warning it’s possible the line might not open until 2018.

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MTA Prepares to Extend Second Avenue Subway to East Harlem

By William Mathis on March 4, 2016

EAST HARLEM — The next phase of the new Second Avenue subway is in the works, the MTA announced Friday.

Phase Two of the line will extend north and west from Second Avenue and 96th Street to 125th Street and Lexington Avenue. There will be three new stations at 106th Street, 116th Street and 125th and Lexington Avenue.

“Our goal is to fast-track Phase 2 to every extent possible, and if these efforts to speed up the project timetable are successful, the MTA will amend our Capital Program and seek additional funds to begin heavy construction sooner,” said MTA Chairman and CEO Thomas F. Prendergast.

The MTA is advertising Requests for Proposals for the first three contracts, which include design, environmental and community outreach services.

The MTA recently released $66 million to ensure the first phase of the new line opens on time in December.

Construction of the $4.5 billion Second Avenue Subway project began in 2007 with the goal of connecting the Q line to the Lexington/63rd Street station, and providing service from East 63rd to East 96th streets along Second Avenue.

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MTA Advances Work On Second Avenue Subway Service


February 19, 2016

For those who miss the W Subway train…

The W Subway Wonderful letter may be coming back. In fact, MTA New York City Transit is proposing to hold a public hearing on the possibility of restoring the W Subway Line in Queens and Manhattan this fall, in order to allow the Q Subway Line to begin serving the Second Avenue Subway between 63rd and 96th streets when it opens later this year.

The Second Avenue Subway’s first phase will serve the existing F Subway Line station at Lexington Av/63 St as well as three new stations at 72 St, 86 St and 96 St., integrating them as one system into the existing subway network – an unprecedented accomplishment in the MTA’s modern existence.

MTA Capital Construction will also award final contract modifications on work for the first phase in line with the established budget for the project. Both measures will be presented to the MTA Board for approval at public meetings next week.

“With every day’s work on the Second Avenue Subway, the MTA gets closer to fulfilling a promise first made to New Yorkers in 1929,” said MTA Chairman and CEO Thomas F. Prendergast. “Opening the Second Avenue Subway will provide new options for our customers and relieve congestion on Lexington Avenue 4, 5, and 6 Subway trains.”

MTA Capital Construction continues to reach important construction milestones along Second Avenue. The 96 St Station has been fully energized with a permanent power supply, after successfully switching over from temporary construction power. In addition, the project’s final track crossover was completed north of the 72 St Station, allowing trains to switch tracks when necessary.
…

The proposed service changes would return the W Subway to Astoria, where it will operate local service into Manhattan and terminate at Whitehall St. The line would effectively replace Q Subway service in Queens. The Q Subway Line will temporarily terminate at 57 St/7 Av, but will continue to 96 St upon completion of the Second Avenue Subway. In addition, N Subway trains will operate express in Manhattan from 34 St-Herald Sq to Canal St, a change from its current local service in Manhattan. R Subway service would remain unchanged.

The proposed service changes will provide a cross-platform transfer to the F Subway Line at Lexington Av/63 St, giving customers an easy transfer to and from the Second Avenue Subway that will help alleviate current overcrowding conditions on the Lexington Avenue Line. The changes, including the restoration of the W Subway, maintain service frequency and loading guidelines for customers in Astoria and avoid significant deviations from current service that might confuse customers on those affected lines. Customers on the Broadway Line will also benefit from an increase in choices for express and local service in Manhattan.

If the changes are approved, they will be implemented in fall 2016. The new terminus for the Q Subway Line would be implemented after the Second Avenue Subway opens, with the extension of Q Subway service to 96 St.

The cost for these service changes is approximately $13.7 million annually, which has been incorporated into NYC Transit’s approved budget.

W Subway service was previously eliminated as part of service cuts implemented by the MTA in 2010 as a result of a global economic downturn that led to significant decreases in funding across all MTA agencies.

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Starbucks Nabs Space by East 94th Street Second Avenue Subway Station

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By Lauren Elkied Schram on March 8, 2016

Starbucks Coffee is bringing its ubiquitous coffee to Second Avenue between East 93rd and East 94th Streets, Alexander Brodsky, a principal at Brodsky Organization, told Commercial Observer.

The new store will be next to a new Second Avenue subway station, which is under construction, and Mr. Brodsky believes will be complete by the beginning of next year. In the meantime, Starbucks will take possession of the space, at 245 East 93rd Street, this summer and open in the fall.

Starbucks signed a 15-year lease for 1,500 square feet at grade and 1,000 square feet in the basement. The asking rent, he said, was $200 per square foot.

“I think it’s a great building amenity,” Mr. Brodsky said, nothing that his company only owns the retail space at the base of the residential condominium. He described it as “very user-friendly clean use“ and “a home run” being by the subway egress.

Starbucks liked the location because of its proximity to a new subway station, said SCG Retail’s David Firestein, who represented Starbucks and did the deal directly with Mr. Brodsky. He noted that the store will be a traditional Starbucks.

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A public hearing on Astoria subway lines

Posted: Thursday, March 10, 2016 10:30 am

In preparation for the opening of the new Second Avenue subway line, New York City Transit will host a public hearing to gather public input on proposals that would change service on the N and Q lines between Astoria and Manhattan; and restore the old W train to replace Q service that no longer would run in Queens.

The hearing will begin at 5 p.m. on April 7. It will take place at the Metropolitan

Transportation Authority’s transit headquarters at 2 Broadway, on the 20th floor. The Second Avenue line is scheduled to open later this year or in early 2017, according to the MTA.

Once it starts up, the Q train will run under Second Avenue from 96th Street to 72nd Street, serving new stations at 96th Street, 86th Street and 72nd Street, requiring that it be rerouted away from the Astoria line across the Queensborough Bridge.

South of 72nd Street, the Q will connect to Lexington Avenue/63rd Street, where a cross-platform transfer to the F Line will be possible. West of the Lexington Avenue/63rd Street stop, the new service would connect to the Broadway Line express tracks at the 57th Street-7th Avenue station and continue south.

The restored W line will replace the existing Q subway service in Astoria, then operate local service in Manhattan, where it will, according to plan, terminate at Whitehall Street

The W was originally shut down in June 2010, one of several subway lines and bus routes that were eliminated or scaled back during an MTA budget crisis.

Under the plan, N subway service would operate express in Manhattan between Canal Street and 34 Street-Herald Square.

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Thanks Avedon for the regular updates :wink: Cheers!

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Maloney: Second Avenue Subway Project Entrances To Open On Time

March 19, 2016

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NEW YORK (CBSNewYork) — Congresswoman Carolyn Maloney provided an update on the long-anticipated Second Avenue subway project as she announced her re-election campaign.

New entrances are now visible from the street as three new stations along the subway line are set to open in December, WCBS 880’s Sophia Hall reported.

Maloney expressed confidence that the new entrances would open on time, despite funding concerns for the project.

“There are some naysayers that say it won’t happen, but I believe it will because the professionals at the MTA tell me they are going to make it happen and they’re going to be on budget,” Maloney said.

Maloney has repeatedly expressed her concerns over the timing of the project.

…Maloney said the project will be life-changing for those going and coming home from work.

“This is truly an investment in the economic development and quality-of-life for our great city,” Maloney said.

Last November, the MTA said the second phase of the project — which would extend the line up to 125th Street in East Harlem — will be delayed beyond 2019.

The MTA’s latest capital program includes $535 million to start phase two, which is $1 billion less than what was originally proposed.

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I can’t wait.

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Nice!

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EXCLUSIVE: Second Ave. subway project will receive additional $1B in funding from state budget

By Kenneth Lovett on Thursday, March 31, 2016

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Total funding for the project will exceed $1.5 billion.

ALBANY — The new state budget will include an additional $1 billion for the ongoing Second Ave. subway project in New York City, the Daily News has learned.

A source said Gov. Cuomo successfully pushed for the additional funding during the state budget negotiations.

The extra money for the Second Ave. subway would bring the total funding in the budget for the project to $1.535 billion.

The first phase of the project, which added three new stations and expanded another, is set to go online in December.

The funding from the still-emerging state budget would be earmarked for the coming second phase of the project that will extend the subway north from Second Ave. and 96th Street to 125th St. and Lexington Ave., with the creation of three new stations.

It was unclear as of Thursday whether the $1.5 billion for the project in the new budget will be cash, borrowed, or a combination of both. A source said the funding will be spread out over several years.

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