Transformation Hubs


Most Americans did not own cars in the early 20th century. There were no trucks, there were no planes. Instead of taking the highway or heading to the airport, people went to the train station. Indeed, railroad transportation was essentially the only convenient way to get around. Intercity passenger railroads were profitable. Commuter lines were profitable. Privately-owned street cars were built alongside new real estate developments instead of parking lots. Suburbs were connected by rail lines and trolley lines. Even New York’s IRT, BMT, and IND subway companies were somewhat profitable until the Great Depression. There was not yet Amtrak, not yet the MTA, and not yet Conrail. No doubt, at times the government would help with generous bonds, land, subsidies, and PPP contracts, but in general, there was a lot less aid being given to public transportation. With less dependency came more capacity-building creativity and an incentive to actually be efficient. After all, as Curitiba’s BRT founder, Jaime Lerner said, “creativity starts when you cut a zero from your budget“. We should listen to this man, because he invented BRT in Curitiba, Brazil.


Subway entrance built into commercial space in Manhattan!

So what did these railroad companies do to increase revenue and to be economically sustainable? They built transportation hubs — not only for intermodal connections, but for commercial space. Indeed, railroad companies actually owned profitable real estate with shops and offices. And very few still do, because most passenger railroads are bankrupt and extinct, and their hubs went with them.

However, there’s the famously profitable MTR subway in Hong Kong, which is privatized (with government shareholdings) and which seeks profit in a dense city without suburbs and without the history of suburbanization and rapid transit decay.  From The Atlantic:

Because it’s an independent corporation with the government serving as majority shareholder (rather than a public agency, ministry, or authority), the MTR has the freedom to develop real estate, to hire and fire who it will, and to take business-minded decisions—whereas other transit systems, including the one in New York, must deal with union contracts and legal restrictions.

But the MTR is also profitable because of its transportation hubs! The MTR actually developed this supertall skyscraper above its station, and they also own this mall above another station. Their “MetroCards” can actually be used to buy items in these shopping centers! Indeed, also from The Atlantic:

Like no other system in the world, the MTR understands the monetary value of urban density—in other words, what economists call “agglomeration.” Hong Kong is one of the world’s densest cities, and businesses depend on the metro to ferry customers from one side of the territory to another. As a result, the MTR strikes a bargain with shop owners: In exchange for transporting customers, the transit agency receives a cut of the mall’s profit, signs a co-ownership agreement, or accepts a percentage of property development fees. In many cases, the MTR owns the entire mall itself. The Hong Kong metro essentially functions as part of a vertically integrated business that, through a “rail plus property” model,  controls both the means of transit and the places passengers visit upon departure.  Two of the tallest skyscrapers in Hong Kong are MTR properties, as are many of the offices, malls, and residences next to every transit station (some of which even have direct underground connections to the train). Not to mention, all of the retail within subway stations, which themselves double as large shopping complexes, is leased from MTR. In addition to Hong Kong, the MTR Corporation runs individual subway lines in Beijing, Hangzhou, and Shenzhen in China, two lines in the London Underground, and the entire Melbourne and Stockholm systems. And in Hong Kong, the trains provide services unseen in many other systems around the world: stations have public computers, wheelchair and stroller accessibility (and the space within the train to store them), glass doors blocking the tracks, interoperable touch-and-go fare payment (which also works as a debit card in local retail), clear and sensible signage, and, on longer-distance subways, first-class cars for people who are willing to pay extra for a little leg space.


PHOTO CITED: Maritime Square (developed by MTR Corporation)


PHOTO CITED: International Commerce Centre (developed by MTR Corporation)

No wonder CEO Jay Walder left the MTA to work for the MTR, until stepping down from the MTR a few years later.

But the MTA — as well as the Port Authority — have their own transportation hubs, as well. The former World Trade Center, after all, was built by the Port Authority, complete with shopping space and a PATH terminal. While the WTC historically struggled with profitability (and asbestos) until being taken over by Larry Silverstein a few months before 9/11, it nonetheless continues to be an example of transit-oriented development. The Port Authority is a public authority that cannot seek outside funding, so it relies on its tolls, port fees, and real estate. Nevertheless, it’s in quite a financial burden, considering it’s building the most expensive station in the world, which happens to be on the site of a previous transportation hub: the Hudson Terminal. This was the former commercial hub for the railroad that operated what became the PATH, and the Hudson Terminal’s twin towers were arguably the predecessor towers for the original WTC.


Calatrava’s hub and part of the new PATH terminal… 

Calatrava’s project is right next to another huge project: the Fulton Center. The MTA’s Fulton Center may make sense from below ground, as it is fixing up the mazes of connections between former IRT, BMT, and IND A/B Division lines. But from above, it makes absolutely no sense. It looks great, but it’s only a few stories tall, and it’s in Lower Manhattan! It’s definitely too low for Lower Manhattan…

While the MTA has been trying to capture maximum value from real estate, the Fulton Center doesn’t seem to be doing that. They should have allowed for a developer to build something on top of their Fulton Center, but they didn’t because they simply did not consider the possibility. They wanted a transportation facility and nothing else, so they used eminent domain to demolish a set of small buildings controversially and replace them with a small building and the refurbished Corbin Building. The MTA does not have an incentive to think about its finances, because it’ll just get more money from the state, no matter what.

The MTA has been selling air rights elsewhere, such as for the Atlantic Yards and the Hudson Yards. Why couldn’t they think long-term for the Fulton Center? It’s not necessarily a problem that the Fulton Center is expensive; it’s a problem that they aren’t capitalizing upon their assets. It’s clear that they decided to build a beautiful building that will shine light down into the subway instead of a beautiful building that shines onto the skyline of Lower Manhattan. And while there’s a few stories of commercial space, it’s arguably not enough… Plus, maybe they could have provided sunlight while also building towards the sky by using “receiver[s] on the outside, cables that transport the light through the property, and luminaries that spread the light inside”! Hopefully, at least they’ll sell air rights…


Empty space above Fulton Center!

And the Fulton Center is not alone. In fact, the MTA has a poor “track” record for many of its projects. They actually do not seem to understand the point of a transportation hub; they’re even destroying former hubs NOW!


370 Jay Street, IND Jay Street – MetroTech Station, and abandoned NYCT offices…


Jay Street Station (and unused gate for money train, on right, into 370 Jay Street)

Jay Street Station is directly connected to former NYCT offices at 370 Jay Street, which were leased to the MTA for $1.00 a year by the City. Now the MTA is paying a lot of money to move to 2 Broadway at Bowling Green, and they’re also paying a lot of money for armored trucks and diesel fuel, when they used to have a way to use their own system to collect revenue through this existing transportation hub in Downtown Brooklyn. They used their  old trains running on their tracks with their energy supply connected to their hub and their office space. Now, they use trucks that clog the roads with congestion and pollution. And they’re spending a lot of money moving into Lower Manhattan, when they could have used that money to simply renovate 370 Jay Street. It’s even more confusing when one realizes that 2 Broadway is only a few blocks away from the Fulton Center. The MTA could have built their “stub of a hub” further towards the sky, so as to actually own (and not lease) office space! They could all be working above the Fulton Center, on their own property! Their actions make absolutely no sense.


Potential retail space in West 4th Street Station? 


Condos above PPP Carroll Street (F/G) entrance

But what are NYC’s other (remaining) transportation hubs today? Penn Station and Grand Central Terminal definitely are hubs. However, Penn Station is owned by Amtrak, because when Penn Central went bankrupt, freight rail went to Conrail, and the Northeast Corridor went to Amtrak. Pennsylvania Plaza had already been given by Penn Central to other developers when they mowed down their old station, so Amtrak doesn’t collect revenue from anything but the few stores in the discombobulated Penn Station.


Penn Station LIRR Terminal


Penn Station NJT Terminal 


Penn Plaza and MSG (Left)


PHOTO CITED: Old Penn Station

Clearly, “one entered the city like a god. One scuttles in now like a rat.” – Vincent Scully

And Grand Central Terminal is actually owned by a man, Mr. Andrew Penson! Check this out:

In 2006, Midtown Trackage Ventures, which included two institutional investors that Andrew Penson would not identify, bought Grand Central and 75 miles of track to Poughkeepsie and 82 miles to Wassaic, in Dutchess County, from American Premier Underwriters; American Premier’s parent, American Financial Group had acquired the bankrupt Penn Central’s real estate… The Metropolitan Transportation Authority…pays $2.24 million in annual rent on a lease that expires Feb. 28, 2274.

The MTA actually pays a man millions of dollars a year in order to operate a hub for millions of people. And this is after the former railroad operating GCT sold air rights to build the Pan Am Building — now the MetLife Building, similar to Penn Plaza at Penn Station. Luckily, GCT remains, unlike Penn Station, because preservationists (including Jackie Kennedy) kept it from being entirely destroyed. But the MTA does not own GCT, nor does it own the buildings surrounding the Terminal City or the Helmsley Building, the original commercial space for New York Central.


Helmsley Building, the former New York Central Headquarters Building…


MetLife Building, the former Pan Am Building (for planes), next to the Chrysler (for cars), and GCT…

However, the MTA does own a lot of unused space in its stations, which is not used. Couldn’t the MTA be using that space more efficiently? The NYC subway system also has plenty of abandoned stations and abandoned passageways, but arguably none more elegant than City Hall. The original southern terminal for the original Interborough Rapid Transit Company (IRT) subway, City Hall opened in 1904 and has been closed since 1945 because it was too short and too close to the Brooklyn Bridge station.


Oops, I kept riding the 6 past Brooklyn Bridge, but you can take an official tour

New York City’s former railroads built transportation hubs that tended to make relatively more financial sense. But these hubs are found in the rest of the U.S. as well. In fact, entire cities are around today because of transportation hubs. Atlanta was developed at the intersection of railroad lines, and so was Dallas, among so many other cities.

Abandoned hubs can be found in many cities in the U.S., such as Detroit’s Michigan Central Station and Buffalo’s Central Terminal. These huge buildings had plenty of commercial space. Now they sit abandoned in shrinking “microbergs”. Boston’s South Station used to have plenty of commercial space as well, but most of it has been destroyed. But hubs are not the only abandoned pieces of infrastructure in America. Many railroad lines were also simply destroyed, with homeowners buying up the land and actually selling the metal. Today, to rebuild these lines, we’d need billions of dollars.


PHOTOS CITED: Buffalo Central Terminal (Above), Michigan Central Station (Below)


But there’s hope. Planners now understand the concept of transportation hubs again. San Francisco is building the Transbay Center with plenty of commercial space, and All Aboard Florida is a private company that is planning to create a high speed link in Florida while developing real estate assets around the line. Philadelphia’s Reading Terminal may be abandoned, but there’s been a market in the building. Europe also has plenty of hubs with commercial space, and Sao Paulo’s new World Cup stadium is next to a hub with a lot of agency-owned retail space.


PHOTO CITED: Transbay Center in San Francisco

But what can New York City do?


PHOTO CITED: NYC Subway Extension into Farmland (spurring T.O.D.)

NYC must take advantage of its empty spaces, and not just its underground spaces. It must get rid of zoning hassles that keep new housing on vacant lots from being built, thereby increasing the supply of housing and lowering the cost of living. It must also find out a way to bring incentives into public authorities, such as the MTA. Public-private partnerships (PPPs) and associated contracts are a great way to combine the efficiency, accountability, and transparency of the private sector with the regulations and anonymity needed to run public transportation. Franchised routes (that do not discriminate like the B110) may also be interesting to explore, so the city actually gets money by auctioning off routes. Informal transportation also should be encouraged and regulated, because there’s clearly a need for these routes. And of course, there’s a revolution coming to America’s cities with Uber and Lyft promising to get rid of more and more cars. This needs to be catalyzed and formalized. Maybe all of these routes can connect with subways at hubs, and they can pay to connect there – just as the Port Authority Bus Terminal charges bus companies to use their space.

But as NYC enters the future, it must remember its past, and the great railroads that built the city. Midtown Manhattan grew up (literally, up) around Grand Central’s Terminal City. The Second Avenue Subway is still being constructed — can we incorporate a lot of commercial space into the stations? The MTA promises that the new line will reduce congestion on Lexington Avenue, but induced demand also works for subways as much as it does for highways. A new lane on a road will fill up just as a new subway line will fill up. Nevertheless, hopefully, it’ll fill up with commercial space. And perhaps, the MTA can actually buy Grand Central Terminal…


PHOTO CITED: Grand Central Terminal’s Terminal City

The MTA is not the only transportation agency in the region that needs to improve its transportation hubs. New Jersey Transit also needs to get its act together, which requires support from local politicians. In fact, NJT has been proposing housing on top of the Hoboken Yards in Hoboken, NJ, for years. However, local politicians dislike the idea because they don’t want more density and, quite simply, they don’t like change. Perhaps corruption also comes into play.


NJT Hoboken Yards (taken from Hudson-Bergen Light Rail)


Imagine housing on top of the Hoboken Yards, connected directly to the region…

If one were to ride the NJT from Hoboken, the next stop would be Secaucus Junction, which connects all NJT routes in a massive hub. This relatively new station, however, is in the middle of a swamp, and there’s a small town and a lot of industry nearby. What about an office tower above the station? It’s only one stop from Newark, one stop from Hoboken, and one stop from Manhattan. In fact, there were plans to build towers there, but that was before the Great Recession of 2008.


Swamps of Secaucus (alongside station)


PHOTO CITED: Secaucus Junction with new housing, swamps, parking lots…  

Then there’s Newark, a city with a lot of poor governance and corruption, and with a history of racial tension, de-industrialization, poverty, suburbanization, white flight, and shrinkage. The land right next to Newark Penn Station is completely full with parking lots, instead of with transit-oriented development and, fine, maybe some underground parking lots. This station has connections with NJT routes that service almost all of New Jersey. It also has the PATH, which goes to Manhattan, and the Newark light rail, not to mention Amtrak’s Northeast Corridor. Yet the sidewalks are relatively empty, and pedestrian overpasses connect buildings with each other so that almost no one needs to go outside.


PHOTO CITED: Newark, NJ Parking Madness

The Prudential Center and some parking lots are actually on the site of a former rail yard, and only the abandoned rail overpass can still be seen hanging above the tracks to the south of Newark Penn Station.


An abandoned rail overpass flying into a parking lot…



Imagine if T.O.D. was built on top of former rail yards instead of parking lots… 

In the end, transportation hubs with additional “creative” space don’t just increase revenue for transportation agencies. If there’s office space, retail space, and affordable housing there as well, then it also impacts countless other social, economic, and political indicators. And how about a rooftop farm? You could leave work and pick up some food grown above your station! Or, maybe some solar panels that help to power trains below? And some community space for local meetings? Plus, local artwork to help with place-making efforts? These hubs can help to bridge the gap between communities by offering enhanced physical mobility, but also enhanced socioeconomic mobility as centers of transit-oriented employment and housing. The social, economic, political, environmental, and physical opportunities are endless for New York and America!


PHOTO CITED: IND Fulton Street Rail Yard (+Robert Moses’ housing aboveground)! 


Rockaway Park (A/S) Station, and quite a few stores owned by the MTA… 


Solar panels above Coney Island B Division hub… 


Ground floor retail at Coney Island B Division hub…

(It was free to enter NYCT on Mermaid Day, which was a terrible way to get revenue…)

To clarify, I don’t dislike the MTA. I love the MTA. I grew up riding the subway. And despite concerns highlighted in this post, which should be addressed, it’s nonetheless quite important to note all of the GREAT things that the MTA has been doing. So, let me conclude by borrowing from my previous post:

There’s no doubt that the MTA has improved the subway quite a lot in the past few decades. It’s cleaner, it’s safer, it’s brighter, it’s (more) punctual, it’s easier to understand, and it’s being expanded. Many, many, many stations have been renovated, and infrastructure is constantly being repaired throughout the network, especially now with FASTRACK. Moreover, the MetroCard has been around for quite a while now, Select Bus Service is a great program (with express service, pre-board payment, and *sometimes* bus lanes), and lastly, MTA Bus Time rocks. There’s also Wi-Fi, interactive help points, artwork, and placemaking in select stations, and the MTA is also upgrading infrastructure to prevent future flooding… So many people have dedicated their professional lives to the cause, and they’ve definitely accomplished a lot.  The 2nd Avenue Subway is coming relatively soon, and so is the East Side LIRR Access project, the 7 Line Extension, Calatrava’s PATH hub, and the Fulton Center hub, which is definitely designed well except for the area above it (i.e., the MTA is definitely NOT taking advantage of real estate potential and the millions it could be receiving in additional revenue). These are some of the better publicized projects, but so much work is carried out every day, keeping the city running… These are just a few of the countless things that the MTA has been doing to improve our massive (and old) system, which is undoubtedly the best in the U.S.

They’ve come a long way, but they can still improve by realizing that transportation hubs are not just transportation hubs. They are transformation hubs.

Rayn Riel is a student at Tufts University studying international urban development, his self-crafted major. Interested in transportation, he is the founder of Tufts’ only undergraduate urban development student organization and was an intern at the NYC Department of City Planning (DCP) in Brooklyn in order to work on transportation accessibility and mobility in East New York. Now an intern in the DCP Transportation Division, Rayn is a writer on PlanYourCity, he has had planning work and research experience in the Americas, Asia, Africa, and Europe, as well as in the United States, and of course, NYC.

(Photos are taken by Rayn unless otherwise “PHOTO CITED” with links and descriptions)

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28 Comments on “Transformation Hubs”

  1. Rayn Riel July 27, 2014 at 3:54 pm #

    //Post has been updated!


  2. Zulma August 2, 2014 at 6:26 pm #

    Very good post! We are linking to this particularly great
    post on our site. Keep up the good writing.


  3. RR January 20, 2016 at 1:40 pm #


  4. Al July 17, 2016 at 1:03 pm #

    Penn is basically a homeless shelter, with music to calm the nerves. bad lighting, bad flow, crowded corridors except for a few secret ones, a maze that is confusing for tourists… eventually will have nyct, amtrak, lirr, njt, and even mnr with penn access. what a mess. will mnr get its own concourse too?


  5. Al July 17, 2016 at 1:39 pm #

    Hudson River now has many kayakers… maybe this can be another mode of transit!!! Glad that old elevated hway was torn down. Now a nice park, bike lanes.


  6. John July 20, 2016 at 1:36 pm #

    Some areas do need to be preserved. Like Stone Street in Manhattan.


  7. Gabe July 26, 2016 at 11:28 am #

    from MTA

    The Metropolitan Transportation Authority is North America’s largest transportation network, serving a population of 15.1 million people in the 5,000-square-mile area fanning out from New York City through Long Island, southeastern New York State, and Connecticut. The MTA is a public-benefit corporation chartered by the New York State Legislature in 1968. Its 17 board members are confirmed by the New York State Senate.

    When the subway opened in 1904, it launched an unprecedented era of growth and prosperity for the newly unified New York City. One hundred years later, the city’s reliance on its underground rapid transit system is greater than ever. NYC Transit keeps New York moving 24 hours a day, seven days a week, as its subways speed through underground tunnels and elevated structures in the boroughs of Manhattan, Brooklyn, Queens, and the Bronx.

    The Department of Subway (DOS) has 27,000 Employees. Service Delivery (7,693) Maintenance of Way (8,410), Car Equipment (4,331) and Station Environment (6,207) are the biggest sub-divisions. Then there is workforce and financial planning, safety support, employee training, timekeeping, job selection, material control and administration support… Department of Subways is a tremendous operation with incredible responsibility and talent – a helpful, responsive and evolving support team is critical to the Department’s success.


  8. composter August 19, 2016 at 1:25 pm #

    Coney Isl terminal is a big intermodal hub with bus bays, like roosevelt in queens, but… NO JOINT DEVELOPMENT!


    Off Eastern Parkway, a nice boulevard with bike lanes:


    • Franz August 28, 2016 at 4:18 pm #

      There are many old abandoned RRs, all over the region… old station houses, now used for retail. Quite exciting. All the history, people behind it.. But honestly, so much of the “retail” on the subway is panhandlers! Lol!

      1 Track 61, Grand Central Terminal
      Track 61 is a special platform beneath the Waldorf-Astoria Hotel that allowed guests with private rail cars to have them routed straight to the hotel, where they could take a private freight elevator to enter the building. (Conveniently, the Waldorf was constructed directly above the tracks of the old New York Central Railroad, which connected the city to Chicago and the Midwest tracks). Famous VIPs who used the entrance include World War I General John J. Pershing, who was the first to use the platform in 1938; President Franklin D. Roosevelt, who used the entrance to help conceal his paralysis from the public; and Andy Warhol, who held an “underground party”on the platform 1965. The street-level freight elevator entrance is still located at 101-121 East 49th Street. You can actually go see the platform during New York Adventure Club’s behind-the-scenes tour of Grand Central.

      2 Myrtle Avenue Tunnel
      The Myrtle Avenue Station, a part of the Fourth Avenue BMT line servicing the D and N between the Manhattan Bridge and DeKalb Avenue in Brooklyn, was closed in 1956 when the DeKalb station was rebuilt in order to reduce congestion. In 1980, artist and filmmaker Bill Brand used the station to create his own version of the zoetrope, an early stop-motion animation device. He installed 228 painted panels on one side of the abandoned platform and a slitted lightbox on the other to create Masstransiscope. Straphangers can see the 20-second “movie” today from northbound B or Q cars leaving DeKalb Avenue Station on the express track.

      3 Old City Hall subway station
      City Hall Station was the first NYC subway station to open to the public in 1904, as part of the Interborough Rapid Transit (IRT) system, and was designed by architects George Lewis Heins and Christopher Grant LaFarge (who constructed the Cathedral of St. John the Divine). Rafael Guastavino (of Guastavino arch fame), and Gutzon Borglum (the sculptor who worked on Mount Rushmore, NBD), also worked on the station, which boasted spectacular arches, skylights, and even chandeliers. Service at the station was discontinued in 1945, when it was deemed impractical for lengthening by the IRT, and abandoned in favor of the nearby Brooklyn Bridge Station. Today, the New York Transit Museum offers tours of the station for its members, or you can catch a glimpse for free if you stay on the downtown 6 as it switches from the downtown to the uptown track.

      4 Atlantic Avenue Tunnel
      Stretching for a half-mile from Columbia Street to close to Boerum Place in Cobble Hill, the Atlantic Avenue Tunnel claims the distinction of being the world’s oldest subway tunnel—recognized by Guinness Book of World Records in 2010—and was once described by Walt Whitman as “a passage of Acheron-like solemnity and darkness.” Originally constructed in 1844 to improve street congestion and safety issues, the tunnel was sealed in from 1861 until Brooklyn local Bob Diamond rediscovered it in 1981. Diamond ran tours of the tunnel for the public from 1982 until 2010, when the DOT abruptly canceled his contract of use. However, those looking to catch a glimpse of the tunnel can see the barrel-vaulted ceiling of the its alleged coal room at Brooklyn Heights speakeasy Le Boudoir, where parts of the tunnel have also been incorporated into the bathroom.

      5 East 18th Street subway station
      The abandoned East 18th Street station was part of the first IRT subway system that opened in 1904 along the 6 line. The MTA closed the station when they started a platform extension program in 1948, and decided to lengthen platforms at 14th Street and 23rd Street instead. You can catch a brief glimpse of the station from the 6 (and the 4/5 if a local train isn’t passing by) between 14th and 23rd Streets. Though now, as Untapped Cities reports, the station is covered in graffiti, its original incarnation possessed a glass ceiling and decorative elements designed by Heins & LaFarge, who also designed the City Hall Station.

      6 South 4th Street subway station
      This station was originally planned as part of the South Fourth Street Line, a key part of a 1929 plan that would have linked Williamsburg to Manhattan with two separate tunnels and four tracks beneath the East River. However, World War II halted the construction before track was ever laid. In October 2010, street artists Workhorse and PAC unveiled “The Underbelly Project,” an expansive underground street art exhibition inside the station. According to the New York Times, which received an exclusive tour of the project, the exhibit displayed work from 103 street artists from around the world, who worked on their pieces during the night over the course of 18 months. Today the station has been abandoned once again, though as Gothamist pointed out, Williamsburg residents might want it come 2019.

      7 West 91st Street station
      Located a few blocks from the 96th Street Station on the 1/2/3 line, the 91st Street Station was another casualty of platform extensions, closing in 1959. You can see the station today while riding the 1 train, and the 2 or 3 if no other trains are in the way. In an illuminating 1999 New York Times article, writer Andre Aciman got to visit the station and observed: “The platform was filled with trash: broken beams, old cardboard and a litter of foam cups. This wasn’t just the detritus of a subway station, but the leftovers of mole people.”

      8 Worth Street station
      Located between Canal Street and Brooklyn Bridge on the original Interborough Rapid Transit (IRT) line—underneath the sidewalk on the west side of Foley Square—the Worth Street Station was closed in 1962 during the city’s platform lengthening initiative (the Brooklyn Bridge station’s platform was extended north instead). The station—and nearby Worth Street’s—namesake was General William Jenkins Worth, a prominent leader in the Mexican War during the 1840s. People looking to pay homage to Worth today can visit his tomb at his Worth Square Monument at Broadway and 24th Street.

      9 Nevins St, lower level platform
      The Nevins Street Station Lower Level was initially constructed as part of a 1905 redesign of the IRT/Eastern Parkway line station, intended to allow connections on a Brooklyn-bound local track. . Though track was never laid, the lower level was tiled—likely around 1918, according to Joseph Brennan of Abandoned Stations. This spring, the artist Phil America used the abandoned platform as the site for an art installation condemning American gun violence. There are doors that lead to the unused platform in the underpass at the Nevins Street stop today.

      10 J/M/Z platform at Canal St
      This platform was closed when the MTA decided to reconfigure the BMT Nassau Street Line in 2004. They took this eastern pair of tracks out of service, and re-opened the south end of the station so the northbound end of the track could run into the western platform. According to photos taken by the LTV Squad (a group of NYC urban explorers), there’s also an old subway entrance down there, with a 1990s-era token booth intact.


  9. Hobart September 18, 2016 at 5:22 pm #

    Great dining at GCT


  10. Binok September 20, 2016 at 4:00 pm #

    NYC is lucky to have so many ways to advocate for improvements:

    Community Boards (CBs) & City Government

    New Yorkers elect the Mayor, Borough Presidents, City Council Members, Public Advocate, and Comptroller. These officials are collectively responsible for overseeing City government, either directly or through their appointees. The City Charter defines the authority of each official or body, including community boards, and the relationships among them.

    For more information on the City Charter, visit the NYC Charter Revision Commission’s website.

    The Mayor

    The Mayor is the City’s chief executive officer, setting the agenda for the City and its finances and appointing Deputy Mayors and heads of agencies to carry out policies. With regard to community boards, the Mayor ensures that City agencies cooperate with community boards in all matters affecting local services and complaints, proposes the level of financial support for community boards, and provides general assistance as needed.

    For more information on the Mayor, visit the Mayor’s home page.

    The City Council

    The City Council is NYC’s legislative body. There are 51 elected members, one from each council district. Besides enacting legislation, the City Council approves the City’s budget and has oversight powers for the activities of City agencies. Council Members are closely involved with community boards in the districts they represent and serve as members of their boards’ District Service Cabinets.

    For more information on the City Council, visit New York City Council online.

    The Borough President

    The Borough President appoints the members of community boards for two-year terms, reviews and makes recommendations on ULURP (Uniform Land Use Review Procedure) applications, maintains planning and budget offices, administers training to community board members and serves as chairperson of the Borough Board and Borough Service Cabinet.

    For more information on NYC’s Borough Presidents, visit their websites.

    Board Composition & Membership

    Community boards are local representative bodies. There are 59 community boards throughout the City, and each one consists of up to 50 unsalaried members, half of whom are nominated by their district’s City Council members. Board members are selected and appointed by the Borough Presidents from among active, involved people of each community and must reside, work, or have some other significant interest in the community.

    Each community board is led by a District Manager who establishes an office, hires staff, and implements procedures to improve the delivery of City services to the district. While the main responsibility of the board office is to receive complaints from community residents, they also maintain other duties, such as processing permits for block parties and street fairs. Many boards choose to provide additional services and manage special projects that cater to specific community needs, including organizing tenants associations, coordinating neighborhood cleanup programs, and more.


    Community boards have a variety of responsibilities, including but not limited to:
    Dealing with land use and zoning issues. CBs have an important advisory role and must be consulted on the placement of most municipal facilities in the community. Applications for a change in or variance from the zoning resolution must come before the board for review, and the board’s position is considered in the final determination.
    Assessing the needs of their own neighborhoods. CBs assess the needs of their community members and meet with City agencies to make recommendations in the City’s budget process.
    Addressing other community concerns. Any issue that affects part or all of a community, from a traffic problem to deteriorating housing, is a proper concern of community boards.
    It is important to note that while community boards serve as advocates for their neighborhood, they do not have the ability to order any City agency or official to perform any task. Despite this limitation, boards are usually successful in resolving the problems they address.


    Anyone can attend a community board meeting! Board meetings occur once a month and are open to the public. At these meetings, members address items of concern to the community and hear from attendees. Boards regularly conduct additional public hearings – on the City’s budget, land use matters, etc. – to give community members the opportunity to express their opinions and concerns.


    Board committees do most of the planning and work on the issues that are brought to action at community board meetings. Each community board establishes the committee structure and procedures it feels will best meet the needs of its district. Committees may be functional committees that deal with specific Charter mandates (e.g. “Land Use Review” and “Budget” committees) or agency committees that relate to a particular agency (e.g. “Police” and “Sanitation” committees), among other structures. Non-board members may apply to join or work on board committees, which helps provide additional expertise and manpower.

    The Borough Board

    The Borough Board consists of the Borough President, Council Members representing the borough, and the chairpersons of all the community boards in the borough (who may vote only on matters directly affecting their community districts). The Borough Board has the power to initiate and review comprehensive or special purpose plans for the borough and is responsible for preparing a comprehensive statement of expenses and capital budget priorities for the borough as well as mediating any disputes between community boards.

    The Borough Service Cabinet

    The Borough Service Cabinet consists of the Borough President and borough officials that are appointed by the head of each City agency that delivers services to the borough. The Borough Service Cabinet coordinates service delivery functions and agency programs, considers interagency problems that impede delivery of City services, and consults with residents to plan and develop programs that address their needs and priorities.


  11. Gor September 22, 2016 at 5:51 pm #

    Governments are stretching for creative solutions to solve shortages and for alternatives to diversify transportation systems to prevent future shortages. From ferries, pedestrian streetscapes, to BRT…


  12. Fixin' August 31, 2017 at 1:07 pm #

    REAL ESTATE HUB AT FAR ROCKAWAY… they have a DELI attached to station! Imagine if they kept the link to the LIRR. Could have thru-run service. Oh well. And they rebuilt the station without making it any taller!!!!!!!

    Far Rockaway–Mott Avenue is the eastern terminal station on the New York City Subway’s IND Rockaway Line. Originally a Long Island Rail Road station, it is the full-time southern terminal for the A train and the easternmost station on the New York City Subway. As of 2016, this station is the busiest of all subway stations in the Rockaway peninsula. The original surface station on this site was opened in 1869; the current elevated station began operation as a subway station on January 16, 1958. The station was renovated in 2009–2012 at a cost of $117 million.

    The Far Rockaway Branch of the Long Island Rail Road had originally been part of a loop that traveled along the existing route. The line diverges from the present-day Atlantic and Long Beach Branches east of Valley Stream station in Valley Stream, New York. Eastbound trains continued south then southwest, through Five Towns and the Rockaway Peninsula, and onto a trestle across Jamaica Bay through Queens where it reconnected with the Rockaway Beach Branch; westbound trains did the reverse, using the Rockaway Beach Branch to cross the trestle, go through the Rockaways and Five Towns, and continue northeast then north to join the westbound Atlantic Branch.[5][6]
    Far Rockaway station itself was originally built by the Far Rockaway Branch Railroad, a subsidiary of the South Side Railroad of Long Island. Construction on the line began in September 1868, and the station was opened on July 29, 1869.[5][6] The station was later converted into a freight house, when a second station was moved from Ocean Point Station (a.k.a. Cedarhurst Station), remodeled, and opened on October 1, 1881. The third depot opened on July 15, 1890, while the second depot was sold and moved to a private location in October 1890. The surface station featured a large plaza and depot, serving horse-drawn carriages, taxis, and surface trolleys.[5][7] The Ocean Electric Railway terminated at the station between 1897 and September 2, 1926, and the station served as the headquarters for the Ocean Electric Railway.[8][9]
    The station also served as the terminus of a Long Island Electric Railway trolley line leading to Jamaica, via New York Avenue (now Guy R. Brewer Boulevard). Following the end of trolley service in November 1933,[10] the depot served buses from Green Bus Lines and Jamaica Buses;[5][7][10] the former Jamaica trolley route became Jamaica Buses’ Route B (now the Q113 and Q114 buses).[10][11] Around noon on April 10, 1942, the surface station was closed, and a new elevated station on the current concrete trestle was opened as part of the Long Island Rail Road’s grade crossing elimination project.[12][13] This station had two low-level side platforms.[14]

    There were frequent fires and maintenance problems on the Jamaica Bay viaduct. The most notorious of these problems was a fire in May 1950 between The Raunt and Broad Channel Stations.[15] After this fire, the LIRR abandoned the Jamaica Bay viaduct and the Queens portion of the Rockaway Beach/Far Rockaway route. On June 11, 1952, the city acquired all trackage west of Mott Avenue, incorporating it as part of the IND Rockaway Line.[16] Service provided by the A train over the line began in June 1956, with the full western spur to Rockaway Park operational.[15] While the remainder of the line operated, with Beach 25th Street–Wavecrest serving as the eastern spur terminal,[15] a new Far Rockaway subway station was constructed, opening on January 16, 1958.[17][18][19][20]
    The Far Rockaway LIRR station was moved to a grade-level station at Nameoke Street on February 21, 1958—two blocks from the original station and three blocks from the subway station—becoming the terminus of the Far Rockaway branch.[5][14][21][22] The original site of the LIRR’s elevated station and the bus depot, located on the northeast side of Mott Avenue, were replaced with a shopping center and parking lot,[5][21][22][23][24] which began construction in 1960.[25]
    In 1981, the MTA listed the Mott Avenue station among the 69 most deteriorated stations in the subway system, despite the fact that the station had become part of the subway system just two decades earlier.[26] From 2009 to 2012, a $117 million renovation took place on the station, replacing the 1950s design of the station house with metallic facades and a dome enclosure, and upgrading several features including staircases and employee areas. Elevators from the station house to the platforms were added, as were yellow tactile warning strips on the platform edges, making the station ADA-accessible. A glass artwork titled Respite was installed as part of the MTA’s Arts for Transit program. The renovated station was unveiled on May 11, 2012.[17][27][28]

    Far Rockaway is notably the oldest station currently in operation in the New York City Subway, having originally opened over 145 years ago, on July 29, 1869, as a Long Island Rail Road station. However, Gates Avenue on the BMT Jamaica Line in Brooklyn is the oldest station in the subway system to have been built as a rapid transit station, and has been in continuous operation for over 130 years.[29] The Far Rockaway station was converted from Long Island Rail Road trackage to subway loading gauge and has only operated for 57 years in this capacity.[18][30] Therefore, Far Rockaway is actually the fifteenth newest station in the subway system (behind Grand Street;[31] Harlem–148th Street;[32] 57th Street;[30] the three Archer Avenue Line stations;[33] the three IND 63rd Street Line stations;[34] the new South Ferry station;[35] 34th Street–Hudson Yards;[36] and the three Second Avenue Subway stations[37]).

    The Far Rockaway–Mott Avenue station, the Rockaway Line’s eastern terminus, is built on a concrete viaduct and has two tracks and an island platform. The tracks end at bumper blocks just beyond the northeast end of the platform.[38] The former track connection to the current LIRR’s Far Rockaway station has been removed, and transferring now requires a walk of three blocks.[21] A NYCDOT municipal parking facility lies just east of the station between Beach 22nd and Beach 21st Streets, adjacent to the bus loop used by the Q22, QM17 and n33 services that terminate at the station.[39][40]
    The doors at the northeast end of the platform lead to stairs down to the street level fare control area. A tower and crew offices are at the southwest end. Two elevators and several staircases inside the station house lead to the platform level.[17] A bodega called the “A Line Deli”, previously called the “Last Stop Deli”, is attached to the station entrance. It was originally a cafe, having been built along with the station in the 1950s.[41][42]



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    […] how smart transportation planning (and in particular, in how powers, identities, ideologies, and transportation hubs) can transform cities and communities socially, economically, politically, environmentally, and […]


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    […] Pennsylvania in NYC, American railroads of the 20th century maintained a profit partly due to the transportation hub real estate assets they developed, owned, leased, and/or maintained vis-a-vis value capture and joint development. […]


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    […] Kong MTR, the MTA has few valuable real estate assets which could be adequately transformed into transit-oriented joint development hubs. Akin to other U.S. public transportation agencies, space for pragmatic and profitable commercial […]


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    […] barriers in order to contextually ‘transport’ the MTA’s limited portfolio of assets into ‘transformation hubs’, and in order to do so, advocate for a privatized, profitable, and independent real estate […]


  10. Thinking Beyond Buildings | PlaNYourCity - September 21, 2015

    […] barriers in order to contextually ‘transport’ the MTA’s limited portfolio of assets into ‘transformation hubs’, and in order to do so, advocate for aprivatized, profitable, and independent real estate […]


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