63rd Street Tunnel

Coordinates: 40°45′36″N 73°57′18″W / 40.76000°N 73.95500°W / 40.76000; -73.95500
From Wikipedia, the free encyclopedia

This is an old revision of this page, as edited by Epicgenius (talk | contribs) at 20:46, 12 July 2019 (→‎References: notelist). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

For the subway line that uses this tunnel to travel under the East River, see 63rd Street Lines.
63rd Street Tunnel
The 63rd Street Tunnel, in the context of the East Side Access project
Overview
Line63rd Street Line (F and <F> train)
LocationEast River between Manhattan and Queens, New York City
Coordinates40°45′36″N 73°57′18″W / 40.76000°N 73.95500°W / 40.76000; -73.95500
SystemNew York City Subway
LIRR (future)
Operation
OpenedOctober 29, 1989; 34 years ago (1989-10-29)
OperatorMetropolitan Transportation Authority
Technical
Length3,140 feet (960 m) between shafts[1]
No. of tracks2
Width38.5 feet (11.7 m)[1][2]

The 63rd Street Tunnel carries the 63rd Street Lines of the New York City Subway under the East River between the boroughs of Manhattan and Queens. It is the newest of the East River tunnels, and the newest rail river crossing in the New York metropolitan area. Construction of the 63rd Street Tunnel began on November 24, 1969, and the tunnel was holed through beneath Roosevelt Island on October 10, 1972.[3][4] However, completion of the tunnel and its connections was delayed by New York City's fiscal crisis of the 1970s and it was not used in revenue service until 1989.

The tunnel's lower level will carry Long Island Rail Road trains following the expected completion of the East Side Access project in late 2022,[5] a half-century after the hole through.

History

Planning

In February 1963, the New York City Transit Authority (NYCTA) proposed a two-track East River subway tunnel under 76th Street with unspecified connections to the rest of the transit network, at a cost of $139 million. In a May 2, 1963, report, the proposed site of the tunnel was switched to 59th Street. On May 24, Mayor Wagner suggested that a tunnel around 61st Street "be built with all deliberate speed".[6] On October 17, 1963, the Board of Estimate approved a new East River tunnel sited at 64th Street, noting that it would cost $30 million and take seven years to build. The 64th Street site was said to be $5.3 million less expensive, "because of easier grades and smaller curves".[7] The route was changed to 63rd Street because officials of the Rockefeller Institute at 64th Street feared that heavy construction and later train movements so close to the Institute's buildings might have adversely affected delicate instruments at the Institute and change the accuracy of the research being conducted.[8]

A third track was added to the plans for the tunnel in April 1966. The track would serve Long Island Rail Road (LIRR) trains to east Midtown, alleviating train traffic into Pennsylvania Station.[9] A fourth track was added to the plans in August 1966 after it was determined that LIRR trains would be too big to run on subway tracks. This amendment increased the number of LIRR tracks to two, and provided dedicated tracks for the LIRR and the subway.[10] In November 1967, voters approved a $2.5 billion transportation bond issue, and in early 1968, under the Program for Action, officials provided detailed plans for how it would be used. Among many other projects, the proposal included the construction of the 63rd Street Tunnel to host a proposed 63rd Street–Southeast Queens subway line on the upper level (connecting to a "super-express" line and the Archer Avenue lines in Queens), and an LIRR branch traveling to a new railroad terminal in Manhattan on the lower level.[11]

Construction

Construction on the project began in 1969.[12]: 17 (PDF p. 20)  Four 38-foot-square (12 m) prefabricated sections of the 63rd Street Tunnel were constructed under the East River, the first of which was delivered in May 1971.[13] That first section was lowered into place on August 29, 1971,[14] and the last section was lowered on March 14, 1972.[15] The double-deck, 3,140-foot (960 m)[16] tunnel under the East River was "holed through" on October 10, 1972, with the separate sections of tunnels being connected.[17] The estimated cost of the project was $341 million, and the MTA applied for $227 million in Federal funds.[18]

On March 20, 1975, New York mayor Abraham Beame announced significant cutbacks to the plan. Construction of the Southeastern Queens extension was deferred until 1981, and the Long Island Rail Road extension through the lower level of the 63rd Street tunnel was canceled for the foreseeable future.[19] By January 1976, the tunnel was 95% complete.[20] However, later that year, the NYCTA announced that "it will take an extra five or six years—until 1987 or 1988—to complete the new Manhattan–Queens trunk subway line from Central Park to Jamaica via the new 63rd Street tunnel." The main cause of the delay was the 5.8-mile "super express" in Queens.[21] The upper level was completed in 1976, but due to the 1975 New York City fiscal crisis, there was no funding to extend the tunnel in Queens east of the 21st Street–Queensbridge station. In May 1978, the Times noted, "What started out a few years ago as 40 miles of new subway routes to serve the long-suffering residents of Queens has been whittled down to 15 miles, is years behind schedule, and will cost more than twice as much as originally estimated....The line costs $100,000 a foot, will be very short and will serve only a modest number of riders."[22]

The New York Times reported that the lower level of the 63rd Street Tunnel was still under construction by 1976, even though "officials knew that the tunnel would never be used."[23] Richard Ravitch, the MTA chairman, said that to stop the work was impossible or so costly as to make it impractical subsequent to the construction of the subway portion."[23] In reality, the lower level of the 63rd Street Tunnel was completed along with the upper subway level, but could not be used due to its lack of connections on either side.[12]: 17 (PDF p. 20) [23] In 1979, the MTA started studying four options for making the upper level of the tunnel more useful.[24][25][26] The ultimately agreed-on plan was to connect the tunnel to the local tracks of the IND Queens Boulevard Line in Queens, at a cost of $222 million, and a timetable of at least eight years.[27]

By June 1985, the project was again delayed indefinitely after it was found that the tunnel had been flooded with 6 feet (1.8 m) of water, and several girders and electrical equipment had also deteriorated.[28] Two contractors were hired to assess the structural integrity of the tunnel, and the delay was estimated at two years.[29] By 1987, the MTA's contractors had concluded that the tunnel was structurally sound, although federal funding had not yet been released. On February 6, 1987, the MTA approved a new plan to have the tunnel open to 21st Street/Queensbridge by October 1989.[30]

Opening of upper level

The Roosevelt Island station
The Roosevelt Island station

The tunnel was first placed into partial service in 1989 and was nicknamed the "tunnel to nowhere" due to its lack of connections in Queens.[31][32] The 63rd Street lines went into service on October 29, 1989, twenty years after construction began, with new stations at Lexington Avenue, Roosevelt Island, and 21st Street/41st Avenue in Queens. The IND line was served by Q trains on weekdays and B trains on weekends. The 1,500-foot (460 m) connector to the Queens Boulevard Line had not yet started construction.[33]

Planning for the connection to the IND Queens Boulevard Line began in December 1990, with the final design contract awarded in December 1992. Two build alternatives were evaluated: a connection to the local tracks of the Queens Boulevard Line, and a connection to the local and express tracks. The goal of the project was to increase capacity on Queens Boulevard by 33% and to eliminate the dead-end terminal at 21st Street–Queensbridge. Bellmouths were constructed to allow for a future bypass line through Sunnyside Yard.[34] The remaining section from 21st Street to the Queens Boulevard Line, which cost $645 million, began construction on September 22, 1994. The construction project also extended the lower level LIRR tunnel and involved a number of other elements.[35][36][34][37] In December 2000, the 63rd Street Connector was opened for construction reroutes.[38] The connector was open for off-peak reroutes on January 13, 2001,[39] and regular service was expected to begin by August or September of that year.[40] However, the September 11, 2001, terrorist attacks delayed the commencement of regular service. The connector came into regular use on December 16, 2001, with the rerouting of F service at all times to 63rd Street.[41]

Completion of lower level

By the turn of the century, plans had resurfaced to bring LIRR service to East Midtown. In 1995, officials began the planning process for such a link.[42]: 3  By that time, the LIRR was the busiest commuter railroad in the United States, with an average of 269,400 passengers each weekday in 1999.[12]: 4 (PDF p.7)  Penn Station, located on the West Side, was operating at capacity due to a complex track interlocking and limited capacity in the East River Tunnels.[12]: 8 (PDF p.11)  In 1999, the MTA proposed a $17 billion five-year capital budget, which included a $1.6 billion LIRR connection to Grand Central, to be built as part of a project called East Side Access.[43] The project's final environmental impact assessment (FEIS) was released in March 2001.[44]: 1 [a] In May 2001, the Federal Transit Administration (FTA) gave a favorable "Record of Decision", a mark of approval, to East Side Access after reviewing the project's FEIS.[42]: 3 [44] The September 11 attacks underscored the need to bring LIRR service to Grand Central.[45] In 2002, Congress passed a bill that allocated $132 million for infrastructure projects in New York State, of which $14.7 million was to go toward funding East Side Access.[46] Approval of a final design for East Side Access was granted in 2002, and the first properties for East Side Access were acquired in 2003.[42]: 4 

A tunnel cavern located north of the new Grand Central LIRR station, with two tubes diverging from the cavern. A railroad switch will be installed within the cavern, connecting the tracks that run through the tubes.
A tunnel cavern deep under Park Avenue, which will house a switch to the north of the new LIRR station

The construction contract for a 1-mile (1.6 km) tunnel in Manhattan westward and southward from the dormant lower level of the 63rd Street Tunnel to the new 100-foot-deep (30 m) station beneath Grand Central Terminal was awarded in July 2006. The contract went to Dragados/Judlau, a joint American–Spanish venture whose American headquarters were in College Point, Queens, close to the East Side Access site.[47][48]: 10  The first tunnel boring machine was launched westbound then southbound from the 63rd Street Tunnel in September 2007, and it reached Grand Central Terminal in July 2008.[49] The second machine began boring a parallel tunnel in December 2007 and had completed its tunnel at 37th Street on September 30, 2008.[50][51]

On the Queens side, work included extending the tunnel under Northern Boulevard and boring four tunnels under Sunnyside Yard. This was a particularly delicate and expensive task due to the existence of the elevated BMT Astoria Line and the underground IND Queens Boulevard Line directly above.[52][53] A temporary narrow-gauge railway and a conveyor belt system were constructed behind the tunnel boring machines and through the 63rd Street Tunnels to the Queens bell mouth.[54] Pile Foundation Construction Company built an $83 million cut structure, which extends the tracks under Northern Boulevard into the Sunnyside Yard, and then covered the cut with a deck.[55] In September 2009, the MTA awarded Granite-Traylor-Frontiere Joint Venture a $659.2 million contract to employ two 500-ton slurry tunnel boring machines to create the tunnels connecting the LIRR Main Line and the Port Washington Branch to the 63rd Street Tunnel under 41st Avenue.[48]: 23 [56] The four tunnels, with precast concrete liners, total 2 miles (3.2 km) in length.[57] The two tunnel boring machines began digging on the Queens side in April 2011.[58] On December 22, 2011, breakthrough was achieved in Tunnel "A" of the four Queens tunnel drives from the 63rd Street Tunnel bellmouth.[53] By July 25, 2012, all four Queens tunnel drives were complete.[59]

Construction method

Unlike previous tunnels that were bored under the riverbed, the 63rd Street Tunnel's river portions used the immersed tube method. Trenches were dug in the river bed, and four 375-foot (114 m) long prefabricated concrete sections of tunnel fabricated in Port Deposit, Maryland were floated into position and then sunk into the trenches.[2][60][61] Two tubes were placed on each side of Roosevelt Island.[4] Other portions of the tunnel were built using cut-and-cover construction or rock tunneling.

Usage

The tunnel has two levels. The F and <F> train uses the two tracks on the upper level, connecting the IND Queens Boulevard Line in Queens to the IND Sixth Avenue Line in Manhattan via the IND 63rd Street Line. There are also track connections to and from the BMT 63rd Street Line, west of the Lexington Avenue–63rd Street station.[62]

Upper level

The tunnel was placed into partial service in 1989 and was nicknamed the "tunnel to nowhere" due to its lack of connections in Queens.[31][32] The final section of the 63rd Street Tunnel, which cost $645 million to complete and connects what had been a service dead-ending at the 21st Street station in Queensbridge to the IND Queens Boulevard Line, was finished in 2000. It was first used by trains during off-peak hours while signal work was performed in the 53rd Street Tunnel.[63][64] The tunnel connection was placed into permanent service with the start of V service and the rerouting of the F service on December 17, 2001.[65]

Lower level

Lower level tracks

The two trackways on the lower level went unused when the tunnel construction project was halted in the 1970s.[31] They are planned to be used by the Long Island Rail Road's East Side Access project, which will bring LIRR commuter trains to Grand Central Terminal. During construction of the East Side Access project, the lower level of the 63rd Street Tunnel was used to transport equipment; excavated rock from Manhattan was also hauled out to Sunnyside Yard on a 5-mile (8.0 km) long conveyor belt.[32] The first tracks inside the 63rd Street tunnel were laid in September 2017.[66]

Awards

The 63rd Street Tunnel and the 63rd Street Tunnel Connector received the Construction Achievement Project of the Year Award from the Metropolitan Section of the American Society of Civil Engineers in 1973 and 2000, respectively.[67]

The 63rd Street Tunnel Connector was also selected as the Transit Project of the Year in 1999 by New York Construction News.[68]

  • Vents
  • Tunnel vents in Central Park
    Tunnel vents in Central Park
  • 63rd St Ventilating Tower, East of Second Ave
    63rd St Ventilating Tower, East of Second Ave
  • Ventilation structure on Roosevelt Island
    Ventilation structure on Roosevelt Island
  • Ventilator and emergency exit in Queensbridge park
    Ventilator and emergency exit in Queensbridge park

Notes

  1. ^ For the full FEIS, see:
    • "East Side Access Final Environmental Impact Statement: Overview". mta.info. Metropolitan Transportation Authority. March 6, 2001. Retrieved February 2, 2018..

References

  1. ^ a b Guide to Civil Engineering Projects In and Around New York City (2nd ed.). Metropolitan Section, American Society of Civil Engineers. 2009. pp. 62–63.
  2. ^ a b "63rd Street Tunnel" (PDF). International Tunneling and Underground Space Association. Archived from the original (PDF) on May 26, 2012. Retrieved October 16, 2011. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  3. ^ Burks, Edward C. (November 25, 1969). "Mayor and Governor Unite to Start Transit Tube". The New York Times. Retrieved February 13, 2010.
  4. ^ a b "Governor Rockefeller and Mayor Lindsay Attend 'Holing Through' of 63d St. Tunnel". The New York Times. October 11, 1972. Retrieved January 24, 2017.
  5. ^ "Long Island Committee Meeting December 2015" (PDF). mta.info. Metropolitan Transportation Authority. December 14, 2015. Archived from the original (PDF) on 2016-02-25. Retrieved February 17, 2016. {{cite web}}: Unknown parameter |dead-url= ignored (|url-status= suggested) (help)
  6. ^ Bennett, Charles G. (May 25, 1963). "61st St. Tunnel to Queens Sped" (PDF). The New York Times. p. 1. Retrieved October 20, 2011.
  7. ^ Bennett, Charles G. (October 18, 1963). "Subway Tunnel to Queens Voted" (PDF). The New York Times. p. 1. Retrieved October 20, 2011.
  8. ^ Annual Report 1964–1965. New York City Transit Authority. 1965.
  9. ^ "L.I.R.R. Will Run In Queens Tunnel – 3d Track in 63d St. Tube to Provide East Side Outlet" (PDF). The New York Times. April 28, 1966. ISSN 0362-4331. Retrieved February 1, 2018.
  10. ^ "Tunnel From Queens to 63d St. To Have 4 Tracks Instead of 3" (PDF). The New York Times. August 12, 1966. ISSN 0362-4331. Retrieved February 1, 2018. {{cite news}}: Cite has empty unknown parameter: |dead-url= (help)
  11. ^ Witkin, Richard (February 29, 1968). "$2.9-Billion Transit Plan for New York Area Links Subways, Rails, Airport" (PDF). The New York Times. p. 1. Retrieved October 20, 2011.
  12. ^ a b c d "Chapter 1: Purpose and Need". East Side Access Environmental Impact Statement (PDF). MTA Capital Construction. March 2001. Retrieved February 2, 2018. {{cite book}}: |work= ignored (help)
  13. ^ "Harbor Welcome Is Given Tube for Queens Subway". The New York Times. May 19, 1971. ISSN 0362-4331. Retrieved February 3, 2018.
  14. ^ Prial, Frank J. (August 30, 1971). "First Section of 63d St. Tunnel Lowered to Bottom of East River". The New York Times. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
  15. ^ Prial, Frank J. (March 14, 1972). "City's First Subway Tunnel in 40 Years Cut Through". The New York Times. ISSN 0362-4331. Retrieved February 3, 2018.
  16. ^ "To Break Ground For 63rd St., East River Tunnel". New York Leader-Observer. November 20, 1969. p. 8. Retrieved July 29, 2016 – via Fultonhistory.com.
  17. ^ "Governor Rockefeller and Mayor Lindsay Attend 'Holing Through' of 63d St. Tunnel". The New York Times. October 11, 1972. ISSN 0362-4331. Retrieved February 3, 2018.
  18. ^ Tolchin, Martin (June 7, 1973). "Grand Central Is Favored Over a 3d Ave. Terminal". The New York Times. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
  19. ^ Burks, Edward C. (March 21, 1975). "Beame Trims Plan For New Subway" (PDF). The New York Times. p. 1. Retrieved October 20, 2011.
  20. ^ Burks, Edward C. (1976). "More Work on New Manhattan‐Queens Subway Slated". The New York Times. ISSN 0362-4331. Retrieved February 9, 2018.
  21. ^ Burks, Edward C. (July 29, 1976). "New Subway Line Delayed 5 or 6 Years" (PDF). The New York Times. p. 35. Retrieved October 20, 2011.
  22. ^ Lichtenstein, Grace (May 9, 1978). "Planned 40-Mile Queens Subway, Cut to 15, is Costly and Behind Time" (PDF). The New York Times. p. 68. Retrieved October 20, 2011.
  23. ^ a b c Andelman, David A. (October 11, 1980). "Tunnel Project, Five Years Old, Won't Be Used". The New York Times. p. 25. Retrieved October 20, 2011.
  24. ^ "Community Board Hears 'Subway Options' Plan" (PDF). Ridgewood Times. April 21, 1983. p. 8. Retrieved February 2, 2018 – via Fultonhistory.com. {{cite news}}: Cite has empty unknown parameter: |dead-url= (help)
  25. ^ "63rd Street Subway Tunnel: More Setbacks for a Troubled Project", New York Times, November 1, 1984, page B1.
  26. ^ Queens Subway Options Study, New York: Environmental Impact Statement. United States Department of Transportation, Metropolitan Transportation Authority, Urban Mass Transit Administration. May 1984. pp. 83–. Retrieved July 10, 2016.
  27. ^ Daley, Suzanne (December 15, 1984). "M.T.A. Votes to Extend 63rd St. Line". The New York Times. ISSN 0362-4331. Retrieved February 2, 2018.
  28. ^ Daley, Suzanne (June 28, 1985). "63d St. Subway Tunnel Flawed; Opening Delayed". The New York Times. p. 1. Retrieved October 20, 2011.
  29. ^ Schmaltz, Jeffrey (August 18, 1985). "U.S. Holds Up Aid For Subway Work". The New York Times. p. 1. Retrieved October 20, 2011.
  30. ^ Levine, Richard (February 7, 1987). "M.T.A. Proposes Opening 63d Street Tunnel in '89". The New York Times. Retrieved October 20, 2011.
  31. ^ a b c Lorch, Donatella (October 29, 1989). "The 'Subway to Nowhere' Now Goes Somewhere". The New York Times. Retrieved July 25, 2009.
  32. ^ a b c Rumsey, Spencer (April 21, 2011). "Tunnel Vision: Inside the East Side Access Project". Long Island Press. Retrieved October 16, 2011.
  33. ^ Lorch, Donatella (October 29, 1989). "The 'Subway to Nowhere' Now Goes Somewhere". The New York Times. Retrieved October 20, 2011.
  34. ^ a b Final Environmental Impact Statement for the 63rd Street Line Connection to the Queens Boulevard Line. Queens, New York City: Metropolitan Transportation Authority, United States Department of Transportation, Federal Transit Administration. June 1992. Retrieved July 23, 2016.
  35. ^ "About NYC Transit – History". October 19, 2002. Archived from the original on October 19, 2002. Retrieved September 18, 2016. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  36. ^ Silano, Louis G.; Shanbhag, Radmas (July 2000). "The Final Connection". Civil Engineering. 86 (7): 56–61.
  37. ^ La Guardia International Airport and John F. Kennedy International Airport, Port Authority of New York and New Jersey Airport Access Program, Automated Guideway Transit System (NY, New Jersey): Environmental Impact Statement. Port Authority of New York and New Jersey, United States Department of Transportation, Federal Aviation Administration, New York State Department of Transportation. June 1994. Retrieved July 23, 2016.
  38. ^ "E,F Detour in 2001, F trains via 63 St, E no trains running, take R instead". The Subway Nut. Retrieved October 20, 2011.
  39. ^ Musluoglu, Subutay (February 2001). "63rd Street Connector". New York Division Bulletin. Electric Railroaders' Association.
  40. ^ Saulny, Susan (November 28, 2000). "Another Tunnel Offers Breathing Room for E and F Trains". The New York Times. Retrieved February 3, 2018.
  41. ^ Kershaw, Sarah (December 17, 2001). "V Train Begins Service Today, Giving Queens Commuters Another Option". The New York Times. Retrieved February 3, 2018.
  42. ^ a b c "Appendix B: Upper Level Loop Analysis". East Side Access Modification to Environmental Impact Statement (PDF). MTA Capital Construction. April 2006. Retrieved February 2, 2018. {{cite book}}: |work= ignored (help)
  43. ^ Lueck, Thomas J. (September 26, 1999). "M.T.A. to Propose Spending Billions on Rail Expansion". The New York Times. Retrieved February 3, 2018.
  44. ^ a b Record of Decisions (PDF). United States Department of Transportation; Federal Transit Administration; Metropolitan Transportation Authority. May 21, 2001. Retrieved February 2, 2018. {{cite book}}: |work= ignored (help)
  45. ^ Ain, Stewart (December 23, 2001). "Pushing to Speed Up East Side Rail Link". The New York Times. ISSN 0362-4331. Retrieved February 3, 2018.
  46. ^ Associated Press (February 4, 2002). "NY received $132 million under bin" (PDF). Salamanca Press. p. 5. Retrieved July 29, 2016 – via Fultonhistory.com.
  47. ^ Cuza, Bobby (July 12, 2006). "MTA Takes Major Step Towards Completing East Side Access Plan". NY1.
  48. ^ a b "East Side Access Quarterly Report Q3 2009" (PDF). Metropolitan Transportation Authority. September 2009. p. 16. Retrieved February 5, 2018. {{cite web}}: Cite has empty unknown parameter: |dead-url= (help)
  49. ^ "East Side Access Tunnel Boring Machine Reaches Grand Central Terminal" (Press release). Metropolitan Transportation Authority. July 2, 2008. Retrieved January 9, 2010.
  50. ^ Neuman, William (July 18, 2008). "A 640-Ton Machine Drills a Long Island Rail Road Tunnel to Grand Central". The New York Times. ISSN 0362-4331. Retrieved February 4, 2018.
  51. ^ "MTA ESA Progress Map" Archived April 8, 2014, at the Wayback Machine. Metropolitan Transportation Authority. Retrieved October 9, 2008.
  52. ^ Nasri, V.; Lee, W.S.; Rice, J. (2004). "Comparison of the predicted behavior of the Manhattan TBM launch shaft with the observed data, East Side Access Project, New York". North American Tunneling. Taylor & Francis: 537–544. Retrieved July 23, 2016.
  53. ^ a b Metropolitan Transportation Authority. East Side Access 1/24/2012 Update. Retrieved May 8, 2012 – via YouTube.
  54. ^ Ocean, Justin (November 4, 2015). "Inside the Massive New Rail Tunnels Beneath NYC's Grand Central". Bloomberg.com. Retrieved February 2, 2018.
  55. ^ "New York's Subway System Finally Starting Major Expansion" Archived May 9, 2008, at the Wayback Machine. newyork.construction.com. May 2006 issue.
  56. ^ "East Side Access - Queens Bored Tunnels & Structures". Engineering News-Record. June 1, 2010. Retrieved February 6, 2018.
  57. ^ "Granite/Traylor/Frontier-Kemper Venture Awarded $659 Million for Queens Bored Tunnels and Structures". Construction Equipment. September 30, 2009. Archived from the original on December 25, 2009. Retrieved October 9, 2009. {{cite journal}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  58. ^ "MTA Officials Dedicate Tunnel-Boring Machines". NY1. March 18, 2011. Archived from the original on August 25, 2011. Retrieved March 19, 2011. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  59. ^ "MTA Completes Tunnel Boring On East Side Access". CBS New York. July 26, 2012. Retrieved February 3, 2018.
  60. ^ Cudahy, Brian J. (1979). Under the Sidewalks of New York: The Story of the Greatest Subway System in the World. Brattleboro, VT: S. Greene Press. p. 145. ISBN 0-8289-0352-2.
  61. ^ Munfah, Nasri A.; Tarhan, Yalcin M. (1990). Immersed Tunnel Techniques: Proceedings of the Conference Organized by the Institution of Civil Engineers. London: Thomas Telford. p. 327. ISBN 0-7277-1512-7. Retrieved October 16, 2011.
  62. ^ Dougherty, Peter (2006) [2002]. Tracks of the New York City Subway 2006 (3rd ed.). Dougherty. OCLC 49777633 – via Google Books.
  63. ^ Saulny, Susan (November 28, 2000). "Another Tunnel Offers Breathing Room for E and F Trains". The New York Times. Retrieved February 13, 2010.
  64. ^ Kennedy, Randy (November 28, 2001). "New Subway Line To Start". The New York Times. Retrieved February 13, 2010.
  65. ^ Kershaw, Sarah (December 17, 2001). "V Train Begins Service Today, Giving Queens Commuters Another Option". The New York Times. Archived from the original on March 25, 2010. Retrieved February 13, 2010. {{cite news}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  66. ^ "MTA starts laying track for long-awaited East Side access for LIRR commuters". Spectrum News NY1. September 25, 2017. Retrieved February 2, 2018.
  67. ^ "Construction Achievement Project of the Year Award". ASCE Metropolitan Section. Retrieved October 10, 2016.[permanent dead link]
  68. ^ "Transit Project of the Year" (PDF). New York Construction News. December 1999. p. 47. Retrieved October 16, 2011.
Retrieved from "https://en.wikipedia.org/w/index.php?title=63rd_Street_Tunnel&oldid=905987435"