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The [[Metropolitan Transportation Authority]] (MTA) project was originally scheduled to open in 2009 but was delayed by more than a decade. The new station and tunnels opened with limited service to [[Jamaica station]] in Queens on January 25, 2023, before full service began on February 27, 2023. The estimated cost of the project rose over threefold from {{US$|3.5&nbsp;billion|link=yes}} to {{US$|11.1 billion}} {{as of|April 2018|lc=y}}, making it one of the world's most expensive underground rail-construction projects. The new LIRR terminal contains eight tracks and four platforms in a two-level station {{Convert|100|ft|m|1}} below street level. It was built in conjunction with several other LIRR expansion projects, including an additional track along parts of the [[Main Line (Long Island Rail Road)|Main Line]]. The project was intended to remove or reduce the need for subway transfers for a large number of riders with jobs on the east side of Manhattan. Previously, the only Manhattan stop for trains from Long Island was [[Pennsylvania Station (New York City)|Penn Station]], on the west side of the island. East Side Access was based on transit plans from the 1950s, though an LIRR terminal on Manhattan's East Side was first proposed in 1963. The planned LIRR line was included in the 1968 [[Program for Action]] of transit improvements in the New York City area. Lack of funds prevented the construction of any part of the connection other than the [[63rd Street Tunnel]] under the [[East River]]. Plans for the LIRR connection were revived in the late 1990s. The project received federal funding in 2006, and construction began the following year. The tunnels on the Manhattan side were dug from 2007 to 2011, and the connecting tunnels on the Queens side were completed in 2012. Afterward, work began on other facilities related to the line, such as new platforms at Grand Central, ventilation and ancillary buildings, communication and utility systems, and supporting rail infrastructure in Queens. The project's completion was delayed several times during construction. == History == === Origins === The East Side Access project was based on regional planning proposals that were first brought up in the 1950s.<ref name="mta-esa1">{{Cite book |url=http://web.mta.info/capital/esa_docs/feisfiles/01_purpose_and_need.pdf |title=East Side Access Environmental Impact Statement |date=March 2001 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |chapter=Chapter 1: Purpose and Need |access-date=February 2, 2018 |archive-url=https://web.archive.org/web/20160304073226/http://web.mta.info/capital/esa_docs/feisfiles/01_purpose_and_need.pdf |archive-date=March 4, 2016 |url-status=live}}</ref>{{rp|18 (PDF p. 21)}} In March 1954, the [[New York City Transit Authority]] (NYCTA) issued a $658&nbsp;million construction program. The proposal included a tunnel for the [[Second Avenue Subway]], which would cross the [[East River]] between 76th Street in [[Manhattan]] and [[Astoria, Queens|Astoria]] in Queens before continuing onto the [[Long Island Rail Road]] (LIRR)'s [[Main Line (Long Island Rail Road)|Main Line]] in [[Queens]].<ref>{{Cite news |date=March 24, 1954 |title=Improvements That Are Planned for Subways |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1954/03/24/92822044.pdf |access-date=February 8, 2016 |archive-date=August 8, 2022 |archive-url=https://web.archive.org/web/20220808032735/https://timesmachine.nytimes.com/timesmachine/1954/03/24/92822044.html?pdf_redirect=true&site=false |url-status=live }}</ref> The 76th Street tunnel proposal resurfaced in 1963, though the location of the tunnel was changed several times thereafter.<ref>{{cite news |last=Bennett |first=Charles G. |date=May 25, 1963 |title=61st St. Tunnel to Queens Sped |page=1 |work=[[The New York Times]] |url=https://timesmachine.nytimes.com/timesmachine/1963/05/25/90539782.pdf |url-status=live |access-date=October 20, 2011 |archive-url=https://web.archive.org/web/20220507171131/https://timesmachine.nytimes.com/timesmachine/1963/05/25/90539782.html?pdf_redirect=true&site=false |archive-date=May 7, 2022}}</ref> In 1965, the NYCTA finally decided to build the subway tunnel at 63rd Street.<ref>{{cite news |last=Bennett |first=Charles G. |date=January 15, 1965 |title=63d Street Tube Approved By City; Hearing Heated |page=1 |work=[[The New York Times]] |url=https://timesmachine.nytimes.com/timesmachine/1965/01/15/101521638.pdf |url-status=live |access-date=October 20, 2011 |archive-url=https://web.archive.org/web/20220507171132/https://timesmachine.nytimes.com/timesmachine/1965/01/15/101521638.html?pdf_redirect=true&site=false |archive-date=May 7, 2022}}</ref> The first proposals to bring LIRR service to a terminal in eastern [[Midtown Manhattan]] arose in 1963.<ref name="mta-esa1" />{{rp|17 (PDF p. 20)}} To facilitate planning for this terminal, a third track was added to the plans for the 63rd Street subway tunnel in April 1966. The track would serve LIRR trains to east Midtown, alleviating train traffic into [[Pennsylvania Station (New York City)|Penn Station]] on Manhattan's west side while integrating the LIRR with the subway.<ref>{{Cite news |date=April 28, 1966 |title=L.I.R.R. Will Run In Queens Tunnel; 3d Track In 63d St. Tube To Provide East Side Outlet |language=en-US |work=[[The New York Times]] |url=https://timesmachine.nytimes.com/timesmachine/1966/04/28/79289974.pdf |url-status=live |access-date=February 1, 2018 |archive-url=https://web.archive.org/web/20220507171133/https://timesmachine.nytimes.com/timesmachine/1966/04/28/79289974.html?pdf_redirect=true&site=false |archive-date=May 7, 2022 |issn=0362-4331}}</ref> A fourth track was added to the plans in August 1966 after it was determined that LIRR trains would be too large to run on subway tracks. This amendment increased the number of LIRR tracks to two, and provided segregated tracks for the LIRR and the subway.<ref>{{Cite news |date=August 12, 1966 |title=Tunnel From Queens to 63d St. To Have 4 Tracks Instead of 3 |language=en-US |work=[[The New York Times]] |url=https://timesmachine.nytimes.com/timesmachine/1966/08/12/82878800.pdf |url-status=live |access-date=February 1, 2018 |archive-url=https://web.archive.org/web/20220507171154/https://timesmachine.nytimes.com/timesmachine/1966/08/12/82878800.html?pdf_redirect=true&site=false |archive-date=May 7, 2022 |issn=0362-4331}}</ref> In February 1968, the NYCTA's parent company, the [[Metropolitan Transportation Authority]] (MTA), released the [[Program for Action]], which proposed numerous improvements to subway, railway, and airport service in the [[New York metropolitan area]]. The plan included a new LIRR terminal at a proposed Metropolitan Transportation Center at [[Third Avenue]] and 48th Street in [[East Midtown, Manhattan|East Midtown]]. It also included connections to [[Grand Central Terminal]], with a new northern entrance leading to the center, and the [[Second Avenue Subway]], among other transit services.<ref name="int-arch">{{cite web |date=November 7, 1967 |title=Full text of "Metropolitan transportation, a program for action. Report to Nelson A. Rockefeller, Governor of New York." |url=https://archive.org/stream/metropolitantran00newy/metropolitantran00newy_djvu.txt |access-date=October 1, 2015 |website=Internet Archive}}</ref>{{rp|5}}<ref name="nyt19680229">* {{cite web |last1=Bennett |first1=Charles G. |date=February 29, 1968 |title=Transportation Funding Would Have 4 Sources; Plan's Financing Would Be Varied |url=https://timesmachine.nytimes.com/timesmachine/1968/02/29/77174646.pdf |url-status=live |archive-url=https://web.archive.org/web/20220507171134/https://timesmachine.nytimes.com/timesmachine/1968/02/29/77174646.html?pdf_redirect=true&site=false |archive-date=May 7, 2022 |access-date=October 11, 2015 |work=[[The New York Times]]}} * {{cite web |last1=Witkin |first1=Richard |date=February 29, 1968 |title=$2.9-Billion Transit Plan For New York Area Links Subways, Rails, Airports; 2-Phase Proposal Program By Governor Calls For $1.6-Billion In First 10 Years 2-Phase Proposal For Transit Given |url=https://timesmachine.nytimes.com/timesmachine/1968/02/29/77174644.pdf |url-status=live |archive-url=https://web.archive.org/web/20220507171133/https://timesmachine.nytimes.com/timesmachine/1968/02/29/77174644.html?pdf_redirect=true&site=false |archive-date=May 7, 2022 |access-date=October 11, 2015 |work=[[The New York Times]]}}</ref> The new LIRR line was to branch off from existing lines in [[Sunnyside, Queens]], and enter Manhattan using the new two-level [[63rd Street Tunnel]]. The upper level was to be used by the [[New York City Subway]]'s [[63rd Street lines]] and the lower level was to be used by the LIRR.<ref name="nyt19680229" /> According to renderings of the transportation center, the mezzanine would be placed above four [[island platform]]s and eight tracks, which would be split evenly across two levels,<ref name="int-arch" />{{rp|48–49}} similar to the present terminal under Grand Central.<ref name="NBC-ESA-2015" /><ref name="Herald Community Newspapers 2018" /> [[File:E63d St Ventilating Tower jeh.JPG|thumb|alt=A ventilation tower for the 63rd Street Tunnel, as seen at ground level|A ventilation tower for the 63rd Street Tunnel]] Construction on the project began in 1969.<ref name="mta-esa1" />{{rp|17 (PDF p. 20)}} Four {{Convert|38|ft|m|-square|adj=mid}} prefabricated sections of the 63rd Street Tunnel were constructed under the East River, the first of which was delivered in May 1971.<ref>{{Cite news |date=May 19, 1971 |title=Harbor Welcome Is Given Tube for Queens Subway |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/1971/05/19/archives/harbor-welcome-is-given-tube-for-queens-subway.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203125842/http://www.nytimes.com/1971/05/19/archives/harbor-welcome-is-given-tube-for-queens-subway.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> That first section was lowered into place on August 29, 1971,<ref>{{Cite news |last=Prial |first=Frank J. |date=August 30, 1971 |title=First Section of 63d St. Tunnel Lowered to Bottom of East River |work=[[The New York Times]] |url=https://www.nytimes.com/1971/08/30/archives/first-section-of-63d-st-tunnel-lowered-to-bottom-of-east-river.html |url-status=live |access-date=December 25, 2016 |archive-url=https://web.archive.org/web/20180203125941/http://www.nytimes.com/1971/08/30/archives/first-section-of-63d-st-tunnel-lowered-to-bottom-of-east-river.html |archive-date=February 3, 2018 |issn=0362-4331 |via=The New York Times Archive}}</ref> and the last section was lowered on March 14, 1972.<ref>{{Cite news |last=Prial |first=Frank J. |date=March 14, 1972 |title=City's First Subway Tunnel in 40 Years Cut Through |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/1972/03/14/archives/citys-first-subway-tunnel-in-40-years-cut-through-subway-tunnel-is.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203130126/http://www.nytimes.com/1972/03/14/archives/citys-first-subway-tunnel-in-40-years-cut-through-subway-tunnel-is.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> The double-deck, {{convert|3140|ft|m|adj=on}}<ref name="LeaderObs-63rdStTunnel-Nov201969">{{cite news |date=November 20, 1969 |title=To Break Ground For 63rd St., East River Tunnel |page=8 |work=New York Leader-Observer |url=http://fultonhistory.com/Newspapers%2023/Forest%20Parkway%20NY%20Leader%20Observer/Forest%20Parkway%20NY%20Leader%20Observer%201969-1971/Forest%20Parkway%20NY%20Leader%20Observer%201969-1971%20-%200628.pdf |url-status=live |access-date=July 29, 2016 |archive-url=https://web.archive.org/web/20181216072301/http://fultonhistory.com/Newspapers%2023/Forest%20Parkway%20NY%20Leader%20Observer/Forest%20Parkway%20NY%20Leader%20Observer%201969-1971/Forest%20Parkway%20NY%20Leader%20Observer%201969-1971%20-%200628.pdf |archive-date=December 16, 2018 |via=[[Fultonhistory.com]]}}</ref> tunnel under the East River was "holed through" on October 10, 1972, with the separate sections of tunnels being connected.<ref>{{Cite news |date=October 11, 1972 |title=Governor Rockefeller and Mayor Lindsay Attend 'Holing Through' of 63d St. Tunnel |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/1972/10/11/archives/governor-rockefeller-and-mayor-lindsay-attend-holing-through-of-63d.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203125416/http://www.nytimes.com/1972/10/11/archives/governor-rockefeller-and-mayor-lindsay-attend-holing-through-of-63d.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> The estimated cost of the project was $341&nbsp;million, and the MTA applied for $227&nbsp;million in Federal funds.<ref name="Tolchin">{{Cite news |last=Tolchin |first=Martin |date=June 7, 1973 |title=Grand Central Is Favored Over a 3d Ave. Terminal |newspaper=The New York Times |url=https://www.nytimes.com/1973/06/07/archives/grand-central-is-favored-over-a-3d-ave-terminal-koch-opposes-plan.html |url-status=live |access-date=December 25, 2016 |archive-url=https://web.archive.org/web/20170928150750/http://www.nytimes.com/1973/06/07/archives/grand-central-is-favored-over-a-3d-ave-terminal-koch-opposes-plan.html |archive-date=September 28, 2017 |issn=0362-4331 |via=The New York Times Archive}}</ref> Plans to build the Manhattan terminal in the [[Turtle Bay, Manhattan|Turtle Bay]] neighborhood were opposed by residents who feared it would change the neighborhood and bring traffic congestion;<ref name="nyt19730708">{{Cite news |last=Prial |first=Frank J. |date=July 8, 1973 |title=Turtle Bay Residents, Fighting M .T .A. Rail Plan, Heartened by Killing of Proposed Bridge Over Sound |newspaper=The New York Times |url=https://www.nytimes.com/1973/07/08/archives/turtle-bay-residents-fighting-mta-rail-plan-heartened-by-killing-of.html |url-status=live |access-date=December 25, 2016 |archive-url=https://web.archive.org/web/20170928150136/http://www.nytimes.com/1973/07/08/archives/turtle-bay-residents-fighting-mta-rail-plan-heartened-by-killing-of.html |archive-date=September 28, 2017 |issn=0362-4331 |via=The New York Times Archive}}</ref> they suggested it be built at Grand Central instead.<ref name="Tolchin 1973">{{cite web |last=Tolchin |first=Martin |date=June 15, 1973 |title=A 3d Ave Rail Terminal Foreseen by U.S. Official |url=https://www.nytimes.com/1973/06/15/archives/a-3d-ave-rail-terminal-foreseen-by-us-official-koch-threatens-suit.html |url-status=live |archive-url=https://web.archive.org/web/20170928104704/http://www.nytimes.com/1973/06/15/archives/a-3d-ave-rail-terminal-foreseen-by-us-official-koch-threatens-suit.html |archive-date=September 28, 2017 |access-date=September 28, 2017 |website=The New York Times}}</ref> MTA officials countered that there were too many rail lines at Grand Central, and that adding the LIRR would further strain the Lexington Avenue Line. If it were on Third Avenue, passengers would have been more inclined to use the Second Avenue Subway, which was partially under construction at the time.<ref name="nyt19730708" /> On April 16, 1973, a Federal directive directed New York State to consider expanding and modernizing Grand Central before building the new terminal under Third Avenue.<ref name="Tolchin" /> Preliminary planning for the Metropolitan Transportation Center had been completed by January 1975.<ref name="mta-esa1" />{{rp|17 (PDF p. 20)}}<ref>{{Cite news |last=Burks |first=Edward C. |date=1975 |title=L.I.R.R. Terminal Delayed by M.T.A. |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/1975/01/19/archives/lirr-terminal-delayed-by-mta-mta-will-postpone-new-lirr-terminal.html |url-status=live |access-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180205072137/http://www.nytimes.com/1975/01/19/archives/lirr-terminal-delayed-by-mta-mta-will-postpone-new-lirr-terminal.html |archive-date=February 5, 2018 |issn=0362-4331}}</ref> Due to continued opposition to the Transportation Center, a "Grand Central Alternative" was published in September 1976. It called for the LIRR to use Grand Central Terminal's lower level instead.<ref name="mta-esa1" />{{rp|18 (PDF p. 21)}} In 1977, the MTA's board of directors voted to use Grand Central as the terminal for the proposed LIRR route.<ref>{{cite web |date=July 9, 1977 |title=GRAND CENTRAL GETS VOTE AS L.I.R.R. SITE |url=https://www.nytimes.com/1977/07/09/archives/grand-central-gets-vote-as-lirr-site-authority-drops-its-3d-ave.html |url-status=live |archive-url=https://web.archive.org/web/20181225031004/https://www.nytimes.com/1977/07/09/archives/grand-central-gets-vote-as-lirr-site-authority-drops-its-3d-ave.html |archive-date=December 25, 2018 |access-date=December 24, 2018 |website=The New York Times}}</ref> === Plans stalled === Due to the [[1975 New York City fiscal crisis]], the LIRR project was canceled long before the tunnel was completed. ''The New York Times'' noted 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."<ref name="nyt-1980-10-11">{{cite news |last=Andelman |first=David A. |date=October 11, 1980 |title=Tunnel Project, Five Years Old, Won't Be Used |page=25 |work=[[The New York Times]] |url=https://www.nytimes.com/1980/10/11/archives/tunnel-project-five-years-old-wont-be-used-ravitch-orders-inquiry.html |url-status=live |access-date=October 20, 2011 |archive-url=https://web.archive.org/web/20180722213649/https://www.nytimes.com/1980/10/11/archives/tunnel-project-five-years-old-wont-be-used-ravitch-orders-inquiry.html |archive-date=July 22, 2018}}</ref> [[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."<ref name="nyt-1980-10-11" /> The lower level of the 63rd Street Tunnel was completed along with the upper subway level.<ref name="mta-esa1" />{{rp|17 (PDF p. 20)}}<ref name="nyt-1980-10-11" /> The western end of the tunnel lay dormant under Second Avenue at 63rd Street for three decades. By the time that construction on the LIRR tunnel level stopped, the tunnel was built for a distance of {{convert|8600|ft|m}}. The 8,600-foot "tunnel to nowhere" was completed "largely for structural reasons – to support the subway tunnel above."<ref name="nyt-1980-10-11" /> The 63rd Street subway line and LIRR tunnel were completed as far as 29th Street in [[Long Island City]], Queens, with the subway level of the tunnel opening in 1989. The LIRR tunnel remained unused beneath the subway tracks.<ref>{{cite news |last=Lorch |first=Donatella |date=October 29, 1989 |title=The 'Subway to Nowhere' Now Goes Somewhere |work=[[The New York Times]] |url=https://www.nytimes.com/1989/10/29/nyregion/the-subway-to-nowhere-now-goes-somewhere.html |url-status=live |access-date=October 20, 2011 |archive-url=https://web.archive.org/web/20211218080936/https://www.nytimes.com/1989/10/29/nyregion/the-subway-to-nowhere-now-goes-somewhere.html |archive-date=December 18, 2021}}</ref> In 1994, work began to extend the 63rd Street subway tunnel east to connect to the [[IND Queens Boulevard Line|Queens Boulevard subway line]]; the LIRR tunnel was also extended east, under 41st Avenue in Queens to the west side of [[Northern Boulevard]] in Queens.<ref>{{Cite web |date=October 19, 2002 |title=About NYC Transit: History |url=http://www.mta.info/nyct/facts/ffhist.htm |url-status=dead |archive-url=https://web.archive.org/web/20021019203759/http://www.mta.info/nyct/facts/ffhist.htm |archive-date=October 19, 2002 |access-date=September 18, 2016}}</ref><ref name="CivilEng-FinalConnection-Jul2000">{{cite magazine |last1=Silano |first1=Louis G. |last2=Shanbhag |first2=Radmas |date=July 2000 |title=The Final Connection |magazine=[[American Society of Civil Engineers|Civil Engineering]] |volume=86 |issue=7 |pages=56–61}}</ref> The subway connector was opened to full-time F train service in December 2001.<ref name="Neuman 2007">{{cite web |last=Neuman |first=William |date=May 11, 2007 |title=Awaiting Rock-Eating Beast, L.I.R.R. Tunnel Is Poised to Finish Trip to Grand Central |url=https://www.nytimes.com/2007/05/11/nyregion/11tunnel.html |url-status=live |archive-url=https://web.archive.org/web/20180204182611/http://www.nytimes.com/2007/05/11/nyregion/11tunnel.html |archive-date=February 4, 2018 |access-date=February 3, 2018 |work=[[The New York Times]]}}</ref><ref>{{cite web |last=Kershaw |first=Sarah |date=December 17, 2001 |title=V Train Begins Service Today, Giving Queens Commuters Another Option |url=https://www.nytimes.com/2001/12/17/nyregion/v-train-begins-service-today-giving-queens-commuters-another-option.html |url-status=live |archive-url=https://web.archive.org/web/20170107032009/http://www.nytimes.com/2001/12/17/nyregion/v-train-begins-service-today-giving-queens-commuters-another-option.html |archive-date=January 7, 2017 |access-date=February 3, 2018 |work=[[The New York Times]]}}</ref> === Plans revived === Plans were made in 1995 to bring LIRR service to East Midtown,<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|3}} although MTA officials declared that the LIRR East Side connection would not be completed within the next generation. In 1997, U.S. Senator [[Al D'Amato]] started asking for federal money to connect the LIRR to Grand Central. New York Governor [[George Pataki]] had previously proposed completing the project, but D'Amato's support increased the likelihood that construction would actually begin. At the time, if everything went favorably, the LIRR link could open by 2010.<ref>{{cite web |last=Perez-Pena |first=Richard |date=February 16, 1997 |title=Proposed L.I.R.R. Link To Grand Central Gains |url=https://www.nytimes.com/1997/02/16/nyregion/proposed-lirr-link-to-grand-central-gains.html |url-status=live |archive-url=https://web.archive.org/web/20180203181437/http://www.nytimes.com/1997/02/16/nyregion/proposed-lirr-link-to-grand-central-gains.html |archive-date=February 3, 2018 |access-date=February 3, 2018 |work=[[The New York Times]]}}</ref> 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.<ref name="mta-esa1" />{{rp|4 (PDF p.7)}} As of 1998, there were almost 1.77&nbsp;million jobs in Manhattan, including an increasing number of [[white-collar worker|white-collar "office" jobs]] in East Midtown.<ref name="mta-esa1" />{{rp|7 (PDF p.10)}} [[Pennsylvania Station (New York City)|Penn Station]] on the West Side was operating at capacity due to a complex track [[interlocking]] and limited capacity in the [[East River Tunnels]].<ref name="mta-esa1" />{{rp|8 (PDF p.11)}} In 1999, the MTA proposed a $17&nbsp;billion five-year capital budget. This budget included a $1.6&nbsp;billion LIRR connection to Grand Central, as well as several subway extensions.<ref>{{cite web |last=Lueck |first=Thomas J. |date=September 26, 1999 |title=M.T.A. to Propose Spending Billions on Rail Expansion |url=https://www.nytimes.com/1999/09/26/nyregion/mta-to-propose-spending-billions-on-rail-expansion.html |url-status=live |archive-url=https://web.archive.org/web/20180203181257/http://www.nytimes.com/1999/09/26/nyregion/mta-to-propose-spending-billions-on-rail-expansion.html |archive-date=February 3, 2018 |access-date=February 3, 2018 |work=[[The New York Times]]}}</ref> The project's final [[environmental impact assessment]] (FEIS) was released in March 2001.<ref name="fta-feis">{{Cite book |url=http://web.mta.info/capital/esa_docs/rod.pdf |title=Record of Decisions |date=May 21, 2001 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[United States Department of Transportation]]; [[Federal Transit Administration]]; [[Metropolitan Transportation Authority]] |access-date=February 2, 2018 |archive-url=https://web.archive.org/web/20170520070023/http://web.mta.info/capital/esa_docs/rod.pdf |archive-date=May 20, 2017 |url-status=live}}</ref>{{rp|1}}{{Efn|For the full FEIS, see: *{{cite web |url=http://web.mta.info/capital/esa_docs/feis.htm |title=East Side Access Final Environmental Impact Statement: Overview |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] |date=March 6, 2001|access-date=February 2, 2018}}}} The FEIS reviewed two key options for bringing LIRR service to Grand Central. The first option was to connect the tunnels to the existing lower level at Grand Central, while the second option was to build an entirely new station underneath it. The MTA ultimately recommended the second option because it was cheaper and less disruptive to Metro-North service.<ref name="fta-feis" />{{rp|4}}<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|4}} After reviewing the FEIS for two months, the [[Federal Transit Administration]] (FTA) gave the project a favorable "Record of Decision"—i.e., approved it.<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|3}}<ref name="fta-feis" /> [[File:East Side Access infocent jeh.JPG|thumb|right|upright=1.1|alt=A temporary one-story structure, which houses the East Side Access Project Information Center|East Side Access Project Information Center]] After the [[September 11 attacks|September 11, 2001, attacks]], the MTA said it would accelerate the construction of East Side Access. LIRR president [[Kenneth J. Bauer]] said, "The incident of September 11 shows the importance of East Side Access to a greater degree. If something happened at the East River tunnel, you wouldn't be able to run trains to Penn Station."<ref>{{Cite news |last=Ain |first=Stewart |date=December 23, 2001 |title=Pushing to Speed Up East Side Rail Link |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2001/12/23/nyregion/pushing-to-speed-up-east-side-rail-link.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180204124032/http://www.nytimes.com/2001/12/23/nyregion/pushing-to-speed-up-east-side-rail-link.html |archive-date=February 4, 2018 |issn=0362-4331}}</ref> The MTA and Governor Pataki supported East Side Access and the [[Second Avenue Subway]], both of which involved building new railroad infrastructure on the East Side.<ref>{{Cite news |last=Luo |first=Michael |date=November 26, 2003 |title=Weighing Transit Possibilities, New Study Follows the Money |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2003/11/26/nyregion/weighing-transit-possibilities-new-study-follows-the-money.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180204070350/http://www.nytimes.com/2003/11/26/nyregion/weighing-transit-possibilities-new-study-follows-the-money.html |archive-date=February 4, 2018 |issn=0362-4331}}</ref> In 2002, Congress allocated $132&nbsp;million for infrastructure projects in New York State, including $14.7&nbsp;million for East Side Access.<ref>{{cite news |author=[[Associated Press]] |date=February 4, 2002 |title=NY received $132 million under bin |page=5 |work=Salamanca Press |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FSalamanca%2520NY%2520Republican%2520Press%2FSalamanca%2520NY%2520Press%25202002%2FSalamanca%2520NY%2520Press%25202002%252000207_2.pdf |url-status=live |access-date=July 29, 2016 |archive-url=https://web.archive.org/web/20220507171134/https://fultonhistory.com/Newspaper%2024/Salamanca%20NY%20Republican%20Press/Salamanca%20NY%20Press%202002/Salamanca%20NY%20Press%202002%2000207_2.pdf |archive-date=May 7, 2022 |via=[[Fultonhistory.com]]}}</ref> A final design for the project was approved in 2002, and the first properties for it were acquired in 2003.<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|4}} In 2004, some business owners in Midtown announced their opposition to a proposed 16-story ventilation building at [[50th Street (Manhattan)|50th Street]] east of [[Madison Avenue]]. They said that the building would cause pollution and that it could be vulnerable to terrorist attacks.<ref>{{Cite news |last=Urbina |first=Ian |date=November 20, 2004 |title=Plan to Connect L.I.R.R. to Grand Central Hits Snag |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2004/11/20/nyregion/plan-to-connect-lirr-to-grand-central-hits-snag.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203181609/http://www.nytimes.com/2004/11/20/nyregion/plan-to-connect-lirr-to-grand-central-hits-snag.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> Catholic Archbishop Cardinal [[Edward Egan]] of the [[Roman Catholic Archdiocese of New York]] worried about the effect on [[St. Patrick's Cathedral (Manhattan)|St. Patrick's Cathedral]], which faced [[Fifth Avenue]] with its back on Madison Avenue north of 50th Street.<ref>{{cite news |last=Yates |first=Maura |date=February 10, 2005 |title=East Side Access Draws Opponents |newspaper=[[The New York Sun]] |url=http://www.nysun.com/new-york/east-side-access-draws-opponents/8991/ |url-status=live |access-date=January 9, 2010 |archive-url=https://web.archive.org/web/20101031214103/http://www.nysun.com/new-york/east-side-access-draws-opponents/8991/ |archive-date=October 31, 2010}}</ref> At first, MTA officials held fast to their plans,<ref>{{Cite news |last=Chan |first=Sewell |date=March 30, 2005 |title=M.T.A. Continues to Favor Plan for a Midtown Ventilation Tower |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2005/03/30/nyregion/mta-continues-to-favor-plan-for-a-midtown-ventilation-tower.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203181259/http://www.nytimes.com/2005/03/30/nyregion/mta-continues-to-favor-plan-for-a-midtown-ventilation-tower.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> but after continued opposition, they reduced the size of the building and moved the structure's cooling towers.<ref>{{Cite news |last=Chan |first=Sewell |date=December 7, 2005 |title=M.T.A. Scales Back Midtown Ventilation Project |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2005/12/07/nyregion/mta-scales-back-midtown-ventilation-project.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203181532/http://www.nytimes.com/2005/12/07/nyregion/mta-scales-back-midtown-ventilation-project.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> === Construction progress === Funding for MTA capital projects such as East Side Access, the Second Avenue Subway, and the [[7 Subway Extension]] were included in the Rebuild and Renew Transportation Bond Act of 2005. As part of this act, the state would take on $2.9&nbsp;billion in debt to issue [[Bond (finance)|bonds]] to fund these projects.<ref>{{Cite news |last=Chan |first=Sewell |date=October 25, 2005 |title=Stakes High for M.T.A. and City in Vote on $2.9 Billion Bond Act |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2005/10/25/nyregion/metrocampaigns/stakes-high-for-mta-and-city-in-vote-on-29-billion.html |url-status=live |access-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180204070420/http://www.nytimes.com/2005/10/25/nyregion/metrocampaigns/stakes-high-for-mta-and-city-in-vote-on-29-billion.html |archive-date=February 4, 2018 |issn=0362-4331}}</ref> Voters ultimately approved the bond issue by a margin of 55% to 44%.<ref>{{Cite web |date=November 8, 2008 |title=General Election: Proposal Number Two: A Proposition 'Rebuild And Renew New York Transportation Bond Act Of 2005' |url=http://www.elections.ny.gov/NYSBOE/elections/2005/2005_prop2.pdf |url-status=dead |archive-url=https://web.archive.org/web/20181203173522/http://www.elections.ny.gov/NYSBOE/elections/2005/2005_prop2.pdf |archive-date=December 3, 2018 |access-date=February 3, 2018 |website=[[New York State Board of Elections]]}}</ref> The federal government committed to provide $2.6&nbsp;billion to help build the project by signing a full funding grant agreement in December 2006.<ref name=":9">{{cite press release |url=http://www.dot.gov/affairs/dot11706.htm |title=U.S. Transportation Secretary Signs Record $2.6 Billion Agreement To Fund New Tunnel Network To Give Long Island Commuters Direct Access to Grand Central Station |publisher=[[United States Department of Transportation|U.S. Department of Transportation]] |date=December 18, 2006 |access-date=January 18, 2007 |url-status=dead |archive-url=https://web.archive.org/web/20070103003520/http://www.dot.gov/affairs/dot11706.htm |archive-date=January 3, 2007}}</ref><ref>{{cite AV media |url=https://www.nytimes.com/video/nyregion/1194817120954/l-i-r-r-access-to-grand-central.html |title=L.I.R.R. Access to Grand Central |date=October 1, 2006 |type=video |access-date=February 3, 2018 |work=[[The New York Times]] |archive-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203125017/https://www.nytimes.com/video/nyregion/1194817120954/l-i-r-r-access-to-grand-central.html |url-status=live }}</ref> The construction contract for a {{convert|1|mi|km|adj=on}} tunnel in Manhattan westward and southward from the dormant lower level of the 63rd Street Tunnel to the new {{Convert|100|ft|m|-deep|adj=mid}} 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.<ref name="ny1">{{cite news |last=Cuza |first=Bobby |date=July 12, 2006 |title=MTA Takes Major Step Towards Completing East Side Access Plan |publisher=[[NY1]]}}</ref><ref name=":13">{{Cite web |date=September 2009 |title=East Side Access Quarterly Report Q3 2009 |url=http://web.mta.info/capital/esa_docs/ESA%20Quarterly%20Report%202009%20Q3.pdf |url-status=live |archive-url=https://web.archive.org/web/20160627000655/http://web.mta.info/capital/esa_docs/ESA%20Quarterly%20Report%202009%20Q3.pdf |archive-date=June 27, 2016 |access-date=February 5, 2018 |publisher=[[Metropolitan Transportation Authority]] |page=16}}</ref>{{Rp|10}} The total contract award was $428&nbsp;million<ref name="Neuman 2007" /><ref name="ny1" /><ref name=":13" />{{Rp|10}} and used two large [[tunnel boring machine]]s.<ref name="Neuman 2007" /> After [[Hurricane Sandy]] flooded the [[East River Tunnels]] between Queens and Penn Station in 2012, officials prioritized the construction of East Side Access so that LIRR trains could be diverted to Grand Central, allowing the East River Tunnels to be renovated.<ref name="Herald Community Newspapers 2018" /> ==== Manhattan side ==== [[File:East Side Access Progress- May 21, 2014 (14390036692).jpg|thumb|left|alt=A tunnel cavern located north of the new Grand Central LIRR station, with two tubes diverging from the cavern. A railroad switch would be installed within the cavern, connecting the tracks that run through the tubes.|A tunnel cavern deep under Park Avenue, to the north of the new LIRR station, which now houses a switch]] Work on the Manhattan side included building a new 8-track train station with storage tracks extending to 38th Street.<ref name="MST-ESA-2004">{{cite magazine |last1=Sarkar |first1=Subal |last2=Mukherjee |first2=Amitabha |last3=Benslimane |first3=Aomar |date=2004 |title=Rock Tunnelling with TBMs on the East Side Access Project a New Perspective |url=http://scholarsmine.mst.edu/icchge/5icchge/session06/13 |url-status=live |magazine=International Conference on Case Histories in Geotechnical Engineering |publisher=[[Missouri University of Science and Technology]] |volume=13 |archive-url=https://web.archive.org/web/20180204182238/http://scholarsmine.mst.edu/icchge/5icchge/session06/13/ |archive-date=February 4, 2018 |access-date=February 3, 2018}}</ref>{{rp|1 (PDF p. 2)}}<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|3}} North of the station, the tunnels would connect to the 63rd Street Tunnel's lower level.<ref name="MST-ESA-2004" />{{rp|1 (PDF p. 2)}}<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|2}} The new station would be housed in two gigantic caverns blasted out of the [[Manhattan schist]] rock formation under the station.<ref name="Harshbarger 2015" /><ref name="MST-ESA-2004" />{{rp|3 (PDF p. 4)}} A three-level structure was being built in each cavern, with one {{convert|1020|ft|m|adj=mid|-long}} train platform and two tracks each on the top and bottom levels. A passenger concourse was being constructed between each cavern's upper and lower levels.<ref name="MTA-ESA-EIS-Mod-AppendixB-2006" />{{rp|3}}<ref name="NBC-ESA-2015" /> An upper-level concourse, accessed by a series of stairs, elevators, and escalators,<ref name=":7" /> would replace ten tracks on the west side of Metro-North's Madison Yard.<ref name="MTA-ESA-EIS-Mod-2006" />{{rp|3}} The cavern structure is located under the [[Park Avenue Viaduct]], which surrounds Grand Central Terminal, while the storage tracks are located under the [[Park Avenue Tunnel (roadway)|Park Avenue Tunnel]], which is located south of Grand Central Terminal.<ref name="MST-ESA-2004" />{{rp|6 (PDF p. 7)}} [[File:East Side Access Progress- May 21, 2014 (14388075801).jpg|thumb|alt=Workers constructing the station's upper concourse, which is located within part of the Grand Central Terminal's Madison Yard. There is construction equipment being stored alongside the walls of the yard.|Construction of the station's upper concourse in the Grand Central Terminal's Madison Yard in May 2014. Two of the yard's tracks were kept in service during construction to bring in equipment and remove debris.]] [[File:50th Street Commons (15260966585).jpg|thumb|alt=50th Street pocket park with seating and gardens|50th Street Commons pocket park]] The track connections from the new station to the 63rd Street Tunnel were excavated using [[tunnel boring machines]].<ref name="CBS-Boring-Completed-2012">{{cite web |date=July 26, 2012 |title=MTA Completes Tunnel Boring On East Side Access |url=http://newyork.cbslocal.com/2012/07/26/mta-completes-tunnel-boring-on-east-side-access/ |url-status=live |archive-url=https://web.archive.org/web/20180203124822/http://newyork.cbslocal.com/2012/07/26/mta-completes-tunnel-boring-on-east-side-access/ |archive-date=February 3, 2018 |access-date=February 3, 2018 |website=CBS New York}}</ref> The first machine was delivered in May 2007.<ref name="Neuman 2007" /> Dragados/Judlau created a launch chamber for the tunnel boring machines under Second Avenue at 63rd Street in Manhattan using a controlled [[drilling and blasting|drill-and-blast]] method, then assembled and launched each 640-ton machine.<ref name=":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.<ref name="1done">{{cite press release |title=East Side Access Tunnel Boring Machine Reaches Grand Central Terminal |url=http://www.mta.info/press-release/mta-headquarters/east-sideaccess-tunnel-boring-machine-reaches-grand-central-terminal |publisher=[[Metropolitan Transportation Authority]] |date=July 2, 2008 |access-date=January 9, 2010 |archive-date=December 22, 2015 |archive-url=https://web.archive.org/web/20151222221645/http://www.mta.info/press-release/mta-headquarters/east-sideaccess-tunnel-boring-machine-reaches-grand-central-terminal |url-status=live}}</ref> The second machine began boring a parallel tunnel in December 2007 and had completed its tunnel at [[37th Street (Manhattan)|37th Street]] on September 30, 2008.<ref name=":10" /><ref>{{cite web|url=http://web.mta.info/capconstr/esas/manhattan_progress_map.htm|title=MTA ESA Progress Map|archive-url=https://web.archive.org/web/20140408213138/http://web.mta.info/capconstr/esas/manhattan_progress_map.htm|archive-date=April 8, 2014|website=Metropolitan Transportation Authority|date=October 9, 2008}}</ref> Geocomp Corporation was hired to monitor the boring, using a battery of instruments to record vibration, ground settlement and any tilting or drift suffered by the tunnel boring machines. The instruments include [[inclinometer]]s, [[extensometer]]s, [[seismograph]]s, observation wells, dynamic [[strain gauge]]s, tilt meters and automated motorized total stations with prismatic targets.<ref>{{cite web|url=http://geocomp.com/files/showcase/PD11017_East%20Side%20Access%20Monitoring.pdf|title=Geocomp Corporation Brochure|archive-url=https://web.archive.org/web/20140202172541/http://geocomp.com/files/showcase/PD11017_East%20Side%20Access%20Monitoring.pdf|archive-date=February 2, 2014|website=Geocomp Corporation}}</ref> The tunnel boring machines bored an average of {{convert|50|ft|m|abbr=off|sp=us}} per day. Cross-connections between the tunnels were created under [[Park Avenue]], between [[49th Street (Manhattan)|49th]] and [[51st Street (Manhattan)|51st Streets]], by controlled drill-and-blast. The work began in mid-July 2008 and required between six and eight months to complete.<ref name="1done" /> In April 2008, the MTA awarded Dragados/Judlau another contract. The $506&nbsp;million contract was for excavating caverns for the three-level platform structures, mezzanine, escalators, passageways, and track [[Crossover (rail transport)|crossovers]].<ref name=":13" />{{Rp|12}} The MTA gave Gramercy Group Inc. the $38.9&nbsp;million contract to reconfigure part of Madison Yard in March 2009.<ref name=":13" />{{Rp|14}} In September 2009, the MTA awarded Yonkers Contracting Company a $40.8&nbsp;million contract to demolish a building at [[44th Street (Manhattan)|47 East 44th Street]] and construct a ventilation plant & concourse entrance on the building site, along with constructing a station entrance at an existing office tower at 245 Park Avenue (at East 46th Street).<ref name=":13" />{{Rp|16}} Smaller contracts for electrical installations and structural repairs were also awarded in 2008.<ref name=":13" />{{Rp|16, 18}} In 2010, the [[New York City Business Integrity Commission]] found that a subcontractor for the East Side Access project was involved with an [[organized crime]] family. The subcontractor, who had been hired to haul away the dirt from the excavation process, was replaced.<ref>{{Cite news |last=Rashbaum |first=William K. |date=May 19, 2010 |title=M.T.A. Tunnel Job Loses Dirt Hauler Over Mob Ties |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2010/05/20/nyregion/20dirt.html |url-status=live |access-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180205001136/http://www.nytimes.com/2010/05/20/nyregion/20dirt.html |archive-date=February 5, 2018 |issn=0362-4331}}</ref> In July 2011, after the tunnel boring machines finished drilling through the Grand Central station box, they were left in place under 38th Street and Park Avenue, as it was more economical than disassembling them in Queens and selling them for scrap, which could have added $9&nbsp;million to the project's final cost.<ref>{{Cite news |last=Grynbaum |first=Michael M. |date=July 24, 2011 |title=Deep Below Park Avenue, a 200-Ton Drill at Rest |work=[[The New York Times]] |url=https://www.nytimes.com/2011/07/25/nyregion/deep-below-park-avenue-a-200-ton-drill-at-rest.html |url-status=live |access-date=July 5, 2016 |archive-url=https://web.archive.org/web/20170220234531/http://www.nytimes.com/2011/07/25/nyregion/deep-below-park-avenue-a-200-ton-drill-at-rest.html |archive-date=February 20, 2017 |issn=0362-4331}}</ref> The next step in construction was to make cast-in-place concrete sections to create the tunnel lining.<ref name="Ocean 2015" /> Each tunnel was {{convert|22|ft|m|0|abbr=off|sp=us}} in diameter, with an average depth of {{convert|140|ft|m|sp=us}} beneath street level.<ref name="ESA TBM Boring">{{cite web |title=MANHATTAN TUNNELS EXCAVATION |url=http://web.mta.info/capconstr/esas/CM009%20Handout_101807.pdf |url-status=dead |archive-url=https://web.archive.org/web/20140408213503/http://web.mta.info/capconstr/esas/CM009%20Handout_101807.pdf |archive-date=April 8, 2014 |access-date=April 7, 2014 |publisher=[[Metropolitan Transportation Authority]] }}</ref> In September 2014, the MTA opened a {{Convert|2400|ft2|m2|adj=on}} pocket park, at 48 East 50th Street between Madison and Park Avenues, created along with a $97&nbsp;million ventilation facility at that location. The pocket park, known as 50th Street Commons, has a capacity of 100 people standing, or 40 people sitting down.<ref name="mta 20140916">{{cite web |date=September 16, 2014 |title=50th Street Commons Pocket Park Opens as Part of East Side Access |url=http://www.mta.info/news-east-side-access-long-island-rail-road-mta-capital-construction/2014/09/16/50th-street-commons |url-status=live |archive-url=https://web.archive.org/web/20140919212651/http://www.mta.info/news-east-side-access-long-island-rail-road-mta-capital-construction/2014/09/16/50th-street-commons |archive-date=September 19, 2014 |access-date=September 16, 2014 |publisher=[[Metropolitan Transportation Authority]]}}</ref> The park, containing abundant greenery along a [[granite]] backdrop with tables and chairs,<ref name=":1">{{cite web |title=MTA opens "pocket park" on 50th Street |url=http://www.newsday.com/long-island/mta-opens-pocket-park-on-50th-street-1.9330368 |url-status=live |archive-url=https://web.archive.org/web/20140917213124/http://www.newsday.com/long-island/mta-opens-pocket-park-on-50th-street-1.9330368 |archive-date=September 17, 2014 |access-date=September 17, 2014 |work=Newsday|date=September 17, 2014 }}</ref> was meant to reduce noise pollution from the ventilation facility, which also served as an emergency exit.<ref name=":2">{{cite web |date=September 17, 2014 |title=MTA Inaugurates New Pocket Park 'Oasis' in Midtown New York |url=http://inhabitat.com/nyc/new-yorkers-can-now-enjoy-a-new-pocket-park-oasis-with-waterfall-in-midtown/ |url-status=live |archive-url=https://web.archive.org/web/20140919105233/http://inhabitat.com/nyc/new-yorkers-can-now-enjoy-a-new-pocket-park-oasis-with-waterfall-in-midtown/ |archive-date=September 19, 2014 |access-date=September 17, 2014 |work=Inhabitat New York City}}</ref><ref name=":3">{{cite web |title=Photos: MTA Opens Adorable "Pocket Park" On East 50th Street: Gothamist |url=http://gothamist.com/2014/09/17/photos_mta_pocket_park.php |url-status=dead |archive-url=https://web.archive.org/web/20140919012446/http://gothamist.com/2014/09/17/photos_mta_pocket_park.php |archive-date=September 19, 2014 |access-date=September 17, 2014 |work=Gothamist }}</ref> [[File:Direct Fixation Fastener track installed in the 63rd Street tunnel. (CM007, 1-22-2018) (39204149984).jpg|thumb|left|upright=1.1|alt=Tracks being laid in the 63rd Street Tunnel|Tracks being laid in the 63rd Street Tunnel]] On October 26, 2015, a {{Convert|1920|ft2|m2|adj=on}} seating area in Grand Central Terminal's lower-level dining concourse was closed to build structural framework that would allow for the construction of stairways and escalators between the concourse and new LIRR station. This was deemed a major milestone in the construction of East Side Access by Dr. Michael Horodniceanu, President of [[MTA Capital Construction]].<ref name=":5">{{Cite web |title=MTA {{!}} news {{!}} Milestone for East Side Access: Workers to Break Through Lower Level Floor To Build Housing for Escalators and Stairways to Future LIRR Concourse |url=http://www.mta.info/news-grand-central-east-side-access/2015/10/26/milestone-east-side-access-workers-break-through |url-status=live |archive-url=https://web.archive.org/web/20160224155456/http://www.mta.info/news-grand-central-east-side-access/2015/10/26/milestone-east-side-access-workers-break-through |archive-date=February 24, 2016 |access-date=February 17, 2016 |website=www.mta.info}}</ref> On November 10, 2015, a groundbreaking ceremony was held to celebrate the emergence of the project into Grand Central Terminal.<ref name=":0">{{Cite web |date=December 14, 2015 |title=Long Island Committee Meeting December 2015 |url=http://web.mta.info/mta/news/books/pdf/151214_0930_LIRR.pdf#page=17 |url-status=dead |archive-url=https://web.archive.org/web/20160225054749/http://web.mta.info/mta/news/books/pdf/151214_0930_LIRR.pdf#page=17 |archive-date=February 25, 2016 |access-date=February 17, 2016 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] }}</ref> On January 27, 2016, the final major contract for the construction of East Side Access was awarded to [[Tutor Perini]] Corporation. The contract was for the construction of four railroad platforms and eight tracks for the new Grand Central Terminal.<ref name=":6">{{Cite web |title=MTA OK's contract for East Side Access |url=http://www.timesledger.com/stories/2016/6/access_2016_02_05_q.html |url-status=live |archive-url=https://web.archive.org/web/20160214030830/http://www.timesledger.com/stories/2016/6/access_2016_02_05_q.html |archive-date=February 14, 2016 |access-date=February 17, 2016 |website=TimesLedger|date=February 10, 2016 }}</ref> The first tracks inside the 63rd Street Tunnel were laid in September 2017.<ref name="NY1-Track-Laying-2017" /> The pre-cast platforms inside Grand Central Terminal were completed in May 2018, followed by the completion of the tracks in August 2018. The MTA also started installing escalators between the lower concourse and the platform mezzanine. Beginning in April 2018, the MTA began conducting site tours of the project; it had given 35 tours by September 2018.<ref name=":14">{{Cite web |date=September 24, 2018 |title=Capital Program Oversight Committee Meeting – September 2018 |url=http://web.mta.info/mta/news/books/pdf/180924_1400_CPOC.pdf |url-status=live |archive-url=https://web.archive.org/web/20180923235057/http://web.mta.info/mta/news/books/pdf/180924_1400_CPOC.pdf |archive-date=September 23, 2018 |access-date=September 23, 2018 |website=mta.info |publisher=[[Metropolitan Transportation Authority]]}}</ref>{{rp|26}} In advance of the planned deconstruction of [[270 Park Avenue (1960–2021)|270 Park Avenue]] above East Side Access,<ref>{{Cite news |last=Bagli |first=Charles V. |date=February 21, 2018 |title=Out With the Old Building, in With the New for JPMorgan Chase |language=en-US |work=The New York Times |url=https://www.nytimes.com/2018/02/21/nyregion/jpmorgan-chase-headquarters.html |url-status=live |access-date=February 22, 2018 |archive-url=https://web.archive.org/web/20210809153201/https://www.nytimes.com/2018/02/21/nyregion/jpmorgan-chase-headquarters.html |archive-date=August 9, 2021 |issn=0362-4331}}</ref> the MTA and 270 Park Avenue's owner [[JPMorgan Chase]] signed an agreement in July 2019, in which JPMorgan agreed to ensure that the deconstruction of 270 Park Avenue would not disrupt the timeline of East Side Access.<ref name="MTA-Transit-Jul2019">{{Cite web |date=July 22, 2019 |title=Capital Program Oversight Committee Meeting |url=http://web.mta.info/mta/news/books/pdf/190722_1430_CPOC.pdf |url-status=live |archive-url=https://web.archive.org/web/20190719161514/http://web.mta.info/mta/news/books/pdf/190722_1430_CPOC.pdf |archive-date=July 19, 2019 |access-date=January 19, 2019 |publisher=[[Metropolitan Transportation Authority]]}}</ref>{{Rp|22}} ==== Queens side ==== [[File:MTACC Update 2012-06 16 (7455948248).jpg|thumb|upright=1.1|alt=Map of the construction site in Queens.Workers launched tunnels under Sunnyside Yard and created a connection to the 63rd Street Tunnel under Northern Boulevard.|Construction site in Queens, nicknamed the "Q-tip," where tunnels under the [[Sunnyside Yard]] were launched and the connection under Northern Boulevard to the [[63rd Street Tunnel]] was made]] Previous work extending subway service through the upper level of the 63rd Street Tunnel to lines in Queens also extended the lower level to a point west of Northern Boulevard, across from the [[Sunnyside Yard]].<ref name="QBL63rdLineConnector-1992">{{cite book |url=https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95 |title=Final Environmental Impact Statement for the 63rd Street Line Connection to the Queens Boulevard Line |date=June 1992 |publisher=[[Metropolitan Transportation Authority]], [[United States Department of Transportation]], [[Federal Transit Administration]] |location=[[Queens]], [[New York City|New York]], [[New York (state)|New York]] |access-date=July 23, 2016 |archive-url=https://web.archive.org/web/20170618184152/https://books.google.com/books?id=n943AQAAMAAJ&pg=RA3-PT95 |archive-date=June 18, 2017 |url-status=live}}</ref> Work in Queens included extending the tunnel under [[Northern Boulevard]] and boring four tunnels under Sunnyside Yard. This was a particularly delicate and expensive task because of the elevated [[BMT Astoria Line]] and the underground [[IND Queens Boulevard Line]] directly above. The existing tunnel [[Bellmouth (railroad terminology)|bellmouth]] west of Northern Boulevard was expanded to serve as the staging area for the Manhattan work, bringing in workers, equipment and supplies, and bringing out the muck and debris from excavation.<ref name="Ozdemir2004">{{cite magazine |last1=Nasri |first1=V. |last2=Lee |first2=W.S. |last3=Rice |first3=J. |date=2004 |title=Comparison of the predicted behavior of the Manhattan TBM launch shaft with the observed data, East Side Access Project, New York |url=https://books.google.com/books?id=JCJnZLCuOUEC&pg=PA537 |url-status=live |magazine=North American Tunneling |publisher=[[Taylor & Francis]] |pages=537–544 |isbn=978-1-4398-3375-9 |archive-url=https://web.archive.org/web/20200522062958/https://books.google.com/books?id=JCJnZLCuOUEC&pg=PA537 |archive-date=May 22, 2020 |access-date=July 23, 2016}}</ref><ref name="mta20120124" /> A [[Mine railway|temporary narrow-gauge railway]] and a conveyor belt system were constructed behind the tunnel boring machines (TBMs) and through the 63rd Street Tunnels to the Queens bellmouth.<ref name="Ocean 2015" /> Due to its shape, the Queens work site was nicknamed the "[[Q-tip]]".<ref>{{Cite web |date=September 26, 2011 |title=Risk Assessment Overview: ESA Queens Tunneling Program |url=http://web.mta.info/mta/news/books/docs/QueensTunnelsRiskAssessment.pdf |url-status=live |archive-url=https://web.archive.org/web/20161107141948/http://web.mta.info/mta/news/books/docs/QueensTunnelsRiskAssessment.pdf |archive-date=November 7, 2016 |access-date=February 2, 2018 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |page=11}}</ref> Pile Foundation Construction Company built an $83&nbsp;million [[Cut (earthmoving)|cut]] structure, which extends the tracks under Northern Boulevard into the Sunnyside Yard. It created an area that served as the launch chamber for soft-bore Queens tunnels that would connect the 63rd Street line to the main LIRR branches, and an interlocking and emergency exit and venting facility. The cut was then covered with a deck.<ref>{{cite web|url=http://construction.com/NewsCenter/Headlines/RP/20060523ny.asp|title=New York's Subway System Finally Starting Major Expansion|archive-url=https://web.archive.org/web/20080509014513/http://construction.com/NewsCenter/Headlines/RP/20060523ny.asp|archive-date=May 9, 2008|website=Construction.com|date=May 23, 2006}}</ref> In August 2009, Perini Corp. was awarded a $144&nbsp;million contract to reconfigure the [[Harold Interlocking]] railway junction, increasing its capacity to accommodate trains bound for Grand Central Terminal, and to construct new yard lead tracks to allow trains to enter the storage yards.<ref name=":13" />{{Rp|24}} Smaller contracts for structural work, environmental monitoring, and data measurement were also awarded.<ref name=":13" />{{Rp|21–23}} Some Amtrak buildings in [[Sunnyside Yard]] were demolished to make room for the East Side Access portals in Queens.<ref name=":13" />{{Rp|24}} In September 2009, the MTA awarded Granite-Traylor-Frontiere Joint Venture a $659.2&nbsp;million contract to use two custom-built 500-ton slurry TBMs to create the tunnels connecting the LIRR Main Line and the [[Port Washington Branch]] to the 63rd Street Tunnel under 41st Avenue.<ref name=":13" />{{Rp|23}}<ref name="enr20100601">{{cite web |date=June 1, 2010 |title=East Side Access – Queens Bored Tunnels & Structures |url=https://www.enr.com/articles/11610-east-side-access-queens-bored-tunnels-structures |url-status=live |archive-url=https://web.archive.org/web/20190712204628/https://www.enr.com/articles/11610-east-side-access-queens-bored-tunnels-structures |archive-date=July 12, 2019 |access-date=February 6, 2018 |website=Engineering News-Record}}</ref> The four tunnels, with precast concrete liners, total {{convert|2|mi|km}} in length.<ref>{{cite magazine |date=September 30, 2009 |title=Granite/Traylor/Frontier-Kemper Venture Awarded $659 Million for Queens Bored Tunnels and Structures |url=http://www.constructionequipment.com/article/CA6699629.html |url-status=dead |magazine=[[Construction Equipment (magazine)|Construction Equipment]] |archive-url=https://web.archive.org/web/20091225140920/http://www.constructionequipment.com/article/CA6699629.html |archive-date=December 25, 2009 |access-date=October 9, 2009}}</ref> The contract included a $58&nbsp;million option to dig three tunnel pits and three emergency shafts and to complete an open cut.<ref name=":13" />{{Rp|23}}<ref name="enr20100601" /> The TBMs, which could dig through several types of earth, were the first such machines to be used in the New York City area.<ref name="enr20100601" /> The two TBMs began digging on the Queens side in April 2011.<ref>{{cite web |date=March 18, 2011 |title=MTA Officials Dedicate Tunnel-Boring Machines |url=http://queens.ny1.com/content/top_stories/135840/mta-officials-dedicate-tunnel-boring-machines |url-status=dead |archive-url=https://web.archive.org/web/20110825113149/http://queens.ny1.com/content/top_stories/135840/mta-officials-dedicate-tunnel-boring-machines |archive-date=August 25, 2011 |access-date=March 19, 2011 |publisher=[[NY1]] }}</ref> On December 22, 2011, breakthrough was achieved in Tunnel "A" of the four Queens tunnel drives from the 63rd Street Tunnel bellmouth.<ref name="mta20120124" /> By July 25, 2012, all four Queens tunnel drives were complete.<ref name="CBS-Boring-Completed-2012" /> In April 2014, contracts were awarded for the final modifications for the tunnels, as well as for communication systems.<ref>{{cite web |last=Castillo |first=Alfonso |date=April 16, 2014 |title=MTA: Two key East Side Access contracts awarded |url=http://www.newsday.com/long-island/mta-two-key-east-side-access-contracts-awarded-1.7726590 |url-status=live |archive-url=https://web.archive.org/web/20140422232840/http://www.newsday.com/long-island/mta-two-key-east-side-access-contracts-awarded-1.7726590 |archive-date=April 22, 2014 |access-date=April 21, 2014 |work=Newspaper |publisher=Newsday}}</ref> [[File:Positioning rail for the newly installed westbound bypass track in Harold Interlocking. (CH057D, 09-26-2018) (30036956657).jpg|thumb|upright|Rail laying for the Amtrak westbound bypass tunnel in Queens]] The project also added two bypass tunnels for Amtrak trains within Harold Interlocking. While eastbound Amtrak trains to New England would be able to go through the interlocking without crossing the paths of East Side Access trains, westbound Amtrak trains to Penn Station would use tracks that intersected East Side Access tracks. East Side Access trains to Grand Central came from the east and would diverge to the northwest while Amtrak trains to Penn Station came from the north and would continue west, so the final environmental impact statement called for a bypass for westbound trains.<ref>{{cite book |url=http://web.mta.info/capital/esa_docs/feisfiles/28_comments_and_responses.pdf |title=East Side Access in New York, Queens, and Bronx Counties, New York, and Nassau and Suffolk Counties, New York: Environmental Impact Statement |date=March 2001 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |page=47 |chapter=28 |access-date=March 15, 2018 |archive-url=https://web.archive.org/web/20180315133853/http://web.mta.info/capital/esa_docs/feisfiles/28_comments_and_responses.pdf |archive-date=March 15, 2018 |url-status=live}}</ref> Around $295&nbsp;million was allocated for the bypass in 2011,<ref>{{cite news |last=Colvin |first=Jill |date=May 9, 2011 |title=New York Awarded $350 Million for High-Speed Rail Projects |newspaper=DNAinfo.com |url=http://www.dnainfo.com/20110509/midtown/new-york-awarded-350-million-for-highspeed-rail-projects |url-status=dead |access-date=May 13, 2011 |archive-url=https://web.archive.org/web/20110513083616/http://www.dnainfo.com/20110509/midtown/new-york-awarded-350-million-for-highspeed-rail-projects |archive-date=May 13, 2011 }}</ref><ref>{{cite web |date=May 9, 2011 |title=New York Gets $354.4 Million For High-Speed Rail Projects |url=http://newyork.cbslocal.com/2011/05/09/new-york-gets-354-4-million-for-high-speed-rail-projects/ |url-status=live |archive-url=https://web.archive.org/web/20180315134502/http://newyork.cbslocal.com/2011/05/09/new-york-gets-354-4-million-for-high-speed-rail-projects/ |archive-date=March 15, 2018 |access-date=March 15, 2018 |website=CBS New York}}</ref> and work on this project started in 2013.<ref>{{cite web |date=July 18, 2013 |title=East Side Access trackwork to speed LIRR and Amtrak trains |url=http://www.rtands.com/index.php/passenger/commuter-regional/east-side-access-trackwork-to-speed-lirr-and-amtrak-trains.html |url-status=live |archive-url=https://web.archive.org/web/20180315202905/http://www.rtands.com/index.php/passenger/commuter-regional/east-side-access-trackwork-to-speed-lirr-and-amtrak-trains.html |archive-date=March 15, 2018 |access-date=March 15, 2018 |website=Railway Track & Structures}}</ref> However, by October 2015, the tunnels were behind schedule because Amtrak and the MTA could not cooperate on track access schedules.<ref>{{cite web |last=Castillo |first=Alfonso A. |date=October 3, 2015 |title=MTA 'megaproject' challenged by Amtrak |url=https://www.newsday.com/long-island/amtrak-s-lack-of-cooperation-will-delay-east-side-access-mta-says-1.10918335 |url-status=live |archive-url=https://web.archive.org/web/20180315134316/https://www.newsday.com/long-island/amtrak-s-lack-of-cooperation-will-delay-east-side-access-mta-says-1.10918335 |archive-date=March 15, 2018 |access-date=March 15, 2018 |website=Newsday}}</ref> These delays ultimately raised construction costs by almost $1&nbsp;billion as of April 2018,<ref name="Castillo 2018" /> and in a report that month, the MTA attributed the delays to a lack of cooperation on Amtrak's part.<ref name="MTA-CPOC-Apr2018" />{{rp|27–31}} The work at Harold Interlocking also included the installation of a [[microprocessor]]-based signal system, replacing the old [[track circuit]]-based signal system.<ref>{{cite web |last=Castillo |first=Alfonso A. |date=March 1, 2018 |title=MTA: Another snag for East Side Access project |url=https://www.newsday.com/long-island/transportation/mta-east-side-access-1.17787714 |url-status=live |archive-url=https://web.archive.org/web/20180416200643/https://www.newsday.com/long-island/transportation/mta-east-side-access-1.17787714 |archive-date=April 16, 2018 |access-date=April 16, 2018 |website=Newsday}}</ref><ref>{{cite web |date=April 5, 2018 |title=LIRR to test upgraded signal system for East Side Access project. For Railroad Career Professionals |url=https://www.progressiverailroading.com/c_s/news/LIRR-to-test-upgraded-signal-system-for-East-Side-Access-project--54361 |url-status=live |archive-url=https://web.archive.org/web/20180416200830/https://www.progressiverailroading.com/c_s/news/LIRR-to-test-upgraded-signal-system-for-East-Side-Access-project--54361 |archive-date=April 16, 2018 |access-date=April 16, 2018 |website=Progressive Railroading}}</ref> In July 2018, workers started realigning tracks to make way for the construction of the Queens tunnel portal, which was the final major contract not underway at the time.<ref>{{cite web |date=July 19, 2018 |title=LIRR relocates tracks for Grand Central tunnel |url=https://www.newsday.com/long-island/transportation/lirr-begins-relocating-tracks-for-grand-central-tunnel-1.19940155 |url-status=live |archive-url=https://web.archive.org/web/20180923235551/https://www.newsday.com/long-island/transportation/lirr-begins-relocating-tracks-for-grand-central-tunnel-1.19940155 |archive-date=September 23, 2018 |access-date=September 23, 2018 |website=Newsday}}</ref> The realignment of the three westbound Main Line and Port Washington Branch tracks, as well as the construction of a new eastbound Main Line track to replace an existing track, were completed by the end of summer 2018.<ref name=":14" />{{rp|26}} The last major construction contract—$60&nbsp;million to move tracks in Harold Interlocking and build a tunnel portal structure for Tunnel B/C—was awarded to Skanska in October 2018.<ref>{{cite web |date=October 31, 2018 |title=Press Release – MTA Headquarters – MTA Awards Final Major Construction Contract for East Side Access |url=http://www.mta.info/press-release/mta-headquarters/mta-awards-final-major-construction-contract-east-side-access |url-status=live |archive-url=https://web.archive.org/web/20181106132335/http://www.mta.info/press-release/mta-headquarters/mta-awards-final-major-construction-contract-east-side-access |archive-date=November 6, 2018 |access-date=November 6, 2018 |publisher=Metropolitan Transportation Authority}}</ref><ref>{{Cite web |date=November 13, 2018 |title=EAST SIDE ACCESS: Bringing Long Island Rail Road Service to the East Side of Manhattan LIRR Committee Report |url=http://web.mta.info/mta/news/books/docs/181113_ESA_LIRR_Committee_Report_FINAL.PDF |url-status=live |archive-url=https://web.archive.org/web/20190424014736/http://web.mta.info/mta/news/books/docs/181113_ESA_LIRR_Committee_Report_FINAL.PDF |archive-date=April 24, 2019 |access-date=November 20, 2018 |publisher=[[Metropolitan Transportation Authority]]}}</ref> Work on the tunnel structure was expected to run from mid-2019 to mid-2021.<ref>{{cite web |date=January 10, 2019 |title=Skanska Awarded Final Heavy Civil Contract for East Side Access |url=https://tunnelingonline.com/skanska-awarded-final-heavy-civil-contract-for-east-side-access/ |url-status=live |archive-url=https://web.archive.org/web/20190112150248/https://tunnelingonline.com/skanska-awarded-final-heavy-civil-contract-for-east-side-access/ |archive-date=January 12, 2019 |access-date=January 12, 2019 |website=Tunnel Business Magazine}}</ref><ref>{{cite web |last=Walker |first=Ameena |date=January 11, 2019 |title=New $60M contract will bring delayed East Side Access closer to completion |url=https://ny.curbed.com/2019/1/11/18178418/east-side-access-skanska-construction-contract-completion-date |url-status=live |archive-url=https://web.archive.org/web/20190111223145/https://ny.curbed.com/2019/1/11/18178418/east-side-access-skanska-construction-contract-completion-date |archive-date=January 11, 2019 |access-date=January 12, 2019 |website=Curbed NY}}</ref> Work on the Midday Storage Yard also progressed, and by 2019, tracks were being laid in the storage yard.<ref name="MTA-Transit-Jul2019" />{{Rp|14–18, 23}} The portal for Tunnel B/C was completed by early 2021,<ref>{{cite web | title=East Side Access Approach Structure Selected as a "Top Project" by RT&S | website=A Modern LI | date=March 18, 2021 | url=https://www.amodernli.com/east-side-access-approach-structure-selected-as-a-top-project-by-rts/ | access-date=November 14, 2022 | archive-date=November 14, 2022 | archive-url=https://web.archive.org/web/20221114233526/https://www.amodernli.com/east-side-access-approach-structure-selected-as-a-top-project-by-rts/ | url-status=dead }}</ref> and the yard was 99 percent complete by that May.<ref name="MTA-CPOC-May2021">{{Cite web |date=May 26, 2021 |title=Capital Program Oversight Committee Meeting May 2021 |url=https://new.mta.info/document/39671 |url-status=live |archive-url=https://web.archive.org/web/20210526184104/https://new.mta.info/document/39671 |archive-date=May 26, 2021 |access-date=May 26, 2021 |publisher=[[Metropolitan Transportation Authority]]}}</ref>{{Rp|9}} === Final work and opening === By May 2021, finishes were being placed in the station; the third rail, signals, and other right-of-way equipment were being tested.<ref name="MTA-CPOC-May2021" />{{Rp|9–10}} On October 31, 2021, Governor [[Kathy Hochul]] rode the first passenger test train through the East Side Access tunnels to Grand Central Terminal.<ref>{{Cite web |last=Duggan |first=Kevin |title=Test run: Hochul takes first LIRR ride to Grand Central a year ahead of East Side Access completion {{!}} amNewYork |url=https://www.amny.com/transit/gov-kathy-hochul-takes-first-lirr-to-grand-central-a-year-ahead-of-east-side-access-completion/ |url-status=live |archive-url=https://web.archive.org/web/20211101025901/https://www.amny.com/transit/gov-kathy-hochul-takes-first-lirr-to-grand-central-a-year-ahead-of-east-side-access-completion/ |archive-date=November 1, 2021 |access-date=November 1, 2021 |website=www.amny.com |date=October 31, 2021 |language=en-US}}</ref><ref name="Fan 2021">{{cite web |last=Fan |first=Christina |date=October 31, 2021 |title=East Side Access One Step Closer For Long Islanders As MTA Unveils 350,000 Square-Foot Terminal At Grand Central |url=https://newyork.cbslocal.com/2021/10/31/east-side-access-project-grand-central-lirr-terminal/ |url-status=live |archive-url=https://web.archive.org/web/20211101132718/https://newyork.cbslocal.com/2021/10/31/east-side-access-project-grand-central-lirr-terminal/ |archive-date=November 1, 2021 |access-date=November 1, 2021 |website=CBS New York – Breaking News, Sports, Weather, Traffic and the Best of NY}}</ref> In May 2022, MTA chairman Janno Lieber announced that the project was still scheduled for completion by the end of the year, and Hochul announced that the new station would be named "[[Grand Central Madison station|Grand Central Madison]]".<ref>{{cite web | last1=Siff | first1=Andrew | last2=Vazquez | first2=Jennifer | title=East Side Access Terminal Gets New Name 'Grand Central Madison' | website=NBC New York | date=May 31, 2022 | url=https://www.nbcnewyork.com/news/local/east-side-access-terminal-gets-new-name-grand-central-madison/3713456/ | access-date=May 31, 2022}}</ref><ref>{{cite web | last=Duggan | first=Kevin | title=East Side Access project, renamed 'Grand Central Madison,' will increase LIRR service by 40%, Hochul says | website=amNewYork | date=May 31, 2022 | url=https://www.amny.com/transit/lirr-grand-central-mta-hochul/ | access-date=May 31, 2022 | archive-date=June 3, 2022 | archive-url=https://web.archive.org/web/20220603011618/https://www.amny.com/transit/lirr-grand-central-mta-hochul/ | url-status=live }}</ref> More extensive tests of operation and safety features (e.g., the [[positive train control]] system) were underway and were expected to be completed by the end of 2022.<ref name="enr0522">{{cite news |url=https://www.enr.com/articles/54087-mta-chugs-toward-finish-line-in-east-side-access-marathon |title=MTA Chugs Toward Finish Line In East Side Access Marathon |date=May 11, 2022 |work=Engineering News-Record |last=Stabile |first=Tom |access-date=July 12, 2022 |archive-date=August 8, 2022 |archive-url=https://web.archive.org/web/20220808032738/https://www.enr.com/articles/54087-mta-chugs-toward-finish-line-in-east-side-access-marathon |url-status=live }}</ref> By late 2022, there were concerns that the project's completion could be delayed to March 2023.<ref name="Nessen 2022" /> At the time, the MTA had not yet activated the [[Advanced Civil Speed Enforcement System]], which would automatically activate the brakes of oversized trains that attempted to enter the tunnels.<ref name="Nessen 2022">{{cite web | last=Nessen | first=Stephen | title=Key safety approval could delay MTA's long-stalled East Side Access project | website=Gothamist | date=November 8, 2022 | url=https://gothamist.com/news/key-safety-approval-could-delay-mtas-long-stalled-east-side-access-project | access-date=November 9, 2022}}</ref><ref name="Railway Age 2022">{{cite web | title=LIRR Seeks 'Temporary Relief' From FRA's Hazard Detectors Requirements | website=Railway Age | last=Worrell | first=Carolina | date=October 24, 2022 | url=https://www.railwayage.com/regulatory/lirr-seeks-temporary-relief-from-fras-hazard-detectors-requirements/ | access-date=November 9, 2022}}</ref> In addition, mass-transit ridership declined significantly following the onset of the [[COVID-19 pandemic]] in early 2020, and the LIRR's passenger numbers had not completely recovered more than two years later. Large amounts of office space in Midtown Manhattan were still vacant, although MTA officials expressed optimism that the completion of East Side Access would attract office workers back to Midtown.<ref name="Hallum 2022">{{cite web |last=Hallum |first=Mark |date=November 9, 2022 |title=Grand Central-Long Island Connection Opening Amid Slumping Commuter Numbers |url=https://commercialobserver.com/2022/11/grand-central-madison/ |access-date=November 10, 2022 |website=Commercial Observer}}</ref> The LIRR received operational control of the Grand Central Madison station on December 9, 2022, upon which the station and tracks became subject to [[Federal Railroad Administration]] regulations.<ref name="Brachfeld 2022">{{cite web | last=Brachfeld | first=Ben | title=LIRR assumes operational control of Grand Central Madison, but still no opening date | website=amNewYork | date=December 11, 2022 | url=https://www.amny.com/news/lirr-control-grand-central-madison/ | access-date=December 12, 2022}}</ref><ref name="Yanes 2022">{{cite web | last=Yanes | first=Darwin | title=LIRR takes operational control of Grand Central Madison, MTA says | website=Newsday | date=December 11, 2022 | url=https://www.newsday.com/long-island/transportation/grand-central-madison-lirr-mta-operational-control-o9293qc6 | access-date=December 12, 2022}}</ref> The Grand Central Madison station remained unopened two weeks later; MTA chairman [[Janno Lieber]] attributed the delays to a single ventilation fan that could not exhaust enough air.<ref name="Sanderson 2022">{{cite web | last=Sanderson | first=Bill | title=Balky ventilation fan last hurdle keeping LIRR trains from Grand Central | website=New York Daily News | date=December 21, 2022 | url=https://www.nydailynews.com/new-york/ny-mta-grand-central-fan-delays-lirr-service-start-20221221-4tvycd7lcnbxbinmnlwhym3bhq-story.html | access-date=December 25, 2022}}</ref><ref name="Castillo 2022">{{cite web | last=Castillo | first=Alfonso A. | title=MTA chairman Janno Lieber: East Side Access opening held up by exhaust fan | website=Newsday | date=December 21, 2022 | url=https://www.newsday.com/long-island/transportation/east-side-access-opening-exhaust-fan-djjj20qa | access-date=December 25, 2022}}</ref> At the end of December 2022, the MTA postponed the station's opening to January 2023.<ref name="Siff 202212">{{cite web | last=Siff | first=Andrew | title=Grand Central Madison Won't Open in 2022 – Here's Target Date for NYC's New LIRR Stop | website=NBC New York | date=December 29, 2022 | url=https://www.nbcnewyork.com/news/local/grand-central-madison-wont-open-in-2022-heres-target-date-for-nycs-new-lirr-stop/4020235/ | access-date=December 30, 2022}}</ref><ref name="Chayes 202212">{{cite web | last=Chayes | first=Matthew | title=Grand Central Madison will not open in 2022, MTA says | website=Newsday | date=December 29, 2022 | url=https://www.newsday.com/long-island/transportation/grand-central-madison-opening-plan-yqs17iwg | access-date=December 30, 2022}}</ref> Early the next month, Lieber indicated that the station's opening could be postponed further to February 2023.<ref name="Castillo 202301">{{cite web | last=Castillo | first=Alfonso A. | title=Deadline for connecting LIRR to Grand Central still not certain, transit chief says | website=Newsday | date=January 11, 2023 | url=https://www.newsday.com/long-island/transportation/lirr-grand-central-terminal-mta-janno-lieber-east-side-access-nh6ww2zz | access-date=January 12, 2023}}</ref><ref name="Gothamist 202301">{{cite web | title=MTA's East Side Access project delayed again due to vent problems | first=Stephen | last=Nessen | website=Gothamist | date=January 11, 2023 | url=https://gothamist.com/news/mtas-east-side-access-project-delayed-again-due-to-vent-problems | access-date=January 12, 2023}}</ref> Non-revenue shuttle trains began running on January 11, 2023,<ref name="Gothamist 2023">{{cite web |last=Nessen |first=Stephen |date=January 18, 2023 |title=Grand Central Madison is closed, but the MTA is running empty trains there anyway |url=https://gothamist.com/news/grand-central-madison-is-closed-but-the-mta-is-running-empty-trains-there-anyway |access-date=January 24, 2023 |website=Gothamist}}</ref> and the FRA said on January 19 that the LIRR had finished installing ACSES equipment in the tunnels.<ref name="Castillo 2023">{{cite web |last=Castillo |first=Alfonso A. |date=January 20, 2023 |title=Feds approve LIRR safety system for East Side Access |url=https://www.newsday.com/long-island/transportation/east-side-lirr-positive-train-control-y7981hy2 |access-date=January 24, 2023 |website=Newsday}}</ref> On the evening of January 23, 2023, it was announced that the station would open on January 25;<ref>{{cite web | last=Castillo | first=Alfonso A. | title=LIRR Grand Central Madison service to begin on Wednesday | website=Newsday | date=January 24, 2023 | url=https://www.newsday.com/long-island/transportation/grand-central-madison-opening-lirr-h5jtaglk | access-date=January 24, 2023}}</ref><ref>{{cite web | last=Siff | first=Andrew | title=NYC's New LIRR Stop at Grand Central Madison Set to Open This Week – What to Know | website=NBC New York | date=January 23, 2023 | url=https://www.nbcnewyork.com/news/local/nycs-new-lirr-stop-at-grand-central-madison-set-to-open-this-week-what-to-know/4063632/ | access-date=January 24, 2023}}</ref> the station opened as scheduled on that date, with the first train leaving Jamaica at 10:45&nbsp;am.<ref name="Castillo 2023a">{{cite web | last=Castillo | first=Alfonso A. | title=Grand Central Madison opens Wednesday, culmination of $11.1 billion East Side Access project | website=Newsday | date=January 24, 2023 | url=https://www.newsday.com/long-island/transportation/grand-central-madison-opening-east-side-access-s4cp212s | access-date=January 26, 2023}}</ref> The initial "Grand Central Direct" service ran only between Jamaica and Grand Central Madison, with trains alternatively skipping or serving all intermediate stops.<ref name="at long last" /><ref name="Brachfeld 2023">{{cite web | last=Brachfeld | first=Ben | title=FINALLY! Grand Central Madison station opens after decades of planning and construction | website=amNewYork | date=January 24, 2023 | url=https://www.amny.com/transit/grand-central-madison-finally-open-jan-25/ | access-date=January 27, 2023}}</ref> On February 8, 2023, the MTA announced that it would implement full service on February 27, with 296 daily trains operating to or from Grand Central Madison.<ref name="feb27">{{cite news |url=https://www.nydailynews.com/new-york/ny-grand-central-madison-full-lirr-service-long-island-feb-27-20230208-po2wrgconbgexgohotpjz5n3sa-story.html |title=Full LIRR service starting at Grand Central Terminal on Feb. 27 |work=New York Daily News |first=Evan |last=Simko-Bednarski |date=February 8, 2023 |access-date=February 8, 2023}}</ref> == Route == [[File:ESA 1225 (8310696319).jpg|thumb|left|upright=1.1|alt=Portals for the four tunnels under Sunnyside Yard in Queens. There are three tunnels on the upper level and a fourth tunnel on the lower level.|Starting point for the four Queens tunnels under Sunnyside Yard. The top three tunnels (Tunnels A, B/C, and D, from left to right) connect to the LIRR Main Line, while the bottom tunnel connects to storage and maintenance tracks.]] Extending between Sunnyside Yard in Queens and Grand Central Terminal in Manhattan, the East Side Access project created an LIRR branch from its Main Line through new track connections at Harold Interlocking within Sunnyside Yard, and through the lower level of the existing 63rd Street Tunnel under the East River. A storage yard adjacent to Sunnyside Yard is also being built, connecting to the 63rd Street Tunnel via a [[balloon loop|loop]]. In Manhattan new tunnels begin at the western end of the 63rd Street Tunnel at [[Second Avenue (Manhattan)|Second Avenue]], curving south under [[Park Avenue]] and entering [[Grand Central LIRR terminal|a new LIRR terminal]] beneath Grand Central.<ref>{{Cite web |url=http://web.mta.info/capital/comout_esa_alt.html |title=Capital Programs East Side Access |website=web.mta.info |publisher=[[Metropolitan Transportation Authority]] |language=en |access-date=February 3, 2018 |archive-date=February 3, 2018 |archive-url=https://web.archive.org/web/20180203124515/http://web.mta.info/capital/comout_esa_alt.html |url-status=live }}</ref> Excluding storage tunnels, the project is about {{Convert|4|mi||abbr=}} long, consisting of {{Cvt|5500|ft||abbr=}} of new route in Queens, {{Cvt|8600|ft||abbr=}} of preexisting route under the 63rd Street Tunnel, and {{Cvt|7200|ft||abbr=}} of new route in Manhattan.<ref name="MTA-Transit-Jul2020">{{Cite web|date=July 22, 2020|title=Capital Program Oversight Committee Meeting|url=https://new.mta.info/document/18336|access-date=July 21, 2020|publisher=[[Metropolitan Transportation Authority]]|archive-date=July 21, 2020|archive-url=https://web.archive.org/web/20200721162332/https://new.mta.info/document/18336|url-status=live}}</ref>{{Rp|8}} On the Queens side, four tunnels merge into two tracks and enter the lower level of the 63rd Street Tunnel. Three of them (Tunnels A, B/C, and D) connect to the busy Harold Interlocking, splitting off the Main Line. A fourth tunnel on a lower level connects to the Midday Storage Yard.<ref name="mta20120124">{{cite AV media |url=https://www.youtube.com/watch?v=jJsp63w4lVs |title=East Side Access 1/24/2012 Update |author=[[Metropolitan Transportation Authority]] |access-date=May 8, 2012 |via=[[YouTube]] |archive-date=April 10, 2013 |archive-url=https://web.archive.org/web/20130410004052/http://www.youtube.com/watch?v=jJsp63w4lVs |url-status=live }}</ref> The Midday Storage Yard, located to the northwest of the existing Sunnyside Yard, comprises {{convert|33|acre|ha}} and will contain 24 storage tracks once completed.<ref>{{Cite web|url=https://www1.nyc.gov/assets/queenscb2/downloads/pdf/east_side_access_winter_2018_newsletter.pdf|title=East Side Access Newsletter|website=[[Government of New York City|nyc.gov]]|date=Winter 2018|page=2|access-date=September 26, 2018|archive-date=September 26, 2018|archive-url=https://web.archive.org/web/20180926205700/https://www1.nyc.gov/assets/queenscb2/downloads/pdf/east_side_access_winter_2018_newsletter.pdf|url-status=live}}</ref> [[Tutor Perini]] is constructing the $291&nbsp;million yard just south of the existing Harold Interlocking.<ref name=":12" /> The line fans out into a bi-level station under Grand Central Terminal with eight tracks, four on each level.<ref name="NBC-ESA-2015" /> South of the station, the four tracks on each level merge into two {{Convert|1700|ft|m|-long|adj=mid}} storage tracks, with one in each cavern on each level. These storage tracks, which extend under Park Avenue south to 38th Street, are long enough to store one {{Convert|1020|ft|m|-long|adj=mid}}, 12-car train. The storage tracks were not part of the original proposal, as they were added in a 2008 modification to the plans for East Side Access.<ref>{{Cite web|url=http://web.mta.info/capital/esa_docs/Technical%20Memo%203%20Environmental%20Review%20of%20Potential%20Design%20Changes.pdf|title=MTA LIRR East Side Access Technical Memorandum Assessing Design Refinement: Tail Tracks Ventilation Plenum and Grate|date=February 2008|publisher=[[Metropolitan Transportation Authority]]|page=1|access-date=February 5, 2018|archive-date=August 22, 2014|archive-url=https://web.archive.org/web/20140822211529/http://web.mta.info/capital/esa_docs/Technical%20Memo%203%20Environmental%20Review%20of%20Potential%20Design%20Changes.pdf|url-status=live}}</ref> The project also included the construction of several ventilation plants. One is located at 44th Street, near the [[Yale Club of New York City]], while another is located at 50th Street east of Madison Avenue.<ref name="MTA-ESA-EIS-Mod-2006">{{Cite book |url=http://web.mta.info/capital/esa_docs/eafiles06/01%20Purpose%20and%20Need.pdf |title=East Side Access Modification to Environmental Impact Statement |date=April 2006 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |chapter=Chapter 1: Purpose and Need |access-date=February 2, 2018 |archive-url=https://web.archive.org/web/20160304001445/http://web.mta.info/capital/esa_docs/eafiles06/01%20Purpose%20and%20Need.pdf |archive-date=March 4, 2016 |url-status=live}}</ref>{{rp|11}}<ref name="New York Post 2012" /> Ventilation facilities are also located on Park Avenue at 38th Street and at 55th Street, as well as on 63rd Street at York Avenue and at 2nd Avenue.<ref name="New York Post 2012">{{cite web |title=MTA awards contract for LIRR-Grand Central tunnel ventilation facility |website=New York Post |date=September 24, 2012 |url=https://nypost.com/2012/09/24/mta-awards-contract-for-lirr-grand-central-tunnel-ventilation-facility/ |access-date=February 3, 2018 |archive-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180204124014/https://nypost.com/2012/09/24/mta-awards-contract-for-lirr-grand-central-tunnel-ventilation-facility/ |url-status=live }}</ref> == Station == {{Main|Grand Central Madison station}} [[File:Grand Central Madison Wayfinding Exercise (52497881340).jpg|thumb|upright=1.1|alt=View of a platform within the Grand Central LIRR terminal. There is a train on the left, and two people are walking on the platform to the right.|Platform of the new terminal]] The new LIRR terminal at Grand Central, located 14 stories below ground, has {{convert|350000|sqft|m2}} with four platforms and eight tracks, plus a new retail and dining concourse with 25 retail spaces. There are two caverns containing one platform and two tracks on each of two levels; a mezzanine is located between the two platform levels.<ref name="NBC-ESA-2015">{{cite news |url=http://www.nbcnewyork.com/news/local/MTA-East-Side-Access-Project-Grand-Central-Terminal-Long-Island-Rail-Road-Tour-340356972.html |title=Massive East Side Access Project Rolling On Under Grand Central |last=Dobnik |first=Verena |website=nbcnewyork.com |date=November 4, 2015 |access-date=January 19, 2016 |archive-date=December 1, 2019 |archive-url=https://web.archive.org/web/20191201005016/https://www.nbcnewyork.com/news/local/MTA-East-Side-Access-Project-Grand-Central-Terminal-Long-Island-Rail-Road-Tour-340356972.html |url-status=live }}</ref><ref name="Herald Community Newspapers 2018" /> The LIRR terminal is accessed via stairwells, 22 elevators, and 47 escalators connecting to the existing food court at the lower level of Grand Central. The number of elevators in this terminal exceeds the 19 escalators in the remainder of the LIRR system combined.<ref name=":7">{{Cite web |url=https://www.wsj.com/articles/SB10001424052702303592404577363870044817572 |title=MTA Focuses on Ups, Downs |last=Mann |first=Ted |date=April 26, 2012 |work=[[The Wall Street Journal]] |access-date=August 5, 2016 |archive-date=January 10, 2021 |archive-url=https://web.archive.org/web/20210110100458/https://www.wsj.com/articles/SB10001424052702303592404577363870044817572 |url-status=live }}</ref> The MTA originally planned to build and open additional entrances at 44th, 45th, 47th, and 48th Streets.<ref name="MTA-ESA-EIS-Mod-AppendixB-2006">{{Cite book |url=http://web.mta.info/capital/esa_docs/eafiles06/Appendix%20B%20Upper%20Level%20Loop%20Alternative%20Analysis.pdf |title=East Side Access Modification to Environmental Impact Statement |date=April 2006 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |chapter=Appendix B: Upper Level Loop Analysis |access-date=February 2, 2018 |archive-url=https://web.archive.org/web/20140825085744/http://web.mta.info/capital/esa_docs/eafiles06/Appendix%20B%20Upper%20Level%20Loop%20Alternative%20Analysis.pdf |archive-date=August 25, 2014 |url-status=live}}</ref>{{rp|3}}<ref name="Ocean 2015">{{cite web |last=Ocean |first=Justin |date=November 4, 2015 |title=Inside the Massive New Rail Tunnels Beneath NYC's Grand Central |url=https://www.bloomberg.com/news/photo-essays/2015-11-04/lirr-east-side-access-grand-central-terminal-tunnels-construction |url-status=live |archive-url=https://web.archive.org/web/20180204093250/https://www.bloomberg.com/news/photo-essays/2015-11-04/lirr-east-side-access-grand-central-terminal-tunnels-construction |archive-date=February 4, 2018 |access-date=February 2, 2018 |website=Bloomberg.com}}</ref><ref name="MTA-EntranceMemo-2018">{{Cite web|url=http://web.mta.info/capital/esa_docs/MTA_LIRR_ESA_Environmental_Re-Evaluation_Consulation_Form_Review_5-4-2018.pdf|title=MTA LIRR East Side Access Environmental Re-Evaluation Consultation Form Review|date=May 4, 2018|publisher=[[Metropolitan Transportation Authority]]|access-date=February 5, 2019|archive-date=February 7, 2019|archive-url=https://web.archive.org/web/20190207020134/http://web.mta.info/capital/esa_docs/MTA_LIRR_ESA_Environmental_Re-Evaluation_Consulation_Form_Review_5-4-2018.pdf|url-status=live}}</ref>{{rp|5}} The station connects to existing entrances at [[Grand Central Terminal#Grand Central North|Grand Central North]]. The LIRR station also contains entrances at 335 Madison Avenue, near the southeast corner with 44th Street; at [[270 Park Avenue (2021–present)|270 Park Avenue]] and [[280 Park Avenue]] near 47th and 48th–49th Streets, respectively; and at 347 Madison Avenue, on the east side of the avenue at 45th Street. An entrance on 46th Street between Lexington and Park Avenue was also built, connecting with Grand Central North.<ref name=MTA-EntranceMemo-2018 />{{rp|5–6}} The MTA later announced its intent to defer construction of an entrance at 48th Street because the owner of 415 Madison Avenue wanted to undertake a major construction project on the site.<ref name=MTA-EntranceMemo-2018 />{{rp|7}} The MTA also connected the new station to the existing 47th Street cross-passage.<ref name=MTA-ESA-EIS-Mod-AppendixB-2006 />{{rp|3}}<ref name="Ocean 2015" /> The escalators are up to {{Convert|180|ft|m}} long and descend more than {{Convert|90|ft|m}}. The escalators and elevators are among the few privately operated escalators and elevators in the entire MTA system.<ref name=":7" /> == Service changes == Trains to Grand Central run 20 hours a day.<ref>{{Cite web |url=https://new.mta.info/document/105261 |title=City Terminal − Grand Central |publisher=[[Metropolitan Transportation Authority]] |access-date=February 27, 2022 }}</ref> {{As of|2015|alt=In 2015}}, plans called for 24 trains per hour to run to Grand Central during peak morning hours, with an estimated 162,000 passenger trips to and from Grand Central on an average weekday.<ref name="Ocean 2015" /><ref name="Harshbarger 2015">{{cite web |last=Harshbarger |first=Rebecca |date=November 4, 2015 |title=350-million-year-old rock pulverized for new rail tunnels |url=https://www.amny.com/transit/east-side-access-update-mta-pulverized-350-million-year-old-rock-under-grand-central-terminal-1.11060118 |url-status=live |archive-url=https://web.archive.org/web/20180203123607/https://www.amny.com/transit/east-side-access-update-mta-pulverized-350-million-year-old-rock-under-grand-central-terminal-1.11060118 |archive-date=February 3, 2018 |access-date=February 2, 2018 |website=am New York}}</ref><ref>{{Cite web |date=November 2, 2015 |title=ESA Facts & Figures |url=http://web.mta.info/capital/esa_docs/ESA%20Press%20Kit%20-%20FACTS%20&%20FIGURES_11.2015.pdf |url-status=live |archive-url=https://web.archive.org/web/20160225045032/http://web.mta.info/capital/esa_docs/ESA%20Press%20Kit%20-%20FACTS%20%26%20FIGURES_11.2015.pdf |archive-date=February 25, 2016 |access-date=February 17, 2016 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]]}}</ref> [[Bilevel rail car]]s, such as the LIRR's [[EMD DE30AC and DM30AC|DM30AC]] and [[C3 (railcar)|C3]] fleet, cannot serve Grand Central because their [[loading gauge]] is too large for the tunnel.<ref name="mta-esa28">{{Cite book |url=http://web.mta.info/capital/esa_docs/feisfiles/28_comments_and_responses.pdf |title=East Side Access Environmental Impact Statement |date=March 2001 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |chapter=Chapter 28: Comments and Responses on the Draft Environmental Impact Statement |access-date=February 2, 2018 |archive-url=https://web.archive.org/web/20180315133853/http://web.mta.info/capital/esa_docs/feisfiles/28_comments_and_responses.pdf |archive-date=March 15, 2018 |url-status=live}}</ref>{{rp|10–11}}<ref name="liw010620">{{cite news |last=Penner |first=Larry |date=January 6, 2020 |title=The Real Co$ts of LIRR East Side Access to Grand Central Terminal |publisher=Long Island Weekly |url=https://longislandweekly.com/the-real-cots-of-lirr-east-side-access-to-grand-central-terminal/ |url-status=live |access-date=June 14, 2022 |archive-url=https://web.archive.org/web/20210709192633/https://longislandweekly.com/the-real-cots-of-lirr-east-side-access-to-grand-central-terminal/ |archive-date=July 9, 2021}}</ref> Although [[M3 (railcar)|M3]] electric multiple units can fit in the 63rd Street Tunnel, the fleet is not compatible with the new line's safety and signaling systems. As a result, when East Side Access opened, about 22 percent of the LIRR's fleet was unable to serve Grand Central Madison.<ref name="Gothamist 20232">{{cite web |date=March 14, 2023 |title=More than 20% of LIRR trains can't run in Grand Central Madison tunnel |url=https://gothamist.com/news/more-than-20-of-lirr-trains-cant-fit-into-grand-central-madison-tunnel |access-date=March 20, 2023 |website=Gothamist}}</ref> ===Timetable overhaul=== In anticipation of the completion of East Side Access and related projects, in 2022, the MTA overhauled LIRR timetables for the first time in more than 30 years.<ref name="governor053122">{{cite web |date=May 31, 2022 |title=Governor Hochul Announces New Long Island Rail Road Terminal in Midtown Manhattan Will Be Named Grand Central Madison |url=https://www.governor.ny.gov/news/governor-hochul-announces-new-long-island-rail-road-terminal-midtown-manhattan-will-be-named |url-status=live |archive-url=https://web.archive.org/web/20220603012051/https://www.governor.ny.gov/news/governor-hochul-announces-new-long-island-rail-road-terminal-midtown-manhattan-will-be-named |archive-date=June 3, 2022 |access-date=June 14, 2022 |website=governor.ny.gov}}</ref> On June 2, 2022, the MTA released draft timetables<ref name="newsday060322">{{cite news |last=Castillo |first=Alfonso A. |date=June 3, 2022 |title=LIRR's issues Grand Central Madison draft timetables, with some critics |work=Newsday |publisher= |url=https://www.newsday.com/long-island/transportation/lirr-timetables-grand-central-madison-trains-v9d6fgt2 |url-status=live |access-date=June 14, 2022 |archive-url=https://web.archive.org/web/20220612161351/https://www.newsday.com/long-island/transportation/lirr-timetables-grand-central-madison-trains-v9d6fgt2 |archive-date=June 12, 2022}}</ref><ref name="MTAESAtt">{{cite web |date=June 2, 2022 |title=LIRR to Grand Central: Draft Schedules |url=https://new.mta.info/agency/long-island-rail-road/lirr-to-grand-central/schedules |access-date=June 14, 2022 |website=mta.info |archive-date=June 11, 2022 |archive-url=https://web.archive.org/web/20220611002046/https://new.mta.info/agency/long-island-rail-road/lirr-to-grand-central/schedules |url-status=live }}</ref> that LIRR president Catherine Rinaldi pronounced "revolutionary", saying, "In one stroke, we are increasing service by 40%."<ref name="newsday060322" /> The public was invited to comment on the proposed changes at a virtual public meeting on July 13, 2022;<ref name="newsday060322" /> after hundreds of people registered to speak, two more such meetings were added.<ref>{{Cite news|date=2022-08-04 |title=LIRR Announces Additional Virtual Public Meetings On Proposed Schedule Changes |url=https://portwashington-news.com/lirr-announces-additional-virtual-public-meetings-on-proposed-schedule-changes/ |access-date=2023-02-21 |newspaper=Port Washington News |language=en-US}}</ref> These meetings notwithstanding, MTA officials said in December that the late-June draft would be implemented when Grand Central Madison opened for full service.<ref name="Hoogensen 2022">{{cite web | last=Hoogensen | first=Finn | title=LIRR to offer direct train between Grand Central Madison and Jamaica, Queens | website=PIX11 | date=December 19, 2022 | url=https://pix11.com/news/local-news/lirr-to-offer-direct-train-between-grand-central-madison-and-jamaica/ | access-date=December 22, 2022 | archive-date=December 22, 2022 | archive-url=https://web.archive.org/web/20221222012341/https://pix11.com/news/local-news/lirr-to-offer-direct-train-between-grand-central-madison-and-jamaica/ | url-status=dead }}</ref> The revised timetables proposed a substantial increase in [[reverse commute|reverse-peak]] and off-peak service on most branches. This included half-hourly off-peak service on the Main Line to and from [[Ronkonkoma station|Ronkonkoma]] (increased from hourly) and hourly off-peak service on the [[West Hempstead Branch]] (increased from bihourly). Additionally, due to the simultaneous completion of the [[Long Island Rail Road Expansion Project|Main Line Third Track project]], reverse-peak service gaps of over 90 minutes along the Main Line were eliminated.{{efn|This includes the Main Line west of [[Hicksville station|Hicksville]] and the [[Oyster Bay Branch|Oyster Bay]], [[Port Jefferson Branch|Port Jefferson]], and Ronkonkoma Branches. Prior to the opening of the third track, reverse-peak service was severely limited by the need to use both Main Line tracks in the peak direction during the busiest period of rush hour.<ref name="benefits">{{cite web |url=https://www.amodernli.com/project-benefits/ |title=Project Benefits |website=amodernli.com |access-date=June 14, 2022 |archive-date=July 27, 2021 |archive-url=https://web.archive.org/web/20210727110258/https://amodernli.com/project-benefits/ |url-status=live }}</ref>}}<ref name="governor053122" /><ref name="pix060322">{{cite news |last=Hoogensen |first=Finn |date=June 2, 2022 |title=Grand Central Madison: LIRR releases draft timetables for new terminal |publisher=[[WPIX|PIX 11]] |url=https://pix11.com/news/transit/lirr-reveals-big-service-increases-in-proposed-timetables-to-grand-central-madison/ |access-date=June 14, 2022}}</ref> Additionally, most branches received service to both Manhattan terminals, with a considerable increase in the total number of trains to and from Manhattan during peak hours.<ref name="newsday060322" /><ref name="pix060322" /> The inconsistent service patterns of most branches were also restructured into simpler patterns with western zones (closer to New York City) and eastern zones (away from New York City).<ref name="LIRRtoday">{{cite web |date=June 9, 2022 |title=East Side Access service plan proposes measly peak service increases |url=https://www.thelirrtoday.com/2022/06/east-side-access-service-plan-peak.html |access-date=June 14, 2022 |website=thelirrtoday.com |archive-date=June 9, 2022 |archive-url=https://web.archive.org/web/20220609110127/https://www.thelirrtoday.com/2022/06/east-side-access-service-plan-peak.html |url-status=live }}</ref> The draft timetables called for more evenly spaced trains.<ref name="newsday060322" /><ref name="beagle060622" /> The timetables were also designed to accommodate repairs to the [[East River Tunnels]] to Penn Station following damage from [[Hurricane Sandy]] in 2012. The reduction of tunnel capacity (from four to three operational tunnels) during renovation, resulting in the need to share additional track space with [[Amtrak]] and [[NJ Transit Rail Operations|NJ Transit]], was cited as a reason for reduction in service to Penn Station in the draft timetables. {{As of|2022}}, renovation work was expected to begin no earlier than 2024 and take about three years to complete.<ref name="newsday102822">{{cite news |date=October 28, 2022 |title=Sandy-damaged tunnel repairs haven't begun, limiting LIRR service to Penn Station |url=https://www.newsday.com/sandy-tunnel-repairs-lirr-ytmygxum |last=Castillo |first=Alfonso A. |work=Newsday |access-date=October 30, 2022}}</ref> ==== Critical reception ==== These changes have met generally positive reception for introducing additional flexibility to peak commuters, especially those traveling to the East Side, and facilitating the development of job centers on Long Island for reverse commuters.<ref name="libn060722">{{cite news |last=Genn |first=Adina |date=June 7, 2022 |title=East Side Access touted as economic game changer for LI |publisher=Long Island Business News |url=https://libn.com/2022/06/07/east-side-access-touted-as-economic-game-changer-for-li/ |access-date=June 14, 2022 |archive-date=June 9, 2022 |archive-url=https://web.archive.org/web/20220609080420/https://libn.com/2022/06/07/east-side-access-touted-as-economic-game-changer-for-li/ |url-status=live }}</ref> In the June 2022 MTA board meeting, chairman Janno Lieber described increased reverse-peak service as having a "potential boom to Long Island's economy".<ref name="newsday062922">{{cite news |url=https://www.newsday.com/long-island/transportation/mta-east-side-access-eg7fx4fq |title=MTA chairman making no 'apologies' for East Side Access plan |date=June 29, 2022 |publisher=Newsday |last=Castillo |first=Alfonso A. |access-date=June 30, 2022 |archive-date=June 29, 2022 |archive-url=https://web.archive.org/web/20220629212049/https://www.newsday.com/long-island/transportation/mta-east-side-access-eg7fx4fq |url-status=live }}</ref> Some proposed service changes were not well received.<ref name="beagle060622">{{cite news |url=https://brooklyneagle.com/articles/2022/06/06/lirrs-new-manhattan-terminal-means-more-trains-from-brooklyn-but-most-will-be-jamaica-shuttles/ |title=LIRR's new Manhattan terminal means more trains from Brooklyn, but most will be Jamaica shuttles |date=June 6, 2022 |last=Geberer |first=Ranaan |work=[[Brooklyn Eagle#1990s–present version|Brooklyn Daily Eagle]] |access-date=June 14, 2022 |archive-date=June 14, 2022 |archive-url=https://web.archive.org/web/20220614181838/https://brooklyneagle.com/articles/2022/06/06/lirrs-new-manhattan-terminal-means-more-trains-from-brooklyn-but-most-will-be-jamaica-shuttles/ |url-status=live }}</ref><ref name="libn060722" /> The new timetables have been criticized for greatly reducing the amount of through service to Atlantic Terminal and not sufficiently augmenting peak service,<ref name="newsday060322" /><ref name="beagle060622" /> with some stations even seeing a slight reduction in peak service.{{efn|This includes various stations on different branches,<ref name="LIRRtoday" /> as well as Penn Station, which will be served by 10 fewer AM peak trains.<ref name="newsday060322" />}}  Additionally, reconfiguration of the track layout of Jamaica station will require Brooklyn-bound riders to perform up-and-over transfers to a new Platform F; this has been criticized as being much less convenient than cross-platform transfers, especially for disabled customers.<ref name="newsday062922" /><ref name="PCAC">{{cite press release |date=June 21, 2022 |url=https://pcac.org/pcac-press-release-on-lirr-east-side-access-proposed-service-plans-calls-for-more-public-meetings-and-participation-opportunities-for-commuters/ |title=PCAC Press Release on LIRR East Side Access Proposed Service Plans: Calls For More Public Meetings and Participation Opportunities for Commuters |publisher=Permanent Citizens Advisory Committee to the MTA |access-date=June 30, 2022 |archive-date=July 14, 2022 |archive-url=https://web.archive.org/web/20220714021858/https://pcac.org/pcac-press-release-on-lirr-east-side-access-proposed-service-plans-calls-for-more-public-meetings-and-participation-opportunities-for-commuters/ |url-status=live }}</ref> Riders have also criticized the elimination of timed connections at Jamaica, which will no longer be built into the schedule; the MTA claims that this change will reduce delays and allow more trains to run.{{efn|Until 2022, several trains going in the same direction have been scheduled to arrive at Jamaica at the same time, a system through which passengers had quick cross-platform transfers to reach their desired branch. Under the new system, connections will not be timed, requiring riders to wait an arbitrary amount of time for the next train to their destination.}}<ref name="governor053122" /> Some have stated that poorly-timed connections, especially to and from Brooklyn shuttles,<ref name="newsday052519">{{cite news |last=Castillo |first=Alfonso A. |date=May 25, 2019 |title=New amenitites coming to Jamaica station, but it might be bad marriage for Brooklyn |publisher=Newsday |url=https://www.newsday.com/long-island/jamaica-plan-opposition-east-access-o69302 |access-date=June 14, 2022 |archive-date=June 14, 2022 |archive-url=https://web.archive.org/web/20220614135356/https://www.newsday.com/long-island/jamaica-plan-opposition-east-access-o69302 |url-status=live }}</ref><ref name="newsday061822" /> could lengthen their daily commutes by over 20 minutes.<ref name="newsday061822">{{cite news |url=https://www.newsday.com/long-island/transportation/brooklyn-lirr-commuters-vgo4xj9q |title=LIRR commuters not pleased with proposed changes |last=Castillo |first=Alfonso A. |date=June 18, 2022 |work=Newsday |access-date=June 18, 2022 |archive-date=June 18, 2022 |archive-url=https://web.archive.org/web/20220618101158/https://www.newsday.com/long-island/transportation/brooklyn-lirr-commuters-vgo4xj9q |url-status=live }}</ref> Diesel branches{{efn|The Oyster Bay Branch, Port Jefferson Branch east of [[Huntington (LIRR station)|Huntington]], Montauk Branch east of [[Babylon station|Babylon]], and Main Line east of Ronkonkoma}} are also not slated to see considerably increased service, as noted by one blogger.<ref name="LIRRtoday" /> Despite this backlash, Lieber urged customers to "give it a chance" and declared that the MTA was "making no apologies" for the proposed service plan.<ref name="newsday062922" /> On September 28, 2022, following backlash from customers, the MTA announced the restoration of three express trains serving Penn Station on the Port Washington Branch, which were initially cut from the draft timetables.<ref name=senate092822>{{cite web |url=https://www.nysenate.gov/newsroom/articles/2022/anna-m-kaplan/important-lirr-commuter-update-express-trains-have-been-saved |title=Important LIRR Commuter Update: Express Trains Have Been Saved |website=nysenate.gov |last=Kaplan |first=Anna M. |author-link=Anna Kaplan |date=September 28, 2022 |access-date=October 1, 2022}}</ref> The February 2023 timetables were likewise met with mixed reception, with some commuters anticipating newfound flexibility, and others criticizing the MTA for not responding to community feedback on the draft timetables.<ref name=Castillo202302>{{cite news |url=https://www.newsday.com/long-island/transportation/grand-central-madison-long-island-rail-road-revised-train-schedules-east-side-access-gaz6p8o0 |title=LIRR riders await new Grand Central service with enthusiasm, trepidation |last=Castillo |first=Alfonso A. |date=February 24, 2023 |work=Newsday |access-date=February 27, 2023}}</ref> In particular, riders on the [[Oyster Bay Branch]] (a diesel-only branch) expressed concerns that the new schedules had eliminated direct transfers at the Jamaica station, thereby lengthening their commutes.<ref name="Gusoff 2023">{{cite web |last=Gusoff |first=Carolyn |date=February 24, 2023 |title=Frustrated Long Island Rail Road riders say new schedule will make commutes longer, less convenient |url=https://www.cbsnews.com/newyork/news/frustrated-lirr-riders-say-new-schedule-will-make-commutes-longer-less-convenient/ |access-date=March 20, 2023 |website=CBS News}}</ref> ===Implementation of changes=== A shuttle service, Grand Central Direct, operated between Grand Central Madison and Jamaica between January 25 and February 26, 2023. Grand Central Direct trains ran hourly during rush hours in the peak direction stopping at Woodside. Midday and weekend trains operated half-hourly, with one train making stops at Kew Gardens, Forest Hills, and Woodside, and one train running nonstop between Jamaica and Grand Central. On weekdays, the first train left Jamaica at 6:17&nbsp;am, with the last train leaving Grand Central at 8:04&nbsp;pm. Trains ran on weekends between 7 a.m. and 10&nbsp;pm.<ref name="125Opening" /> On February 8, 2023, the MTA announced that new timetables featuring full service to Grand Central Madison would come into effect on February 27, which were largely unchanged from the draft timetables released in June 2022.<ref name=Castillo202302/> Full service was implemented as scheduled on February 27, 2023.<ref name="ABC7 New York 20230227">{{cite web | title=LIRR full service begins Monday, 2/27, at Grand Central Madison; train schedules to change | website=ABC7 New York | date=February 27, 2023 | url=https://abc7ny.com/lirr-train-schedule-grand-central-madison-opens/12887154/ | access-date=February 27, 2023}}</ref><ref name="Castillo 20230227">{{cite web | last=Castillo | first=Alfonso A. | title=East Side Access completed, LIRR riders get full service to Grand Central Madison Monday | website=Newsday | date=February 26, 2023 | url=https://www.newsday.com/long-island/transportation/grand-central-madison-east-side-access-lirr-gpwsijw3 | access-date=February 27, 2023}}</ref> After full service was implemented, many riders reported that their trains were delayed and overcrowded.<ref name=nyt-2023-03-03>{{Cite news|last=Ley|first=Ana|date=2023-03-03|title=A Mad Dash as Commuters Deal With New L.I.R.R. Service|language=en-US|work=The New York Times|url=https://www.nytimes.com/2023/03/03/nyregion/lirr-schedule-commuters.html|access-date=2023-03-18|issn=0362-4331}}</ref><ref name="Charles 202303">{{cite web | last=Charles | first=Charline | title=LIRR commuters complain of overcrowding, delays, after Grand Central Madison launch | website=PIX11 | date=March 2, 2023 | url=https://pix11.com/news/local-news/lirr-commuters-complain-of-overcrowding-delays-after-grand-central-madison-launch/ | access-date=March 18, 2023}}</ref> In particular, almost all commuters traveling to or from Brooklyn—who constituted 8 to 12 percent of morning rush-hour riders—had to transfer at Jamaica. These commuters reported that the new schedules either did not give them enough time to transfer, or forced them to wait for long periods.<ref name=nyt-2023-03-03/> In addition, although the MTA had predicted that 40 percent of riders would travel to Grand Central Madison, only 30 percent ended up doing so.<ref>{{cite web | title=LIRR making adjustments first week of full Grand Central Madison service | website=ABC7 New York | date=March 3, 2023 | url=https://abc7ny.com/lirr-troubles-train-schedule-grand-central-madison/12908203/ | access-date=March 18, 2023}}</ref> In response to these complaints, the MTA added trips and lengthened existing trains to and from Brooklyn,<ref>{{cite web | last=Brachfeld | first=Ben | title=MTA adds more LIRR trains in Brooklyn, retools schedule amid chaotic rollout | website=amNewYork | date=March 5, 2023 | url=https://www.amny.com/transit/mta-adds-more-lirr-trains-in-brooklyn-retools-schedule-amid-chaotic-rollout/ | access-date=March 18, 2023}}</ref><ref>{{cite web | title=MTA adjusts LIRR Brooklyn schedule following unpopular East Side Access schedule changes | website=News 12 - The Bronx | date=March 6, 2023 | url=https://bronx.news12.com/mta-adjusts-lirr-brooklyn-schedule-following-unpopular-east-side-access-schedule-changes | access-date=March 18, 2023}}</ref> and they also lengthened trains to and from Penn Station.<ref name="Charles 202303"/> By November 2023, about two out of five LIRR commuters to Manhattan were traveling through Grand Central Madison.<ref name="Dias 2023 z588">{{cite web |last=Dias |first=John |date=November 1, 2023 |title=Long Island Rail Road seeing more commuters shift to Grand Central Madison following service changes |url=https://www.cbsnews.com/newyork/news/lirr-seeing-more-riders-shift-to-grand-central-madison/ |access-date=January 15, 2024 |website=CBS New York}}</ref> == Impact == A primary goal of the project was to reduce travel time for LIRR passengers traveling to the East Side of Manhattan. The MTA expected passengers to save about 40 minutes during a typical round trip by using Grand Central Madison instead of Penn Station.<ref name="at long last" /><ref name="Crain's New York Business 2023">{{cite web | title=Everything to know about Grand Central Madison | website=Crain's New York Business | date=January 25, 2023 | url=https://www.crainsnewyork.com/transportation/everything-know-about-grand-central-madison | access-date=January 27, 2023}}</ref> Shortly after Grand Central Madison opened, a reporter for ''[[Gothamist]]'' wrote that transferring from there to the [[Grand Central–42nd Street station]] on the [[IRT Lexington Avenue Line]] ({{NYCS trains|Lexington}}) took 10 to 12 minutes on foot via escalators, roughly the same amount of time it took to travel from [[34th Street–Penn Station (IRT Broadway–Seventh Avenue Line)|34th Street–Penn Station]] to Grand Central–42nd Street using the [[IRT Broadway–Seventh Avenue Line]] and [[42nd Street Shuttle]].<ref>{{Cite web |last=Nessen |first=Stephen |date=2023-01-26 |title=Grand Central Madison, 15 stories underground, saves LIRR riders little time compared to Penn Station commute |url=https://gothamist.com/news/grand-central-madison-15-stories-underground-saves-lirr-riders-little-time-compared-to-penn-station-commute |access-date=2023-01-27 |website=Gothamist |language=en}}</ref> The project was expected to add passengers on the already overcrowded [[IRT Lexington Avenue Line]] and on surface bus routes on the East Side; but to reduce the load on rush-hour [[E (New York City Subway service)|E train]] service between [[Pennsylvania Station (New York City)|Pennsylvania Station]] and Midtown East and [[7 (New York City Subway service)|7 train]] service across the [[East River]].<ref name="nydailynews cost">{{cite news |last=Donohue |first=Pete |date=January 27, 2014 |title=MTA walks back targets on East Side Access yet again, completion now not expected until 2023 |newspaper=[[New York Daily News]] |url=http://www.nydailynews.com/new-york/east-side-access-work-won-conclude-2023-article-1.1593233 |url-status=live |access-date=March 5, 2014 |archive-url=https://web.archive.org/web/20140305210310/http://www.nydailynews.com/new-york/east-side-access-work-won-conclude-2023-article-1.1593233 |archive-date=March 5, 2014}}</ref> In April 2023, the MTA detailed the effects of the opening of the station on subway ridership. Many fewer people traveled on the subway between the East Side and Penn Station: 31 percent fewer weekday trips between Grand Central and Penn Station, a 34 percent decline on the E train between the East [[53rd Street (Manhattan)|53rd Street]] corridor and Penn Station, and 42nd Street Shuttle ridership declined as well. But ridership on the subway from Grand Central to [[Upper Manhattan]] increased by 10 percent and ridership from Grand Central to [[Union Square, Manhattan|Union Square]], by 18 percent.<ref>{{Cite web |date=April 21, 2023 |title=New York City Transit Key Performance Metrics April 2023 |url=https://new.mta.info/document/109346#page=11 |access-date=April 21, 2023 |website=mta.info |publisher=Metropolitan Transportation Authority}}</ref> LIRR customer satisfaction, which stood at 81 percent before East Side Access opened, decreased to 68 percent by May 2023, in part because of the loss of direct service to Atlantic Terminal and the discontinuation of timed transfers at Jamaica, an MTA study found.<ref name="Castillo 2023 c832">{{cite web | last=Castillo | first=Alfonso A. | title=LIRR rider satisfaction plummets after Grand Central Madison opening | website=Newsday | date=July 17, 2023 | url=https://www.newsday.com/long-island/transportation/lirr-customer-satisfaction-unhappy-a8rg6q58 | access-date=July 18, 2023}}</ref> In particular, satisfaction among Atlantic Branch riders had been halved, from 82 percent to 41 percent.<ref name="Castillo 2023 c832" /><ref name="News 12 - Long Island 2023 v162">{{cite web | title=LIRR satisfaction numbers dip in response to Grand Central Madison rollout | website=News 12 - Long Island | date=July 18, 2023 | url=https://longisland.news12.com/lirr-satisfaction-numbers-dip-in-response-to-grand-central-madison-rollout | access-date=July 18, 2023}}</ref> Upon the line's first anniversary, ridership and customer satisfaction were growing. Some 40% of LIRR passengers coming from and going to Manhattan were using Grand Central Madison—less than the 45% the MTA expected but up from the 30% the station began opened with. In addition, Grand Central Madison served approximately 80,000 LIRR riders daily, and LIRR customer satisfaction had increased to 70 percent.<ref name="Castillo 2024 n887">{{cite web |last=Castillo |first=Alfonso A. |date=February 25, 2024 |title=Grand Central Madison, one year later: Embraced by some, reluctantly accepted by others |url=https://www.newsday.com/amp/long-island/transportation/grand-central-madison-lirr-anniversary-m89bojlb |access-date=February 25, 2024 |website=Newsday}}</ref> Passengers who frequently traveled to Grand Central Madison found that the new terminal did not have the right amount of service, had a confusing station layout, and did not have enough restaurants and eateries. Despite these complaints, the number of Long Island residents spending money in Midtown East had increased 60 percent from January 2023.<ref name="Castillo 2024 n887" /> The opening of East Side Access saw the LIRR run 41 percent more trains per day, including substantial increases in reverse-peak service.<ref name=Carlo2024 /> MTA Chair [[Janno Lieber]] said that "for the first time we have enough capacity to send trains out to Long Island in the morning, and that means that Long Island businesses can recruit the entire region".<ref name=Carlo2024>{{Cite web |last=Carlo |first=Anthony |date=2024-01-23 |title=MTA celebrates 1-year of LIRR service at Grand Central Madison in New York City |url=https://abc7ny.com/grand-central-madison-lirr-mta-long-island-rail-road/14352910/ |access-date=2024-03-04 |website=ABC7 New York |language=en}}</ref><ref>{{Cite web |last= |last2= |first2= |date=January 25, 2024 |title=New York MTA Celebrates Grand Central Madison's Inaugural Year |url=https://www.metro-magazine.com/10214380/new-york-mta-celebrates-grand-central-madisons-inaugural-year |access-date=2024-03-04 |website=www.metro-magazine.com}}</ref> == Controversies == === Costs and construction delays === The project's estimated cost has increased from $3.5&nbsp;billion when first proposed<ref name="TimesLedger">{{cite web |last=Penner |first=Larry |date=February 26, 2016 |title=East Side Access wastes time and money |url=http://www.timesledger.com/stories/2016/9/penner_2016_02_26_q.html |url-status=live |archive-url=https://web.archive.org/web/20180205000713/https://www.timesledger.com/stories/2016/9/penner_2016_02_26_q.html |archive-date=February 5, 2018 |access-date=February 4, 2018 |website=TimesLedger}}</ref> to $4.3&nbsp;billion in 1999,<ref name="TimesLedger" /><ref name="Hawkins 2015">{{cite web |last=Hawkins |first=Andrew J. |date=November 5, 2015 |title=Inside New York City's East Side Access, the biggest transportation project in America |url=https://www.theverge.com/2015/11/5/9677300/manhattan-train-tunnel-project-grand-central-lirr-access |url-status=live |archive-url=https://web.archive.org/web/20180204182330/https://www.theverge.com/2015/11/5/9677300/manhattan-train-tunnel-project-grand-central-lirr-access |archive-date=February 4, 2018 |access-date=February 4, 2018 |website=The Verge}}</ref><ref>{{Cite news |title=East Side Access wastes time and money |language=en |work=TimesLedger |url=https://www.timesledger.com/stories/2016/9/penner_2016_02_26_q.html |url-status=dead |access-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180205000713/https://www.timesledger.com/stories/2016/9/penner_2016_02_26_q.html |archive-date=February 5, 2018}}</ref> $5.3&nbsp;billion in 2003,<ref name="Castillo 2018">{{cite web |last=Castillo |first=Alfonso A. |date=April 15, 2018 |title=East Side Access price tag now stands at $11.2B |url=https://www.newsday.com/long-island/east-side-access-tour-1.18020231 |url-status=live |archive-url=https://web.archive.org/web/20180415065109/https://www.newsday.com/long-island/east-side-access-tour-1.18020231 |archive-date=April 15, 2018 |access-date=April 16, 2018 |website=Newsday}}</ref> $6.3&nbsp;billion in 2004,<ref name="TimesLedger" /><ref name="Hawkins 2015" /><ref name="Castillo 2018" /><ref name="Taylor 2013">{{cite web |last=Taylor |first=Alan |date=February 22, 2013 |title=The Tunnels of NYC's East Side Access Project |url=https://www.theatlantic.com/infocus/2013/02/the-tunnels-of-nycs-east-side-access-project/100462/ |url-status=live |archive-url=https://web.archive.org/web/20150106054201/http://www.theatlantic.com/infocus/2013/02/the-tunnels-of-nycs-east-side-access-project/100462 |archive-date=January 6, 2015 |access-date=February 4, 2018 |website=The Atlantic}}</ref> $7.2&nbsp;billion in 2008,<ref name="Castillo 2018" /><ref name=":10">{{Cite news |last=Neuman |first=William |date=July 18, 2008 |title=A 640-Ton Machine Drills a Long Island Rail Road Tunnel to Grand Central |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2008/07/18/nyregion/18tunnel.html |url-status=live |access-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180203181620/http://www.nytimes.com/2008/07/18/nyregion/18tunnel.html |archive-date=February 3, 2018 |issn=0362-4331}}</ref> $8.4&nbsp;billion in 2012,<ref name="TimesLedger" /><ref name="Hawkins 2015" /><ref name=":11">{{Cite news |last=Moynihan |first=Colin |date=May 21, 2012 |title=L.I.R.R. East Side Access Plan to Need More Time and Money |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2012/05/22/nyregion/lirr-east-side-access-plan-to-need-more-time-and-money.html |url-status=live |access-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180205001241/http://www.nytimes.com/2012/05/22/nyregion/lirr-east-side-access-plan-to-need-more-time-and-money.html |archive-date=February 5, 2018 |issn=0362-4331}}</ref> and either $9.7&nbsp;billion<ref name="Castillo 2018" /> or $10.8&nbsp;billion in 2014.<ref name="nydailynews cost" /><ref name="TimesLedger" /> By 2017, the projected cost was either $12&nbsp;billion<ref name=":8">{{Cite news |last=Rosenthal |first=Brian M. |date=December 28, 2017 |title=The Most Expensive Mile of Subway Track on Earth |language=en-US |work=[[The New York Times]] |url=https://www.nytimes.com/2017/12/28/nyregion/new-york-subway-construction-costs.html |url-status=live |access-date=December 29, 2017 |archive-url=https://web.archive.org/web/20171229022810/https://www.nytimes.com/2017/12/28/nyregion/new-york-subway-construction-costs.html |archive-date=December 29, 2017 |issn=0362-4331}}</ref> or $10.2&nbsp;billion,<ref name="Siff 2018">{{cite web |last=Siff |first=Andrew |date=April 16, 2018 |title=MTA Megaproject to Cost Almost $1B More Than Prior Estimate |url=http://www.nbcnewyork.com/news/local/East-Side-Access-MTA-Project-Cost-Infrastructure-479628223.html |url-status=live |archive-url=https://web.archive.org/web/20180417024310/https://www.nbcnewyork.com/news/local/East-Side-Access-MTA-Project-Cost-Infrastructure-479628223.html |archive-date=April 17, 2018 |access-date=April 16, 2018 |website=NBC New York}}</ref> making it the most expensive construction project of its type in the world by either measure.<ref name="Siff 2018" /><ref name=":8" /> The MTA budgeted a total of $10.178&nbsp;billion to the project over five 5-year [[Capital improvement plan|capital programs]], up to and including the 2015–2019 capital program. Of these, 27% are federal funds and the other 73% are local funds. {{As of|November 2017}}, the MTA had spent $7.397&nbsp;billion of the available funding.<ref>{{Cite web |date=December 11, 2017 |title=Metro-North Railroad and Long Island Rail Road Committee Meeting |url=http://web.mta.info/mta/news/books/pdf/171211_0830_MNR&LIRR.pdf#page=38 |url-status=dead |archive-url=https://web.archive.org/web/20180205184412/http://web.mta.info/mta/news/books/pdf/171211_0830_MNR%26LIRR.pdf#page=38 |archive-date=February 5, 2018 |access-date=February 4, 2018 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]]}}</ref>{{rp|40}} {{As of|April 2018}}, the project was expected to cost $11.1&nbsp;billion, an increase from a previous estimate of $10.2&nbsp;billion.<ref name="Siff 2018" /><ref name="Castillo 2018" /><ref name="NYTimes-Cost11Billion-2018">{{cite web |date=April 25, 2018 |title=As Cost of Train Link Passes $11 Billion, M.T.A.'s Credibility Shrinks |url=https://www.nytimes.com/2018/04/25/nyregion/mta-east-side-access-11-billion.html |url-status=live |archive-url=https://web.archive.org/web/20181004064121/https://www.nytimes.com/2018/04/25/nyregion/mta-east-side-access-11-billion.html |archive-date=October 4, 2018 |access-date=October 4, 2018 |website=The New York Times}}</ref> The project had $10.3&nbsp;billion in funding, which allowed construction to continue through 2020.<ref name="Herald Community Newspapers 2018" /> The state legislature had to approve an additional $798&nbsp;million to allow construction to be completed, but this had not been approved by late 2019.<ref>{{cite web |last=Guse |first=Clayton |date=September 19, 2019 |title=MTA seeks another $798 million to finish East Side Access project long plagued by delays and rising costs |url=https://www.nydailynews.com/new-york/ny-mta-east-side-access-20190919-jsi3dxt6pzehnf25phlha4fgqu-story.html |url-status=live |archive-url=https://web.archive.org/web/20200721162336/https://www.nydailynews.com/new-york/ny-mta-east-side-access-20190919-jsi3dxt6pzehnf25phlha4fgqu-story.html |archive-date=July 21, 2020 |access-date=July 21, 2020 |website=New York Daily News}}</ref> [[File:East Side Access- January 13, 2014 (12463170433).jpg|thumb|upright=1.5|alt=An extremely long cavern, which was excavated as part of East Side Access. This cavern will become part of the future Grand Central LIRR station.|West cavern, seen in January 2014]] [[File:East Side Access GCT cavern with work train.jpg|thumb|upright=1.5|alt=Cavern excavated as part of East Side Access, with a work train in the foreground that is dwarfed by the immensity of the freshly carved cavern.|Cavern in January 2013]] The completion date for the project has also been pushed back multiple times. Once planned to be operational by 2009 at a cost of $4.3&nbsp;billion,<ref>{{Cite web |last=Penner |first=Larry |date=May 27, 2021 |title=Digging deeper on the (very deep) East Side Access project |url=https://www.empirecenter.org/publications/digging-deeper-on-the-very-deep-east-side-access-project/ |access-date=June 1, 2022 |website=Empire Center for Public Policy |language=en-US |archive-date=August 8, 2022 |archive-url=https://web.archive.org/web/20220808032737/https://www.empirecenter.org/publications/digging-deeper-on-the-very-deep-east-side-access-project/ |url-status=live }}</ref><ref name="nydailynews cost" /> East Side Access was then rescheduled to open in 2017,<ref>{{cite news |last=Donohue |first=Pete |date=July 21, 2009 |title=Second Avenue Subway Setback: New Hurdles Will Likely Push Phase One Completion from 2015 to 2017 |work=[[Daily News (New York)|Daily News]] |url=http://articles.nydailynews.com/2009-07-21/local/17928231_1_grand-central-terminal-mta-trains |archive-url=https://archive.today/20130130100534/http://articles.nydailynews.com/2009-07-21/local/17928231_1_grand-central-terminal-mta-trains |url-status=dead |archive-date=January 30, 2013 |access-date=January 9, 2010}}</ref> 2016,<ref>{{cite news |last=Redwine |first=Tina |date=July 7, 2011 |title=NY1 Exclusive: East Side LIRR Terminal under Construction for 2016 |publisher=[[NY1]] |url=http://www.ny1.com/content/news_beats/transit/142471/ny1-exclusive--east-side-lirr-terminal-under-construction-for-2016 |url-status=dead |access-date=July 8, 2011 |archive-url=https://web.archive.org/web/20110710080742/http://www.ny1.com/content/news_beats/transit/142471/ny1-exclusive--east-side-lirr-terminal-under-construction-for-2016 |archive-date=July 10, 2011 }}</ref> 2018,<ref name="fios1li">{{Cite AV media |url=https://www.youtube.com/watch?v=0NDgXaFausg |title=LIRR-Grand Central Tunnel Project Delayed until 2018 |last=Shutack |first=Jackie |publisher=[[FiOS1]] |access-date=January 10, 2012 |archive-url=https://web.archive.org/web/20140709130201/http://www.youtube.com/watch?v=0NDgXaFausg |archive-date=July 9, 2014 |url-status=dead |via=[[YouTube]]}}</ref> 2019,<ref name="Taylor 2013" /> September 2023,<ref name="completion">{{cite news |last=Castillo |first=Alfonso A. |date=January 27, 2014 |title=East Side Access completion date extended&nbsp;– again |newspaper=[[Newsday]] |url=http://www.newsday.com/long-island/east-side-access-completion-date-extended-again-1.6889133 |url-status=live |access-date=March 5, 2014 |archive-url=https://web.archive.org/web/20140321044229/http://www.newsday.com/long-island/east-side-access-completion-date-extended-again-1.6889133 |archive-date=March 21, 2014 |quote=The MTA's monumental East Side Access project to link the Long Island Rail Road to Grand Central Terminal could carry a price tag $2.6 billion over budget and not be completed until 2023, four years behind schedule, according to a new report.}}</ref> and then either December 2023<ref>{{Cite news |date=August 10, 2017 |title=MTA and LIRR East Side Access cost and schedule continue to change |language=en |work=Metro US |url=https://www.metro.us/news/local-news/new-york/mta-lirr-east-side-access-cost-and-schedule-larry-penner |url-status=live |access-date=February 4, 2018 |archive-url=https://web.archive.org/web/20180204124119/https://www.metro.us/news/local-news/new-york/mta-lirr-east-side-access-cost-and-schedule-larry-penner |archive-date=February 4, 2018}}</ref> or late 2023.<ref name="NY1-Track-Laying-2017">{{cite web |date=September 25, 2017 |title=MTA starts laying track for long-awaited East Side access for LIRR commuters |url=http://www.ny1.com//nyc/manhattan/transit/2017/09/25/in-a-milestone-for-long-island-commuters--mta-starts-laying-track-for-long-awaited-east-side-access.html |url-status=live |archive-url=https://web.archive.org/web/20180203123542/http://www.ny1.com//nyc/manhattan/transit/2017/09/25/in-a-milestone-for-long-island-commuters--mta-starts-laying-track-for-long-awaited-east-side-access.html |archive-date=February 3, 2018 |access-date=February 2, 2018 |website=Spectrum News NY1}}</ref> However, {{as of|April 2018|alt=by April 2018|lc=y}}, the MTA was looking to start passenger service in December 2022, at an estimated cost of $11.1&nbsp;billion.<ref name="Siff 2018" /><ref name="Castillo 2018" /><ref name="MTA-CPOC-Apr2018">{{Cite web |date=April 23, 2018 |title=Capital Program Oversight Committee Meeting |url=http://web.mta.info/mta/news/books/pdf/180423_1330_CPOC.pdf |url-status=live |archive-url=https://web.archive.org/web/20180421094508/http://web.mta.info/mta/news/books/pdf/180423_1330_CPOC.pdf |archive-date=April 21, 2018 |access-date=April 20, 2018 |publisher=[[Metropolitan Transportation Authority]]}}</ref>{{rp|36}} {{As of|2020|July}}, the MTA had a "target revenue service" date of May 2022 (whereupon construction would be essentially complete), while the line was planned to open to the public in December 2022.<ref name="MTA-Transit-Jul2020" />{{Rp|13}} The timeline was only slightly delayed due to the [[COVID-19 pandemic in New York City]].<ref name="MTA-Transit-Jul2020" />{{Rp|18}} The opening was ultimately postponed to January 25, 2023.<ref name="at long last">{{Cite news |last=Ley |first=Ana |date=2023-01-25 |title=L.I.R.R. Service to Grand Central Begins Today at Long Last |language=en-US |work=The New York Times |url=https://www.nytimes.com/2023/01/25/nyregion/lirr-grand-central.html |access-date=2023-01-25 |issn=0362-4331}}</ref> In 2012, the [[United States Department of Transportation]] (USDOT)'s [[Office of Inspector General for the Department of Transportation|Inspector General]] announced that it wanted an audit done on the project, after the USDOT learned of the fourteen-year delay in the completion date and the more-than-100% cost increase.<ref name="ny1-201205">{{cite news |last=Redwine |first=Tina |date=May 21, 2012 |title=Feds Audit East Side Access Project as MTA Stands by New Completion Date |publisher=[[NY1]] |url=http://statenisland.ny1.com/content/news_beats/transit/161629/feds-audit-east-side-access-project-as-mta-stands-by-new-completion-date |url-status=dead |access-date=May 24, 2012 |archive-url=https://web.archive.org/web/20120523205747/http://statenisland.ny1.com/content/news_beats/transit/161629/feds-audit-east-side-access-project-as-mta-stands-by-new-completion-date |archive-date=May 23, 2012}}</ref><ref name=":11" /> In 2015, the USDOT's Deputy Principal Assistant Inspector General for Auditing and Evaluation, Joseph W. Come, testified before the [[United States House Committee on Oversight and Government Reform]]'s Subcommittee on Transportation and Public Assets. Come said that several New York City transportation projects also experienced significant delays and cost overruns. This was due to a variety of factors, such as fraud, poor management, and a lack of oversight.<ref>{{Cite web |last=Come |first=Joseph W. |date=June 8, 2015 |title=Oversight of Major Transportation Projects: Opportunities To Apply Lessons Learned |url=https://www.oig.dot.gov/sites/default/files/Mica%20NY%20FTA%20Project%20Briefing%20%206-8-2015%20Final_rev_508.pdf |url-status=live |archive-url=https://web.archive.org/web/20170612170005/https://www.oig.dot.gov/sites/default/files/Mica%20NY%20FTA%20Project%20Briefing%20%206-8-2015%20Final_rev_508.pdf |archive-date=June 12, 2017 |access-date=February 4, 2018 |publisher=[[United States Department of Transportation]]}}</ref> ''The New York Times'' reported in 2017 that the project was slated to become the most expensive of its kind in the world. With an estimated cost of $12&nbsp;billion, or about $3.5&nbsp;billion per mile ({{convert|3.5|$/mi|$/km|disp=number}}&nbsp;billion per kilometer) of new tunnel, the East Side Access tunnels were seven times as expensive as comparable railroad tunnels in other countries.<ref name=":8" /><ref name="NYTimes-Cost11Billion-2018" /> Over the years, the projected cost of East Side Access had risen by billions of dollars due to unnecessary expenses. Contractors for the MTA were paid more than those working in other cities, even though that provided no construction benefits. Planning for East Side Access cost more than $2&nbsp;billion, and planning for MTA projects in general also made up more of the cost than in other cities' projects. In addition, politicians and trade unions had forced the MTA to hire more workers than were needed. In 2010, an accountant had found that the project was hiring 200 extra workers, at a cost of $1,000 per worker per day, for no apparent reason.<ref name=":8" /> The bidding process for MTA construction contracts also raised costs because, in some cases, only one or two contractors would bid on a project.<ref name=":8" /><ref name="Castillo 2018" /> Similar construction projects in New York City, such as the [[Second Avenue Subway]] and [[7 Subway Extension]], had been more expensive than comparable projects elsewhere for the same reasons, even though other cities' transit systems faced similar, or greater, problems compared to the MTA.<ref name=":8" /> Other delays were attributed to the fact that dozens of contracts, some of which conflicted with each other, were bid out separately. Cost increases also occurred due to changing the design while construction was underway; ordering components that were the wrong size; failing to cooperate with other transit agencies in Sunnyside Yard; and making infeasible construction-timeline estimates.<ref name="Castillo 2018" /> In a bid to lower costs and reduce delays, in September 2018, the LIRR hired Arthur R. Troup, who previously held senior positions with [[Metropolitan Atlanta Rapid Transit Authority|Atlanta's]] and [[Washington Metropolitan Area Transit Authority|Washington, D.C.'s]] rapid transit systems, to lead the East Side Access project.<ref>{{cite web |last=Castillo |first=Alfonso A. |date=September 25, 2018 |title=New boss tagged for LIRR East Side Access project |url=https://www.newsday.com/long-island/transportation/mta-lirr-east-side-access-1.21248373 |url-status=live |archive-url=https://web.archive.org/web/20180927050421/https://www.newsday.com/long-island/transportation/mta-lirr-east-side-access-1.21248373 |archive-date=September 27, 2018 |access-date=September 27, 2018 |website=Newsday}}</ref><ref>{{cite web |date=September 25, 2018 |title=MTA taps Troup for ESA |url=https://www.railwayage.com/news/mta-taps-troup-for-esa/ |url-status=live |archive-url=https://web.archive.org/web/20180927051711/https://www.railwayage.com/news/mta-taps-troup-for-esa/ |archive-date=September 27, 2018 |access-date=September 27, 2018 |website=Railway Age}}</ref> === Incidents and accidents === Several major accidents occurred during construction, and East Side Access has been cited for numerous safety violations.<ref name="NYDN-TunnelCollapse-2011">{{cite web |last=Kates |first=Brian |date=November 18, 2011 |title=Young sandhog dies in tunnel collapse |url=http://www.nydailynews.com/new-york/son-dies-lirr-tunnel-collapse-father-efforts-save-article-1.979611 |url-status=live |archive-url=https://web.archive.org/web/20180204124140/http://www.nydailynews.com/new-york/son-dies-lirr-tunnel-collapse-father-efforts-save-article-1.979611 |archive-date=February 4, 2018 |access-date=February 4, 2018 |website=NY Daily News}}</ref> In late 2011, a construction worker died after a tunnel collapsed.<ref name="NYDN-TunnelCollapse-2011" /><ref>{{cite web |last1=Grynbaum |first1=Michael M. |last2=Haughney |first2=Christine |date=November 19, 2011 |title=Sandhog Killed in Railroad Tunnel Accident |url=https://www.nytimes.com/2011/11/19/nyregion/sandhog-killed-in-railroad-tunnel-accident.html |url-status=live |archive-url=https://web.archive.org/web/20181205200817/https://www.nytimes.com/2011/11/19/nyregion/sandhog-killed-in-railroad-tunnel-accident.html |archive-date=December 5, 2018 |access-date=December 5, 2018 |website=The New York Times}}</ref> In October 2014, a contractor who was digging wells on the Queens side accidentally punctured the subway tunnel underneath, grazing an [[F (New York City Subway service)|F]] train with passengers inside.<ref>{{cite web |date=November 18, 2014 |title=MTA battling 'stupidity' on the East Side Access project |url=https://abc7ny.com/400365/ |url-status=live |archive-url=https://web.archive.org/web/20181205193726/https://abc7ny.com/400365/ |archive-date=December 5, 2018 |access-date=December 5, 2018 |website=ABC7 New York}}</ref><ref>{{cite web |last1=Donohue |first1=Pete |last2=Rosenberg |first2=Eli |last3=Otis |first3=Ginger Adams |date=October 30, 2014 |title=Drill bit blunder in MTA's East Side Access project nearly cuts into occupied F train in Queens |url=https://www.nydailynews.com/new-york/queens/massive-drill-bit-cuts-occupied-f-train-article-1.1993584 |url-status=live |archive-url=https://web.archive.org/web/20181205193450/https://www.nydailynews.com/new-york/queens/massive-drill-bit-cuts-occupied-f-train-article-1.1993584 |archive-date=December 5, 2018 |access-date=December 5, 2018 |website=nydailynews.com}}</ref> == Associated projects == === Arch Street Yard and Shop Facility === [[File:Arch St Shops track approaches.jpg|thumb|left|alt=The Arch Street Maintenance Yard and Shop, a short gray and blue building with maintenance tracks running into the building from the right side|The Arch Street Yard and Shop, as visible from the 7 train window]] [[File:ArchstreetyardlozDSC01262.jpg|left|thumb|The yards as visible from 21 st.]] [[File:Arch Street Facility entrance 2021 nite jeh.jpg|right|thumb|Street entrance]] The Arch Street Yard and Shop is in [[Long Island City]], near the [[Hunterspoint Avenue station (LIRR)|Hunterspoint Avenue station]].<ref name=NYCDCP-Inventory-2008 />{{rp|249}} The yard itself has been in use since at least 1910.<ref>{{cite web | last=Correal | first=Annie | title=In Long Island City, Now Arriving in No Man's Land | website=The New York Times | date=December 6, 2015 | url=https://www.nytimes.com/2015/12/06/nyregion/now-arriving-in-no-mans-land.html | access-date=February 5, 2018 | archive-date=February 6, 2018 | archive-url=https://web.archive.org/web/20180206002706/https://www.nytimes.com/2015/12/06/nyregion/now-arriving-in-no-mans-land.html | url-status=live }}</ref> The Arch Street Facility includes tracks that were built on the [[Right-of-way (transportation)|right-of-way]] of the LIRR's former [[Flushing and North Side Railroad#North Shore Branch (Long Island)|North Shore Branch]]. Although the branch formerly extended west to what is now the [[Gantry Plaza State Park]] on the [[East River]] shoreline,<ref name=NYCDCP-Inventory-2008 />{{rp|252}} the Arch Street Facility's storage tracks only extend as far as 11th Street, several blocks away from the river.<ref name=NYCDCP-Inventory-2008 />{{rp|255}} The LIRR planned a maintenance facility in the yard as part of the East Side Access project.<ref name="mta-esa17">{{Cite book |url=http://web.mta.info/capital/esa_docs/feisfiles/17_construction.pdf |title=East Side Access Environmental Impact Statement |chapter=Chapter 17: Construction and Construction Management |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |date=March 2001 |access-date=February 2, 2018 |archive-date=February 6, 2018 |archive-url=https://web.archive.org/web/20180206131513/http://web.mta.info/capital/esa_docs/feisfiles/17_construction.pdf |url-status=live }}</ref> The building was completed in either December 2004<ref name=NYSC-Audit-2017 />{{rp|4}} or June 2005.<ref name="NYCDCP-Inventory-2008">{{cite book|url=http://www1.nyc.gov/assets/planning/download/pdf/plans/transportation/deck11.pdf|title=Inventory of Decking Opportunities Over Transportation Properties|publisher=[[New York City Department of City Planning]]|chapter=Transit and Railroad Yards: Queens|date=September 2008|access-date=February 5, 2018|archive-date=February 28, 2017|archive-url=https://web.archive.org/web/20170228051533/http://www1.nyc.gov/assets/planning/download/pdf/plans/transportation/deck11.pdf|url-status=live}}</ref>{{rp|252}} The $80.4&nbsp;million facility was built using a mix of federal and non-federal funds.<ref name="NYSC-Audit-2017">{{cite web|url=http://osc.state.ny.us/audits/allaudits/093018/16s78.pdf|title=Utilization of the Arch Street Yard and Shop Facility|publisher=[[New York State Comptroller|New York State Office of the State Comptroller]]|last=DiNapoli|first=Thomas P.|date=December 2017|access-date=February 5, 2018|archive-date=February 6, 2018|archive-url=https://web.archive.org/web/20180206073614/http://osc.state.ny.us/audits/allaudits/093018/16s78.pdf|url-status=live}}</ref>{{rp|4}} The LIRR had built the Arch Street Facility in advance so it could test its then-new [[M7 (railcar)|M7]] cars. When the MTA planned the facility in 2002, it had anticipated that East Side Access would open in 2011 and that the Arch Street Shop could be used to maintain the LIRR fleet. It was thought that the [[Hillside Facility]] would not be able to maintain the expanded LIRR fleet on its own. However, after the East Side Access project was repeatedly delayed, the Arch Street Facility was ultimately leased and licensed for other uses.<ref name=NYSC-Audit-2017 />{{rp|5}} Just south of the Arch Street Yard, the [[Montauk Cutoff]] connected the Main Line to the [[Montauk Branch]] until it was decommissioned in 2015.<ref>{{Cite news|url=https://ny.curbed.com/2015/12/3/9894666/in-long-island-city-a-community-seeks-to-reclaim-an-urban-wilderness|title=In Long Island City, a Community Seeks to Reclaim an Urban Wilderness|last=Kensinger|first=Nathan|date=December 3, 2015|work=Curbed NY|access-date=February 5, 2018|archive-date=February 7, 2018|archive-url=https://web.archive.org/web/20180207005017/https://ny.curbed.com/2015/12/3/9894666/in-long-island-city-a-community-seeks-to-reclaim-an-urban-wilderness|url-status=live}}</ref> As part of East Side Access, a portion of the cutoff was demolished to make room for the Midday Storage Yard.<ref>{{cite web|url=http://web.mta.info/mta/news/books/archive/170424_1315_CPOC.pdf|title=Capital Program Oversight Committee Meeting|date=April 17, 2017|website=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|pages=65–66|access-date=August 31, 2017|archive-date=February 6, 2018|archive-url=https://web.archive.org/web/20180206131608/http://web.mta.info/mta/news/books/archive/170424_1315_CPOC.pdf|url-status=live}}</ref><ref name=":12">{{Cite news|url=http://www.rtands.com/index.php/track-maintenance/on-track-maintenance/mta-awards-tutor-perini-dol2915-million-contract-for-the-mid-day-storage-yard-project.html|title=MTA awards Tutor Perini $291.5-million contract for the Mid-Day Storage Yard project|last=Lancaster|first=Maggie|date=May 2, 2017|work=Railway Track and Structures|access-date=February 5, 2018|language=en-gb|archive-url=https://web.archive.org/web/20170502234441/http://www.rtands.com/index.php/track-maintenance/on-track-maintenance/mta-awards-tutor-perini-dol2915-million-contract-for-the-mid-day-storage-yard-project.html|archive-date=May 2, 2017|url-status=dead}}</ref> === New Sunnyside station === {{Main|Sunnyside station (New York City)}} A new LIRR train station in Sunnyside on the west side of [[Queens Boulevard]] and Skillman Avenue<ref>{{Cite news|url=https://maloney.house.gov/issues/transportation/east-side-access|title=East Side Access|work=Congresswoman Carolyn Maloney|access-date=February 5, 2018|language=en|archive-date=February 6, 2018|archive-url=https://web.archive.org/web/20180206131438/https://maloney.house.gov/issues/transportation/east-side-access|url-status=live}}</ref><ref name="mta-esa2" />{{rp|20–21}} along the [[Northeast Corridor]] (which the LIRR uses to get into [[Pennsylvania Station (New York City)|Pennsylvania Station]]) has been proposed, which would provide one-stop access for area residents to Midtown Manhattan.<ref>{{cite news |title=An Enclave at Once Snug and Inclusive |first=Jeff |last=Vandam |url=https://www.nytimes.com/2007/02/04/realestate/04livi.html |work=[[The New York Times]] |date=February 4, 2007 |access-date=February 14, 2008 |quote=When the Long Island Rail Road's East Side Access project is completed in 2013, its trains, too, will go to Grand Central. Sunnyside's new station in the system will create a nonstop commute to Midtown. |archive-date=April 11, 2011 |archive-url=https://web.archive.org/web/20110411165020/http://www.nytimes.com/2007/02/04/realestate/04livi.html |url-status=live }}</ref> The station would have two side platforms and one island platform, all of which would be able to accommodate 12-car trains.<ref name="mta-esa2">{{Cite book |url=http://web.mta.info/capital/esa_docs/feisfiles/02_project_alternatives.pdf |title=East Side Access Environmental Impact Statement |chapter=Chapter 2: Project Alternatives |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[MTA Capital Construction]] |date=March 2001 |access-date=February 2, 2018 |archive-date=February 6, 2018 |archive-url=https://web.archive.org/web/20180206131433/http://web.mta.info/capital/esa_docs/feisfiles/02_project_alternatives.pdf |url-status=live }}</ref>{{rp|20–21}} In its 2015–2019 capital program, the MTA had budgeted $76.5&nbsp;million for the construction of such a station<ref>{{Cite web|url=http://web.mta.info/capital/pdf/2015-2019-Program_APPROVEDv5_reduced.pdf|title=MTA Capital Program 2015–2019|date=July 31, 2017|website=mta.info|publisher=Metropolitan Transportation Authority|page=164|access-date=February 5, 2018|archive-date=January 10, 2021|archive-url=https://web.archive.org/web/20210110100457/http://web.mta.info/capital/pdf/2015-2019-Program_APPROVEDv5_reduced.pdf|url-status=live}}</ref> with a proposed start date in January 2021,<ref>{{Cite web|url=http://web.mta.info/capitaldashboard/allframenew_pi.php?PROJNUM=g7140112&PLTYPE=1|title=ESA RI: Sunnyside Station|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=February 5, 2018|archive-date=September 7, 2017|archive-url=https://web.archive.org/web/20170907122246/http://web.mta.info/capitaldashboard/allframenew_pi.php?PROJNUM=g7140112&PLTYPE=1|url-status=live}}</ref> but then delayed any work until after the completion of East Side Access.<ref>{{cite news|url=https://localtoday.news/ny/the-new-grand-central-lirr-service-will-bypass-sunnyside-queens-54697.html|title=The new Grand Central LIRR service will bypass Sunnyside, Queens|author=Stefan Revenboer|date=October 24, 2022|publisher=New York News}}</ref> === Capacity increase === The East Side Access project, along with several readiness-improvement projects, will allow the LIRR to run 24 more twelve-car trains during rush hours. This will boost its rush-hour passenger capacity from 300,000 to 425,000 daily commuters, a 45% increase.<ref name="Herald Community Newspapers 2018">{{cite web | title=East Side Access transforming the LIRR | website=Herald Community Newspapers | date=August 21, 2018 | url=http://liherald.com/stories/east-side-access-transforming-the-long-island-rail-road,106293 | access-date=September 23, 2018 | archive-date=August 13, 2021 | archive-url=https://web.archive.org/web/20210813054155/https://www.liherald.com/stories/east-side-access-transforming-the-long-island-rail-road,106293 | url-status=live }}</ref> ==== Main Line third track ==== [[File:LIRR 7090 (37182735573).jpg|thumb|upright=1.1|alt=The Post Avenue Bridge near Westbury station in Westbury, New York. Although two tracks cross the bridge, there is space for a third track on the left side of the photo.|A bridge, built in October 2017 to accommodate a third track on the [[Main Line (Long Island Rail Road)|Main Line]]]] {{Main|Main Line (Long Island Rail Road)#Third track between Floral Park and Hicksville}} Related to the MTA's East Side Access project is its long-planned widening of the two-track [[Main Line (Long Island Rail Road)|LIRR Main Line]] by adding a third track.<ref name="NYT Fitzsimmons 01.05.2016">{{cite news |last=Fitzsimmons |first=Emma G. |url=https://www.nytimes.com/2016/01/06/nyregion/cuomo-revives-long-stalled-plan-to-add-track-to-lirr.html |title=Cuomo Revives Long-Stalled Plan to Add Track to L.I.R.R. |newspaper=[[The New York Times]] |date=January 5, 2016 |page=A18 |access-date=January 7, 2016 |archive-date=January 7, 2016 |archive-url=https://web.archive.org/web/20160107043947/http://www.nytimes.com/2016/01/06/nyregion/cuomo-revives-long-stalled-plan-to-add-track-to-lirr.html |url-status=live }}</ref><ref name="MTA Third Track 01.05.2016">{{cite press release |url=http://www.mta.info/news-lirr-long-island-rail-road-hicksville-floral-park/2016/01/05/third-track-wiill-ease-commuting |title=LIRR Main Line Expansion Will Ease Commuting and Attract Businesses and Jobs |publisher=[[Metropolitan Transportation Authority]] |date=January 5, 2016 |access-date=January 19, 2016 |archive-date=January 19, 2016 |archive-url=https://web.archive.org/web/20160119051539/http://www.mta.info/news-lirr-long-island-rail-road-hicksville-floral-park/2016/01/05/third-track-wiill-ease-commuting |url-status=live }}</ref> Completion of Main Line third track construction was assumed during East Side Access project planning and referenced in the original East Side Access environmental impact statement as necessary to support service level increases caused by adding service to and from Grand Central.<ref>{{cite report |url=http://www.rauchfoundation.org/files/9913/5818/7008/How_the_LIRR_Could_Shape_the_Next_Economy.pdf |title=2013 Long Island Index Special Analysis: How the Long Island Rail Road Could Shape the Next Economy |year=2013 |access-date=January 19, 2016 |archive-date=February 22, 2016 |archive-url=https://web.archive.org/web/20160222005203/http://www.rauchfoundation.org/files/9913/5818/7008/How_the_LIRR_Could_Shape_the_Next_Economy.pdf |url-status=live }}</ref> The MTA has said that it considers the Main Line third track an "essential" project to support East Side Access,<ref name="MTA 2007 Third Track Presentation">{{cite web |url=http://web.mta.info/lirr/News/2008/MainLineCorridorImprovements.pdf |title=Main Line Corridor Improvements Project Presentation |publisher=[[Metropolitan Transportation Authority]] |access-date=January 7, 2016 |archive-date=January 25, 2016 |archive-url=https://web.archive.org/web/20160125170537/http://web.mta.info/lirr/News/2008/MainLineCorridorImprovements.pdf |url-status=live }}</ref> and that the Main Line third track will "complement the East Side Access megaproject, which is doubling the LIRR's capacity into Manhattan."<ref name="MTA Third Track 01.05.2016" /> The third track's construction was deferred indefinitely by the MTA in 2008 due to budget constraints.<ref name="NYT Fitzsimmons 01.05.2016" /><ref name="NYT Nardiello 09.16.2008">{{cite web |url=https://www.nytimes.com/2008/09/14/nyregion/nyregionspecial2/14lirrli.html |title=Third-Track Plan Isn't Dead, L.I.R.R. Insists |last=Nardiello |first=Carolyn |date=September 16, 2008 |access-date=January 19, 2016 |work=[[The New York Times]] |archive-date=April 19, 2015 |archive-url=https://web.archive.org/web/20150419210655/http://www.nytimes.com/2008/09/14/nyregion/nyregionspecial2/14lirrli.html |url-status=live }}</ref> In January 2016, Governor Cuomo and the MTA announced plans to restart construction of the Main Line third track.<ref name="NYT Fitzsimmons 01.05.2016" /><ref name="MTA Third Track 01.05.2016" /> In December 2017, the LIRR awarded a contract for the project to the consortium 3rd Track Constructors for $1.8&nbsp;billion.<ref>{{cite news |last=Berger |first=Paul |url=https://www.wsj.com/articles/mta-awards-1-8-billion-contract-to-expand-long-island-rail-road-1513208765 |title=MTA Awards $1.8 Billion Contract to Expand Long Island Rail Road |work=[[The Wall Street Journal]] |date=December 13, 2017 |access-date=January 25, 2018 |archive-date=January 25, 2018 |archive-url=https://web.archive.org/web/20180125011854/https://www.wsj.com/articles/mta-awards-1-8-billion-contract-to-expand-long-island-rail-road-1513208765 |url-status=live }}</ref><ref>{{cite news |last=Castillo |first=Alfonso A. |url=https://www.newsday.com/long-island/transportation/lirr-3rd-track-project-funding-approved-1.15439640 |title=MTA approves $1.9B contract to design, build LIRR 3rd track |work=[[Newsday]] |date=December 13, 2017 |access-date=January 25, 2018 |archive-date=January 26, 2018 |archive-url=https://web.archive.org/web/20180126185157/https://www.newsday.com/long-island/transportation/lirr-3rd-track-project-funding-approved-1.15439640 |url-status=live }}</ref><ref>{{cite news |last=Klar |first=Rebecca |url=https://theislandnow.com/featured/mta-approves-1-8b-contract-third-track-project/ |title=MTA approves $1.8B contract for third track project |work=The Island Now |date=December 20, 2017 |access-date=January 25, 2018 |archive-date=January 26, 2018 |archive-url=https://web.archive.org/web/20180126125747/https://theislandnow.com/featured/mta-approves-1-8b-contract-third-track-project/ |url-status=live }}</ref> A groundbreaking ceremony for the third track project was held on September 5, 2018.<ref>{{cite web | title=LIRR Third Track Project Moving Forward Despite Concerns Of Residents | website=CBS New York | date=September 5, 2018 | url=https://newyork.cbslocal.com/2018/09/05/lirr-third-track-project-concerns/ | access-date=September 6, 2018 | archive-date=September 6, 2018 | archive-url=https://web.archive.org/web/20180906121418/https://newyork.cbslocal.com/2018/09/05/lirr-third-track-project-concerns/ | url-status=live }}</ref><ref>{{cite web | last=Rivoli | first=Dan | title=Cuomo continues infrastructure tour with Long Island Rail Road groundbreaking | website=New York Daily News | date=September 5, 2018 | url=http://www.nydailynews.com/new-york/ny-metro-lirr-third-track-cuomo-20180905-story.html | access-date=September 6, 2018 | archive-date=September 6, 2018 | archive-url=https://web.archive.org/web/20180906120050/http://www.nydailynews.com/new-york/ny-metro-lirr-third-track-cuomo-20180905-story.html | url-status=live }}</ref> The third track opened in several phases<ref>{{cite web |date=August 15, 2022 |title=LIRR unveils 1st section of new express lane track |url=https://sports.yahoo.com/lirr-unveils-1st-section-express-094628666.html |access-date=August 15, 2022 |website=Yahoo! Sports}}</ref> and was completed by October 2022.<ref>{{cite web |last=Duggan |first=Kevin |date=October 3, 2022 |title='Third' time's the charm: MTA finishes $2.5 billion LIRR Third Track project |url=https://www.amny.com/transit/mta-finishes-lirr-third-track/ |access-date=October 15, 2022 |website=amNewYork}}</ref><ref>{{cite web |date=October 4, 2022 |title=LIRR Completes Third Track Project |url=https://www.railwayage.com/mw/lirr-completes-third-track-project/ |access-date=October 15, 2022 |website=Railway Age}}</ref> ==== Readiness projects ==== Five "readiness projects" are also under construction across the LIRR system to handle the expanded peak-hour service planned when East Side Access opens. Together, they are expected to cost $495&nbsp;million.<ref name="TimesLedger Readiness">{{Cite web |url=https://www.timesledger.com/stories/2013/22/queenstransit_qt_2013_05_31_q2.html |title=Queens Tomorrow: LIRR headed to Grand Central |last1=Anuta |first1=Joe |last2=Newman |first2=Philip |date=June 5, 2013 |website=TimesLedger |publisher=[[TimesLedger Newspapers]] |access-date=May 24, 2018 |archive-url=https://web.archive.org/web/20180525133216/https://www.timesledger.com/stories/2013/22/queenstransit_qt_2013_05_31_q2.html |archive-date=May 25, 2018 |url-status=dead }}</ref><ref name="Jan 2013">{{cite web |url=http://web.mta.info/mta/news/books/archive/130128_1330_CPOC.pdf#page=8 |title=MTA Capital Program Oversight Meeting |date=January 2013 |access-date=May 24, 2018 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] |page=8 |archive-date=October 25, 2017 |archive-url=https://web.archive.org/web/20171025231644/http://web.mta.info/mta/news/books/archive/130128_1330_CPOC.pdf#page=8 |url-status=live }}</ref><ref name="Nov 2017">{{cite web |url=http://web.mta.info/mta/news/books/archive/140623_1345_CPOC.pdf#page=35 |title=MTA Long Island Rail Road Committee Meeting |date=November 2017 |access-date=May 24, 2018 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] |page=35 |archive-date=February 5, 2018 |archive-url=https://web.archive.org/web/20180205130002/http://web.mta.info/mta/news/books/archive/140623_1345_CPOC.pdf#page=35 |url-status=live }}</ref> The largest of these projects is at [[Jamaica station]], where the MTA is re-configuring track layouts, installing high-speed switches, and adding a new Platform F for the [[Atlantic Branch]].<ref>{{Cite web|url=http://www.apta.com/mc/rail/previous/2014/papers/Papers/Beth%20Kulick%20Reconfiguration.pdf|title=Jamaica Interlocking Reconfiguration Operations Simulation|last=Kulick|first=Beth|date=2014|website=apta.com|publisher=TranSystems Corporation|archive-url=https://web.archive.org/web/20160305225627/http://www.apta.com/mc/rail/previous/2014/papers/papers/beth%20kulick%20reconfiguration.pdf|archive-date=March 5, 2016|url-status=dead|access-date=February 5, 2018}}</ref> The changes will allow the Atlantic Branch to function as a high-frequency shuttle service to [[Atlantic Terminal]], and most trains from Long Island will proceed to either [[Long Island City station]], Penn Station, or Grand Central via the [[Main Line (Long Island Rail Road)|Main Line]].<ref>{{Cite web|url=http://www.mta.info/news-lirr-long-island-rail-road-jamaica-hicksville-governor/2016/09/21/121-million-initiative|title=$121 Million Initiative to Rebuild Hicksville Station Begins Construction; $64.9 Million Contract Award to Improve Jamaica Station|date=September 21, 2016|website=www.mta.info|publisher=Metropolitan Transportation Authority|language=en|access-date=February 5, 2018|archive-date=February 6, 2018|archive-url=https://web.archive.org/web/20180206131605/http://www.mta.info/news-lirr-long-island-rail-road-jamaica-hicksville-governor/2016/09/21/121-million-initiative|url-status=live}}</ref> The first phase of the project, including the new platform, was completed in 2021 at a cost of $380&nbsp;million.<ref name="Newsday2019">{{cite web |last=Castillo |first=Alfonso |date=March 25, 2019 |title=New amenities coming to Jamaica station, but it might be bad marriage for Brooklyn |url=https://www.newsday.com/long-island/jamaica-plan-opposition-east-access-1.28845109 |access-date=April 14, 2019 |website=Newsday}}</ref> Another project will add train storage capacity at two LIRR stations. A {{convert|1700|ft|m|adj=on}} siding near [[Massapequa station]] on the [[Babylon Branch]] will be used to store trains that originate or terminate at the station, enabling more peak-hour service to and from Penn Station/Grand Central. It was originally planned for completion in April 2019,<ref name="Nov 2017" /> though was delayed until June 2021.<ref name="Nov 2021" />{{rp|57}} The MTA is also extending Track 2 on the [[Port Washington Branch]], which ends as a pocket track east of [[Great Neck station|Great Neck]] station, eastward by {{convert|1200|ft|m}} so it can store two trainsets. Additionally, a new bridge was built at Colonial Road near the station; it opened in May 2016 and replaced a 114-year-old span.<ref name="Great Neck Record">{{cite web|title=MTA Announces Second Pocket Track Proposed for LIRR in Great Neck|url=https://antonnews.com/greatneckrecord/news/11688-mta-announces-second-pocket-track-proposed-for-lirr-in-great-neck.html|publisher=Great Neck Record |last=Kreitzman |first=Wendy Karpel |date=November 19, 2010|access-date=May 24, 2018|archive-url=https://web.archive.org/web/20101209021339/https://antonnews.com/greatneckrecord/news/11688-mta-announces-second-pocket-track-proposed-for-lirr-in-great-neck.html|archive-date=December 9, 2010}}</ref><ref>{{Cite web|title=MTA LIRR Proposed Colonial Road Improvement Project|url=https://www.youtube.com/watch?v=658cb1gQ9lU |archive-url=https://ghostarchive.org/varchive/youtube/20211219/658cb1gQ9lU |archive-date=December 19, 2021 |url-status=live|publisher=MTA Long Island Rail Road|access-date=November 18, 2011|date=March 23, 2011|postscript=none}}{{cbignore}}; {{Cite web|url=http://web.mta.info/lirr/colonialroad/infocenter.htm|title=MTA LIRR – Colonial Road Improvement Project|website=web.mta.info|access-date=October 23, 2016|archive-date=October 24, 2016|archive-url=https://web.archive.org/web/20161024024901/http://web.mta.info/lirr/colonialroad/infocenter.htm|url-status=dead|postscript=none}}; {{Cite web |title=LIRR Opens Info Center at Great Neck Station for Proposed Colonial Road Improvement Project |url=http://www.mta.info/mta/news/releases/?agency=lirr&en=110328-LIRR27 |publisher=MTA Long Island Rail Road |access-date=November 18, 2011 |last1=Zambuto |first1=Sam |last2=Arena |first2=Salvatore |date=March 28, 2011 |archive-url=https://web.archive.org/web/20111105114143/http://mta.info/mta/news/releases/?agency=lirr&en=110328-LIRR27 |archive-date=November 5, 2011 |url-status=dead|postscript=none}}; {{Cite news |url=https://greatneckrecord.com/the-completion-of-colonial-road-bridge/ |title=The Completion of Colonial Road Bridge |date=July 23, 2016 |publisher=Great Neck Record |access-date=June 14, 2022 |archive-date=October 17, 2021 |archive-url=https://web.archive.org/web/20211017162727/https://greatneckrecord.com/the-completion-of-colonial-road-bridge/ |url-status=live }}</ref> The construction of the pocket track was originally scheduled for completion in December 2018 at a total cost of $45.2&nbsp;million.<ref name="Nov 2017" /> However, the completion date was pushed back several times;<ref name="Nov 2020">{{cite report |url=https://new.mta.info/document/23951 |title=Joint Metro-North and Long Island Committees Meeting |date=November 2020 |website=mta.info |access-date=June 14, 2022 |archive-date=October 13, 2021 |archive-url=https://web.archive.org/web/20211013091935/https://new.mta.info/document/23951 |url-status=live }}</ref>{{rp|60}} {{as of|lc=y|November 2021}}, a tentative completion date of August 2022 was announced.<ref name="Nov 2021">{{cite report |url=https://new.mta.info/document/64116 |title=Joint Metro-North and Long Island Committees Meeting |date=November 2021 |website=mta.info |access-date=June 15, 2022 |archive-date=July 7, 2022 |archive-url=https://web.archive.org/web/20220707000115/https://new.mta.info/document/64116 |url-status=live }}</ref>{{rp|59}} Following another delay,<ref name="Fall 2022">{{cite report |url=https://new.mta.info/document/98236 |title=LIRR Fall Trackwork Programs |date=October 6, 2022 |website=mta.info |access-date=November 14, 2022}}</ref> construction of the extended pocket track was completed in December 2022.<ref>{{cite news |last1=Sweet |first1=Jacqueline |title=MTA Finishes Great Neck Pocket Track In Advance Of Grand Central Open |url=https://patch.com/new-york/greatneck/mta-finishes-great-neck-pocket-track-advance-grand-central-open |access-date=14 January 2024 |work=Patch |date=6 December 2022}}</ref> Finally, the MTA planned to expand two yards. The MTA expanded the rail yard along the [[Main Line (Long Island Rail Road)|Main Line]]/[[Ronkonkoma Branch]] next to [[Ronkonkoma station]], increasing the number of tracks in the yard from 12 to 23.<ref>{{cite web |url=http://web.mta.info/lirr/midsuffolkyard/index.htm |title=Mid-Suffolk Yard |work=mta.info |access-date=May 25, 2018 |archive-date=July 18, 2018 |archive-url=https://web.archive.org/web/20180718195737/http://web.mta.info/lirr/midsuffolkyard/index.htm |url-status=dead }}</ref> The project was budgeted for $128&nbsp;million.<ref name="Nov 2017" /><ref name="schedule">{{cite web|url=http://web.mta.info/lirr/midsuffolkyard/schedule.htm|title=Mid-Suffolk Yard Schedule|work=mta.info|publisher=Metropolitan Transportation Authority|access-date=November 2, 2015|archive-date=September 6, 2015|archive-url=https://web.archive.org/web/20150906021615/http://web.mta.info/lirr/midsuffolkyard/schedule.htm|url-status=dead}}</ref> Construction started in July 2017<ref>{{cite web | last=Rumsey | first=Spencer | title=LIRR's Third Track Gets Key NY Senate Approval to Move Ahead | website=Long Island News from the Long Island Press | date=July 12, 2017 | url=https://www.longislandpress.com/2017/07/12/lirrs-third-track-gets-key-ny-senate-approval-to-move-ahead/ | access-date=October 3, 2018 | archive-date=October 3, 2018 | archive-url=https://web.archive.org/web/20181003100851/https://www.longislandpress.com/2017/07/12/lirrs-third-track-gets-key-ny-senate-approval-to-move-ahead/ | url-status=live }}</ref> and the expanded yard went into service in late 2020.<ref name="Nov 2021" />{{rp|62}}<ref name="Nov 2020" />{{rp|62}} Additionally, the Port Washington Yard, next to [[Port Washington station]] on the [[Port Washington Branch]], was planned to be expanded to store two more ten-car trains. {{As of|2017}}, construction was scheduled to begin in late 2020 or early 2021 at a cost of $500,000.<ref name="Nov 2017" /><ref>{{Cite web|url=http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=l60601yl&PLTYPE=1|title=L60601YL Port Washington Yard Reconfiguration|website=web.mta.info|publisher=Metropolitan Transportation Authority|access-date=September 3, 2017|archive-date=September 3, 2017|archive-url=https://web.archive.org/web/20170903211912/http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=l60601yl&PLTYPE=1|url-status=live}}</ref> However, this project met significant community opposition, primarily because of proposed reduction of parking spaces near the station.<ref>{{cite news |url=https://www.newsday.com/long-island/lirr-lots-overwhelmed-by-parking-demands-t43738 |title=Outta space: Few places to park at LIRR lots |last=Castillo |first=Alfonso A. |date=November 29, 2015 |work=Newsday |access-date=June 15, 2022 |archive-date=June 15, 2022 |archive-url=https://web.archive.org/web/20220615153453/https://www.newsday.com/long-island/lirr-lots-overwhelmed-by-parking-demands-t43738 |url-status=live }}</ref> {{As of|September 2022}}, the MTA has not come to an agreement with the [[Town of North Hempstead]],<ref name="Nov 2020" />{{rp|65}} resulting in the project being postponed indefinitely.<ref name=senate092822 /><ref name="Nov 2021" />{{rp|61}} === New railcars === [[File:LIRR Kawasaki M9 EMU - Jamaica NY.jpg|thumb|M9 railcars, which are being purchased before the opening of East Side Access]] The LIRR also purchased up to 160 [[M9 (railcar)|M9]] cars to handle the increased passenger traffic expected with the opening of East Side Access. They are being paid for with federal grant money attached to the project.<ref>{{cite web | title=LIRR seeks M9A EMUs | website=Railway Age | date=December 6, 2017 |last=Vantuono |first=William C. | url=https://www.railwayage.com/passenger/rapid-transit/lirr-seeks-m9a-emus/ | access-date=September 23, 2018 | archive-date=April 24, 2021 | archive-url=https://web.archive.org/web/20210424050638/https://www.railwayage.com/passenger/rapid-transit/lirr-seeks-m9a-emus/ | url-status=live }}</ref><ref name="Herald Community Newspapers 2018" /> Although the MTA had ordered the M9s as early as 2013, the contract was delayed several times.<ref name="Gothamist 20232" /> As of June 2022, the delivery of M9s was almost three years behind schedule, reportedly due to [[2021–2022 global supply chain crisis|supply chain issues]] and labor shortages. Only 132 of 202 cars in the base order have yet been delivered,<ref name=ne-plant>{{cite news |url=https://www.crainsnewyork.com/transportation/labor-shortage-nebraska-plant-delays-delivery-new-subway-cars |title=Labor shortage at Nebraska plant delays delivery of new subway cars |last=Spivack |first=Caroline |date=June 28, 2022 |work=Crain's New York Business |access-date=July 19, 2022 |archive-date=July 20, 2022 |archive-url=https://web.archive.org/web/20220720005511/https://www.crainsnewyork.com/transportation/labor-shortage-nebraska-plant-delays-delivery-new-subway-cars |url-status=live }}</ref><ref name=newsdaydelays062722>{{cite news |url=https://www.newsday.com/long-island/transportation/m9-cars-behind-schedule-pajyqu3e |title=LIRR's M9 cars 17 more months behind schedule |last=Castillo |first=Alfonso A. |work=Newsday |date=June 27, 2022 |access-date=July 19, 2022 |archive-date=July 20, 2022 |archive-url=https://web.archive.org/web/20220720005511/https://www.newsday.com/long-island/transportation/m9-cars-behind-schedule-pajyqu3e |url-status=live }}</ref> and the additional 160 M9As did not arrive before the opening of East Side Access.<ref name=mta87691>{{cite report |url=https://new.mta.info/document/87691 |title=Capital Program Committee Meeting |date=May 2022 |publisher=Metropolitan Transportation Authority |access-date=July 19, 2022 |archive-date=July 6, 2022 |archive-url=https://web.archive.org/web/20220706162529/https://new.mta.info/document/87691 |url-status=live }}</ref>{{rp|35}} The MTA thus reintroduced about 100 of the older M3 cars (which first entered service the mid-1980s) to provide the advertised additional service.<ref name="Gothamist 20232" /><ref name=n12m3s/> The M3s are slated to remain in service at least until the remaining M9s for fleet expansion are delivered.<ref name=n12m3s>{{cite news |url=https://bronx.news12.com/commuters-express-lirr-concerns-to-transit-leaders |title=LIRR to use decades-old rail cars to fill in gap once Grand Central Station access is complete |date=July 18, 2022 |work=News 12 The Bronx |access-date=July 19, 2022 |archive-date=July 19, 2022 |archive-url=https://web.archive.org/web/20220719204629/https://bronx.news12.com/commuters-express-lirr-concerns-to-transit-leaders |url-status=live }}</ref> === Penn Station Access === {{Main|Penn Station Access}} Redirecting LIRR trains from Penn Station to Grand Central Terminal frees up tracks and platforms at Penn. This new capacity, as well as track connections resulting from the East Side Access project, allows [[Metro-North Railroad]] trains on the [[New Haven Line]] to run to Penn Station via Amtrak's [[Hell Gate Bridge]]. Four new local Metro-North stations in [[the Bronx]] are planned as part of this project, at [[Co-op City, Bronx|Co-op City]], [[Morris Park, Bronx|Morris Park]], [[Parkchester, Bronx|Parkchester]], and [[Hunts Point, Bronx|Hunts Point]]. The MTA is constructing a second connection from the Metro-North's [[Hudson Line (Metro-North)|Hudson Line]] to Penn Station using Amtrak's [[West Side Line]] in Manhattan.<ref>{{cite web|url=http://web.mta.info/mta/planning/psas/pdf/PennAccess_MTAweb.pdf|title=Metro-North Penn Station Access|work=[[Metropolitan Transportation Authority|mta.info]]|publisher=[[Metropolitan Transportation Authority]]|access-date=July 20, 2017|archive-date=February 26, 2015|archive-url=https://web.archive.org/web/20150226055120/http://web.mta.info/mta/planning/psas/pdf/PennAccess_MTAweb.pdf|url-status=dead}}</ref> The Penn Station Access project will provide direct rides from [[Connecticut]], [[Westchester County, New York|Westchester County]], the [[Hudson Valley|Lower Hudson Valley]], and the Bronx to West Midtown; ease reverse-commuting from Manhattan and the Bronx to Westchester County, the Lower Hudson Valley, and Connecticut; and provide transportation service to areas of the Bronx without direct subway service.<ref>{{Cite web |url=http://web.mta.info/mta/news/books/docs/Penn%20Station%20Access%20Project%20Overview.pdf |title=MTACC Quarterly Progress Report to CPOC Penn Station Access Project Overview December 12, 2016 |date=December 12, 2016 |work=[[Metropolitan Transportation Authority|mta.info]] |publisher=[[Metropolitan Transportation Authority]] |access-date=July 20, 2017 |archive-date=February 2, 2017 |archive-url=https://web.archive.org/web/20170202042106/http://web.mta.info/mta/news/books/docs/Penn%20Station%20Access%20Project%20Overview.pdf |url-status=live }}</ref> In December 2021, it was announced that the project would be completed in 2027,<ref>{{Cite web|title=Penn Station Access|url=https://new.mta.info/projects/penn-station-access|url-status=live|access-date=December 16, 2021|website=mta.info|publisher=Metropolitan Transportation Authority|language=en|archive-date=December 16, 2021|archive-url=https://web.archive.org/web/20211216022744/https://new.mta.info/projects/penn-station-access}}</ref> several years later than initially proposed.<ref>{{cite news |url=https://www.bxtimes.com/letter-metro-north-penn-station-access-still-not-a-done-deal/ |title=Letter: Metro-North Penn Station Access still not a done deal |work=[[Bronx Times]] |last=Penner |first=Larry |date=October 27, 2021 |access-date=June 16, 2022 |archive-date=October 27, 2021 |archive-url=https://web.archive.org/web/20211027172608/https://www.bxtimes.com/letter-metro-north-penn-station-access-still-not-a-done-deal/ |url-status=live }}</ref> == See also == {{attached KML|display=inline,title}}  * [[Center City Commuter Connection]], a similar tunnel opened in [[Philadelphia]] in 1984 to connect two previously separate rail terminals * [[Fulton Center]], another MTA Capital Construction project * [[Gateway Program (Northeast Corridor)]], a railroad expansion project on the west side of Manhattan that started in 2023 * [[History of Grand Central Terminal]], more details about the history of Grand Central Terminal * [[Lower Manhattan–Jamaica/JFK Transportation Project]], a formerly proposed LIRR project * [[North–South Rail Link]], a set of proposals for a similar project in [[Boston]] * [[Second Avenue Subway]], another MTA Capital Construction project, whose Phase I entered service on January 1, 2017 * [[7 Subway Extension]], a completed MTA Capital Construction project == Notes == {{notelist}} == References == {{Reflist|30em}} == External links == {{external media | width = 300px | float = right | video1 = [https://www.youtube.com/watch?v=7gratAnzi84 "What Is East Side Access?"], [[Metropolitan Transportation Authority]]; January 29, 2010; one-minute [[YouTube]] video clip | video2 = [https://www.youtube.com/watch?v=9O3YsapSLGI "The East Side Access Project"], MTA [[Long Island Rail Road]]; February 18, 2010; 6:19 [[YouTube]] video clip | video3 = [https://www.youtube.com/watch?v=PDpUxFO2v9Q "East Side Access Soft Ground TBM Launch"], [[Metropolitan Transportation Authority]]; April 7, 2011; 2:22 [[YouTube]] video clip | video4 = [https://www.youtube.com/watch?v=jJsp63w4lVs "East Side Access{{spaced ndash}} 1/24/2012 Update"], [[Metropolitan Transportation Authority]]; January 24, 2012; 1:51 [[YouTube]] video clip | video5 = [https://www.youtube.com/watch?v=cdIq8EqRl_w "East Side Access Project Update 2"], MTA [[Long Island Rail Road]]; March 5, 2012; 7:39 [[YouTube]] video clip | video6 = [https://www.youtube.com/watch?v=AO0F_6e_OY8 "East Side Access 9/21/2012 Update"], Metropolitan Transportation Authority; September 21, 2012; 2:27 YouTube video clip | video7 = [https://www.youtube.com/watch?v=CnD3qjZkYrw "East Side Access 9/11/2015 Update"], Metropolitan Transportation Authority; September 11, 2015 YouTube video clip }} *{{Commons category-inline|East Side Access}} *[http://web.mta.info/capital/esa_alt.html MTA's Official East Side Access Project Page] *[https://www.flickr.com/photos/mtacc-esa MTA East Side Access Flickr stream] *[https://www.flickr.com/photos/mtaphotos/sets/72157626662067404/ East Side Access Construction Progress, May 5, 2011; 29 Photos (MTA Flickr)] *[https://www.flickr.com/photos/mtaphotos/sets/72157626906741331/ East Side Access Update{{spaced ndash}} June 21, 2011; 9 Photos (MTA Flickr)] *[https://www.flickr.com/photos/mtaphotos/sets/72157627591041661/ East Side Access update September 19, 2011; 10 Photos (MTA Flickr)] *[https://www.flickr.com/photos/mtaphotos/sets/72157629159095735/ East Side Access Update{{spaced ndash}} January 25, 2012 (MTA Flickr)] *[https://www.nycurbanism.com/east-side-access A History of East Side Access], a detailed history of the project from NYC Urbanism. {{Long Island Rail Road|state=collapsed}} {{Transportation in New York City|state=autocollapse}} {{Grand Central Terminal|state=autocollapse}}{{portal bar|New York City|Trains}} [[Category:Railway lines opened in 2023]] [[Category:Buildings and structures in Manhattan]] [[Category:Buildings and structures in Queens, New York]] [[Category:East River]] [[Category:Grand Central Terminal]] [[Category:Immersed tube tunnels in the United States]] [[Category:Long Island City]] [[Category:Long Island Rail Road]] [[Category:Midtown Manhattan]] [[Category:Passenger rail transportation in New York (state)]] [[Category:Railroad tunnels in New York City]] [[Category:Transportation projects in New York City]] [[Category:Tunnels completed in 1989]] [[Category:Underground commuter rail]] </textarea><div class="templatesUsed"><div class="mw-templatesUsedExplanation"><p><span id="templatesused">Pages transcluded onto the current version of this page<span class="posteditwindowhelplinks"> (<a href="/wiki/Help:Transclusion" title="Help:Transclusion">help</a>)</span>:</span> </p></div><ul> <li><a href="/wiki/Wikipedia:Map_data/Wikipedia_KML/East_Side_Access" title="Wikipedia:Map data/Wikipedia 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