La accesibilidad física de la red de transporte público de la Autoridad de Transporte Metropolitano (MTA), que sirve al área metropolitana de Nueva York , está incompleta. Aunque todos los autobuses son accesibles para sillas de ruedas de acuerdo con la Ley de Estadounidenses con Discapacidades de 1990 (ADA), gran parte del sistema ferroviario de la MTA se construyó antes de que el acceso para sillas de ruedas fuera un requisito de la ADA. Esto incluye los sistemas de tránsito rápido de la MTA , el metro de la ciudad de Nueva York y el ferrocarril de Staten Island , y sus servicios de trenes de cercanías , Long Island Rail Road (LIRR) yFerrocarril Metro-Norte . En consecuencia, la mayoría de las estaciones no fueron diseñadas para ser accesibles a personas con discapacidades.
Una ley estatal, la Ley de Derechos Humanos de Nueva York , prohíbe la discriminación por motivos de discapacidad . Desde 1990, se han construido ascensores en estaciones recién construidas para cumplir con la ADA, y la mayoría de las estaciones a nivel de grado requieren pocas modificaciones para cumplir con las normas de la ADA. Además, la MTA identificó 100 "estaciones clave", estaciones de alto tráfico y / o geográficamente importantes en el sistema de metro, que han sido o están siendo renovadas para cumplir con la ADA. [1] [a] Uno de los principios clave del Fast Forward Plan para rescatar el sistema de metro lanzado en 2018 es aumentar drásticamente el número de estaciones de metro accesibles por ADA, agregando instalaciones accesibles a 70 estaciones para 2024.
Antecedentes [ editar ]
La Autoridad de Transporte Metropolitano (MTA) ha ido agregando gradualmente el acceso para discapacitados a sus estaciones clave desde la década de 1980, aunque gran parte del sistema de tránsito de la MTA sigue siendo inaccesible. Según la MTA:
- Al mejorar los servicios para las personas con discapacidades, la MTA identificó estaciones e instalaciones donde el cumplimiento de la Ley de Estadounidenses con Discapacidades (ADA) beneficiaría a la mayoría de las personas, analizando factores como el alto número de pasajeros, los puntos de transferencia y el servicio a las principales áreas de actividad. Estas estaciones recibieron prioridad en nuestro programa de renovación de estaciones. Seguimos ampliando las funciones de accesibilidad a más y más ubicaciones. [2]
Según la MTA, las estaciones totalmente accesibles tienen:
- ascensores o rampas [2]
- pasamanos en rampas y escaleras [2] [3] : 254
- letras grandes y señales táctiles en Braille [2] [3] : 254
- sistemas de información de audio y visuales, incluidos los puntos de ayuda o las pantallas de información del cliente de megafonía [2] [3] : 254
- Ventanas accesibles de la cabina de la estación con umbrales ubicados a no más de 36 pulgadas (91 cm) sobre el suelo [2] [4] : F.3
- Máquinas expendedoras accesibles de MetroCard [2]
- puertas de entrada de servicios accesibles [2]
- tiras de advertencia en el borde de la plataforma [2]
- modificaciones de la brecha de la plataforma o placas de puente para reducir o eliminar la brecha entre los trenes y las plataformas donde es mayor de 2 pulgadas (5.1 cm) verticalmente o 4 pulgadas (10 cm) horizontalmente [2] [4] : F.3
- teléfonos a una altura accesible con control de volumen y teléfonos de texto (TTY) [2] [4] : F.3
- baños accesibles en estaciones con baños, si hay un baño público de 24 horas en funcionamiento [2] [4] : F.3
- Nota : no todos los edificios de la estación tienen baños. [2]
También se requiere que las paradas de autobús principales tengan anuncios de paradas de autobús según la ADA. La MTA está obligada a mantener estos componentes según la ley ADA; por ejemplo, los autobuses con ascensores defectuosos quedarán fuera de servicio. [3] : 254
Historia [ editar ]
1970 y 1980 [ editar ]
En 1973, la Ley Federal de Rehabilitación de 1973 se convirtió en ley, y una disposición de la misma, la Sección 504, se interpretó inicialmente para requerir que todos los sistemas de transporte público sean igualmente accesibles para los discapacitados o corran el riesgo de perder fondos federales. La MTA se resistió a esta interpretación, argumentando que hacer las mejoras requeridas costaría más de $ 1.5 mil millones. El presidente de la MTA, Harold Fisher, argumentó a favor de un sistema de transporte separado para los discapacitados, ya que sería demasiado costoso hacer accesible el sistema regular. [5] La Junta de la MTA, en 1980, votó para ignorar la regla a pesar de las amenazas del gobierno federal de que la agencia perdería los fondos federales. [6]
El 27 de septiembre de 1979, la Asociación de Veteranos Paralizados del Este (EPVA) presentó una demanda en la Corte Suprema de Nueva York que buscaba bloquear el avance de los proyectos de modernización del metro a menos que se instalaran ascensores en las estaciones, según una ley estatal que requería que el acceso para discapacitados Se proporcionarán jinetes. Esta fue la primera demanda en Nueva York que impugna a una agencia estatal por no cumplir con la Ley de Edificios Públicos y la primera demanda que argumenta que las leyes estatales requieren que los sistemas de transporte público agreguen elevadores para sillas de ruedas en autobuses y ascensores en estaciones de tren y metro. La demanda también acusó a la MTA de desafiar la Ley de Derechos Humanos de Nueva York., que prohíbe la discriminación, por negar a las personas con discapacidades el uso de las instalaciones de transporte público. La EPVA decidió seguir adelante con la demanda a pesar de la existencia de las regulaciones federales porque temía que una demanda de la Asociación Estadounidense de Transporte Público (APTA), que buscaba anular las reglas por ser económicamente onerosas, pudiera tener éxito. [5]
En 1981, la administración Reagan reinterpretó la Sección 504, requiriendo que las agencias de tránsito demostraran que estaban haciendo sus mejores esfuerzos para proporcionar transporte adecuado para personas en sillas de ruedas. Como resultado, la MTA acordó comprar más de 2,000 autobuses con elevadores para sillas de ruedas, lo que haría accesible el 50% de su flota de autobuses. [6] En 1983, menos de un tercio de los 3.600 autobuses del sistema estaban equipados con estos elevadores. [7]
En diciembre de 1982, la Corte Suprema del Estado de Nueva York falló a favor de la EPVA, y el 4 de enero de 1983, el juez de la Corte firmó oficialmente una orden que prohibía que procedieran 10 proyectos de renovación de estaciones en el primer Programa Capital de la MTA hasta que se llegara a un acuerdo con respecto a la accesibilidad en el sistema de tránsito de la ciudad de Nueva York , que la MTA apeló. El juez basó el fallo en una ley estatal que requería el acceso en silla de ruedas a los proyectos que fueron renovados con fondos estatales. La MTA había argumentado que ya había brindado una opción de transporte para discapacitados al ordenar autobuses con elevadores para sillas de ruedas, y que la ley estatal en cuestión, la ley de edificios públicos, no se aplicaba a las estaciones de metro y que los proyectos planificados eran reparaciones, no renovaciones. [6]
El trabajo en diez proyectos de renovación de estaciones en curso se suspendió, y el trabajo en otras 78 fueron archivados por la MTA, que temía que los tribunales detuvieran nuevamente el trabajo. Luego de la decisión, la MTA pidió a la Legislatura del Estado de Nueva York que eximiera a la agencia de la ley que exige que el transporte sea accesible para personas con discapacidades. Richard Ravitch, presidente de la MTAdijo que "los costos de accesibilidad de la estación son enormes y los beneficios ilusorios", argumentando que pocas personas usarían los ascensores, y destacando que costaría $ 1 millón hacer accesible cada estación, y el alto costo de mantenimiento y requisitos de seguridad. La MTA había ofrecido a la EPVA establecer un servicio de paratránsito a pedido, que el grupo rechazó, mientras que la EPVA ofreció hacer accesibles 27 estaciones clave, incluidas Fordham Road , Forest Hills – 71st Avenue , Atlantic Avenue , Times Square – 42nd Street y 125th Street , que fue rechazada por la MTA. [8]
El 22 de diciembre de 1983, el líder de la minoría del Senado estatal , Manfred Ohrenstein, propuso una legislación que haría accesibles 27 estaciones clave y proporcionaría fondos para un servicio de paratránsito , permitiendo que comenzaran las renovaciones en las 88 estaciones. Tras el anuncio, la MTA se entretuvo con la instalación de ascensores en un número limitado de estaciones que se están renovando por primera vez. El senador Ohrenstein estimó que costaría entre $ 25 y 35 millones hacer accesibles las 27 estaciones y costaría $ 55 millones por año para el servicio de paratránsito. $ 30 millones del costo del servicio de paratránsito serían sufragados por los ingresos de la Autoridad de Tránsito, $ 7 millones provendrían de tarifas y el resto provendría de pagos de terceros como Medicare yMedicaid . La legislación propuesta enumeraba diez estaciones en Manhattan , cuatro en El Bronx , siete en Brooklyn y seis en Queens . El proyecto de ley también habría requerido que la mitad de los autobuses estuvieran equipados con elevadores para sillas de ruedas y hubiera creado una Junta de Transporte para Discapacitados de 15 miembros para supervisar el sistema de paratránsito. [9]
En marzo de 1984, la MTA, la oficina del gobernador Mario Cuomo y los defensores de los discapacitados comenzaron a trabajar en un acuerdo para permitir que la agencia comenzara a trabajar en su programa de modernización de la estación de metro. El 21 de junio de 1984, el alcalde Ed Koch bloqueó un acuerdo que se había alcanzado en principio para resolver el impasse. [10] El acuerdo habría requerido que la MTA gastara $ 5 millones al año durante ocho años para hacer accesibles alrededor de 40 estaciones y equipar todos los autobuses del sistema con elevadores de sillas de ruedas en quince años. Se opuso a hacer accesibles las estaciones y escribió: "He llegado a la conclusión de que es simplemente incorrecto gastar 50 millones de dólares en los próximos ocho años, y en última instancia, más, en instalar ascensores en el metro". [11]
El 29 de junio de 1984, el gobernador Cuomo y los líderes de la Asamblea Estatal y el Senado estatal llegaron a un acuerdo de conciliación a pesar de las objeciones del alcalde Koch. El acuerdo modificó el Transporte del Estado de Nueva Yorky Leyes de Construcción para exigir que la MTA instale ascensores en 54 estaciones, de las cuales 38 fueron designadas en la legislación, mientras que ocho serían elegidas por la MTA, y las ocho restantes serán elegidas por un nuevo transporte de la ciudad de Nueva York de 11 miembros. Comité de Discapacitados. Se requeriría que la MTA gaste $ 5 millones al año durante ocho años para hacer que la estación sea accesible y para equipar el 65 por ciento de los elevadores de sillas de ruedas de los autobuses. Al menos ocho estaciones debían ser accesibles dentro de los cinco años posteriores a la entrada en vigor de la legislación. El Comité para Discapacitados en Transporte de la Ciudad de Nueva York desarrollaría un plan para un servicio piloto de paratránsito dentro de 210 días. El servicio tendría un presupuesto anual de $ 5 millones. [12] [13] : 1–2La legislación fue promulgada por el Gobernador Cuomo el 23 de julio de 1984 y la Junta de la MTA aprobó una resolución de acuerdo con la legislación el 25 de julio de 1984. El 24 de septiembre de 1984 se aprobó un acuerdo conciliatorio que permitió a la MTA iniciar las obras de renovación. 88 estaciones de metro. [14]
Décadas de 1990 y 2000 [ editar ]
El 26 de julio de 1990, se promulgó la Ley de Estadounidenses con Discapacidades de 1990, que exige que todos los sistemas de tránsito hagan que sus servicios e instalaciones sean totalmente accesibles para las personas con discapacidades. Una disposición de la legislación requería que todas las agencias de tránsito presentaran un plan de estación clave al FTA antes del 26 de julio de 1992. Como parte del plan, se requirió que las agencias incluyan la metodología que usaron para seleccionar estaciones clave y un cronograma para completar las mejoras de accesibilidad. Aunque se requirió que las estaciones fueran accesibles para julio de 1993, las agencias de tránsito recibieron permiso para extender el plazo hasta en treinta años. Como parte del plan de estaciones clave de New York City Transit, 54 estaciones serían accesibles según la ADA para 2010. [13] : 2
Entre 1986 y 1991, el número de personas discapacitadas que utilizan autobuses en la ciudad de Nueva York aumentó de 11.000 viajes al año a 120.000. En 1991, el noventa por ciento de los autobuses estaban equipados con elevadores para sillas de ruedas y diez de las 54 estaciones clave se hicieron accesibles para sillas de ruedas; En ese momento, 20 de las 469 estaciones de metro tenían rampas o ascensores. [7] La Autoridad de Tránsito de la Ciudad de Nueva York también había hecho esfuerzos para mejorar la capacitación de sus empleados y operadores de autobuses sobre cómo ayudar a las personas con discapacidades y cómo operar los elevadores de sillas de ruedas. Al menos un vagón de cada tren subterráneo tenía que ser accesible para 1993, y se suponía que las principales estaciones de metro serían modernizadas con ascensores o rampas para 1995. [7]
La MTA creó el Comité de Coordinación de Cumplimiento de ADA de Tránsito de la Ciudad de Nueva York (CCC) en junio de 1992. El comité trabaja para coordinar el plan de accesibilidad de la MTA, así como también llega a los pasajeros discapacitados de la MTA. [3] : 253 La MTA también brinda capacitación a motociclistas discapacitados, familias de motociclistas discapacitados y especialistas en movilidad. Entre 1995 y 2019 ha capacitado a 775 pasajeros. [3] : 308
En 1994, se hicieron enmiendas a las Leyes de Transporte y Edificios Públicos del Estado de Nueva York, aumentando la obligación de estaciones clave de 54 estaciones a una lista de 100 estaciones que se completarán para 2020. De las 100 nuevas estaciones, 91 se especificaron inmediatamente, incluidas 37 estaciones adicionales que fueron elegidas de acuerdo con los criterios de FTA y MTA y discusiones en cinco foros públicos. Las nueve estaciones restantes se seleccionarían luego de las discusiones con el Comité de Discapacitados del Transporte y defensores públicos. [13] : 2 Sin embargo, esta revisión también estipuló que el metro y el ferrocarril de Staten Island estaban exentos de realizar modificaciones de accesibilidad que, por ley, eran requeridas para otros edificios públicos. [3] : 261Poco después de esta modificación, la calle 66-Lincoln Center ( 1 tren) y Prospect Park-Brighton ( B , Q y S trenes) se añadieron a la lista de 91 estaciones. También hubo tres opciones para modificar la lista de 91 estaciones. Ellos incluyen la adición de Broadway-Lafayette Street ( B , D , F , <F> , y M trenes) y Bleecker Street ( 6 y <6> trenes); reemplazando Broad Street con Chambers Street(ambos servido por la J y Z trenes) y la Avenida Iglesia con Kings Highway (tanto servido por el B y Q trenes); o modificando fechas para varias estaciones clave. El público apoyó todas estas opciones. [3] : 247
El 25 de febrero de 1994, la Junta de la MTA aprobó la presentación del proyecto de ley al Gobernador para ampliar la obligación de estaciones clave de las 54 estaciones en el plan en ese momento y 37 estaciones adicionales que se completarán hasta 2020. En mayo de 1994, la Junta aprobó la adición de contratos para hacer accesibles siete de las 37 estaciones durante los proyectos de renovación de estaciones entre 1994 y 1996 al Programa Capital 1992-1996. Estas estaciones fueron 14th Street , Eighth Avenue , 207th Street , Church Avenue , 72nd Street , Lexington Avenue y 47th – 50th Streets – Rockefeller Center. Los dos primeros estaban programados para adjudicarse en 1994, los dos siguientes en 1995 y los tres últimos en 1996. Los contratos se agregaron bajo el supuesto de que el proyecto de ley se firmaría para no retrasar los proyectos y evitar tener que regresar. a las estaciones después de que se completaron sus proyectos de renovación para agregar ascensores. Estos proyectos requirieron $ 60,9 millones. [4] : F.1 – F.10
La Administración Federal de Transporte aprobó la lista de 95 estaciones clave en junio de 2000. Far Rockaway-Mott Avenida ( Un tren) y la calle 180 Este ( 2 y 5 se añadieron trenes) a la lista de 100 estaciones en 2000 y 2002, respectivamente. Posteriormente, una nueva South Ferry estación ( 1 tren) y el vigente Eastern Parkway-Brooklyn Museum estación ( 2 , 3 , 4 , y 5 trenes) fueron seleccionados respectivamente en 2003 y 2004. La estación centésima fue el tema de una cierta debate, pero la MTA finalmente decidió elegirBedford Park Boulevard ( B y D trenes). [3] : 261
La MTA comenzó a publicar una lista de ascensores y escaleras mecánicas fuera de servicio en su sitio web en agosto de 2007. En diciembre de 2007, la Junta de la MTA votó sobre un contrato de $ 1.3 millones para conectar los ascensores y escaleras mecánicas del sistema a un sistema de monitoreo computarizado para que se pudieran solucionar las averías. con más rápidamente. [15]
2010 hasta el presente [ editar ]
El 13 de octubre de 2010, la United Spinal Association presentó una demanda colectiva contra la MTA por no hacer accesible la estación de Dyckman Street como parte de un proyecto de renovación de la estación, argumentando que la agencia violó la ADA al no asignar el veinte por ciento del presupuesto del proyecto. para mejorar el acceso a las personas con discapacidad. [16] La MTA no había planeado hacer accesible la estación debido a la falta de fondos, y como la agencia no la identificó como una estación clave. [17]El 21 de julio de 2010, la United Spinal Association anunció que había llegado a un acuerdo con la MTA para instalar un ascensor en la plataforma en dirección sur de la estación para 2014. No se instaló un ascensor en la plataforma en dirección norte ya que la MTA argumentó que hacerlo no fue factible debido al diseño de la estación señalizada. [18]
Como parte del Programa Capital 2015-2019, se asignaron $ 300 millones para mejorar el acceso a las estaciones y brindar accesibilidad según la ADA en quince estaciones elegidas por la ciudad. Cuatro estaciones fueron elegidos en enero de 2018: 170 Calle ( 4 trenes), Broadway Junction ( A y C plataformas de trenes), Livonia Avenida ( L tren) y Queensboro Plaza ( 7 , <7> , N , y Trenes W ). Se están evaluando cuatro estaciones más. Estas estaciones son los J y Z plataformas trenes en Broadway Junction, así comoUnion Street ( tren R ), Vernon Boulevard – Jackson Avenue ( trenes 7 y <7> ) y East Broadway ( trenes F y <F> ). [19] [20] En abril de 2018, la MTA agregó un proyecto de accesibilidad ADA en Westchester Square – East Tremont Avenue ( trenes 6 y <6> ) como parte del Programa Capital 2015-2019. [21]
La MTA contrató a Stantec en febrero de 2018 para determinar la viabilidad y el costo de hacer que todas las estaciones de metro sean accesibles a la ADA. El estudio que completó Stantec se utilizó para determinar qué estaciones serían accesibles al Programa Capital 2020-2024 de la agencia. Descubrió que sería imposible hacer accesible la plataforma en dirección sur en la estación 14th Street – Union Square en la línea IRT Lexington Avenue debido a la curvatura de la estación. Además, no se consideró factible construir la estación de Court Street debido a la gran cantidad de conductos que tendrían que ser redirigidos. [22]
In 2018, as part of the MTA's Fast Forward program to improve subway and bus service, an Executive Accessibility Advisor was hired at New York City Transit Authority chief Andy Byford's request, reporting directly to Byford.[23] However, the MTA's efforts were still seen as inadequate. After a woman died in January 2019 from falling down a staircase at Seventh Avenue, a station with no elevators, officials criticized the MTA for not adding enough elevators, and one advocacy group released an unofficial map of stations that should receive accessibility upgrades.[24][25][26]
As of May 2018[update], ADA-accessibility projects are expected to be started or completed at fifty stations as part of the 2020–2024 Capital Program.[27] This would allow one of every two to four stations on every line to be accessible, so that all non-accessible stops would be a maximum of two stops from an accessible station.[28]:37 In June 2018, it was announced that the Sixth Avenue station on the L train would receive elevators following the 14th Street Tunnel shutdown in 2019–2020.[29] As part of the plan to add fifty ADA-accessible stations, the MTA surveyed the 345 non-accessible stations for possible ADA-accessibility.[30]:93–94 After the accessibility report was released in February 2019, the MTA indicated that it might possibly only retrofit 36 of 50 stations because of a lack of funding.[31] However, in the draft 2020–2024 Capital Program released in September 2019, it was indicated that 66 stations might receive ADA improvements.[32] Plans for ADA access at another 20 stations were announced that December.[33][34] The news outlet The City did an analysis of the 2020–2024 Capital Program, and found that the cost of replacing nineteen elevators in the system in had doubled from $69 million to $134 million.[35]
On April 23, 2019, the Suffolk Independent Living Organization filed a class action lawsuit against the MTA for not making the Amityville, Copiague, and Lindenhurst stations on the Long Island Rail Road accessible after the agency spent $5 million renovating escalators at the stations from 2015 to 2016. The MTA reached a settlement with the Suffolk Independent Living Organization on July 10, 2020, agreeing to make the three station fully compliant with the ADA, including the installation of elevators. Work on these projects was to be completed by June 2023, with funding to come out of the MTA's 2020–2024 Capital Program.[36] In December 2020, the MTA Board voted to approve a $149 million contract to install seventeen elevators to make seven subway stations and one Staten Island Railway station accessible, and a fifteen-year $8 million contract for elevator maintenance. The MTA used Federal grant money for the Penn Station Access project that would have otherwise expired. The initial cost to make these eight stations accessible was $581 million. The cost of the project was reduced by planning to make the stations accessible without constructing machine rooms, which require additional excavation and underground utility relocation.[37]
In early 2021, the MTA announced it was proposing a zoning law, Zoning for Accessibility, which would increase the number of subway elevators by placing many of them on private property. Under the proposed legislation, developers of lots adjacent to subway stations would meet with the MTA to determine whether an elevator entrance could be constructed. If such an entrance was included in a building, the developers could receive "density bonuses" that would allow them to add more space in their buildings.[38][39][40]
Criticism[edit]
The MTA has been criticized for its inaccessibility, particularly in the New York City Subway.[41][42] Only 25% of the city's 472 subway stations were accessible in 2018, among the lowest percentages of any major transit system in the world.[43] There are some lines where two accessible stations are separated by ten or more non-accessible stops.[26] By contrast, Boston's MBTA subway and the Chicago "L", which are as old or older than the New York City Subway, have higher rates of accessible subway stations.[44][45] A report from the New York City Comptroller published in July 2018 found that, out of the 189 neighborhoods officially recognized by the city, 122 have at least one subway station. Of the 122 neighborhoods with subway stations, only 62 have any accessible stations.[45] Some places such as Woodlawn, South Brooklyn, and Stapleton, as well as neighborhoods with large elderly or young populations, do not have any accessible stations.[43][45] The Comptroller's report found that approximately 640,000 young, elderly, or disabled residents in the city did not have access to any nearby accessible stations, while another 760,000 residents did have such access. As a result, the unemployment rate tends to be higher among disabled residents of New York City. Additionally, the 25% labor force participation rate among disabled residents is one-third that of non-disabled residents' labor force participation rate of 75%.[45]
Many transfer stations, such as Broadway Junction on the A, C, J, L, and Z trains; Delancey Street/Essex Street on the F, <F>, J, M, and Z trains; and 14th Street/Sixth Avenue on the 1, 2, 3, F and <F>, L, and M trains are not wheelchair-accessible, making it harder to travel between different parts of the city. The Rockaway Park Shuttle has only one accessible station, while the 42nd Street Shuttle is not accessible. Several stations also only contain elevators leading from street level to their respective mezzanines.[g] Additionally, some stations on the LIRR are not accessible, including four consecutive stations on the Babylon Branch, which is entirely above ground.[48]
As per the ADA, if a station is significantly modified, at least 20% of the renovation's cost must be spent on ADA improvements, but this is not always the case in the New York City Subway system.[42] For example, the Smith–Ninth Streets station was renovated for two years and reopened in 2013 without any elevators.[49] None of the stations being renovated under the Enhanced Station Initiative, which began in 2017, are proposed to include elevators, except for the stations already equipped with them (e.g. Hunts Point Avenue).[42] There have also been several lawsuits over this issue. In 2011, the MTA added a single elevator at the Dyckman Street station (1 train) after a lawsuit by the United Spinal Association midway during the station's renovation.[50] In 2016, the MTA was sued by another disability rights group for not installing an elevator at the Middletown Road station during a 2014 renovation.[51] Similarly, in 2017, disability rights groups filed a class-action suit against the MTA because the subway in general was inaccessible, which violated both state and federal laws.[52][41] The federal government sued the MTA in March 2018 over a lack of elevators at Middletown Road and the Enhanced Station Initiative stops.[53][54] In March 2019, federal district judge Edgardo Ramos ruled that all subway station renovations that "affect the station's usability" must include upgrades to make the station fully accessible unless it is deemed unfeasible to do so.[55][56]
Several stations that serve major sports venues in the metropolitan area also have little to no accessibility; the Mets–Willets Point subway station, located adjacent to Citi Field (home of the New York Mets), is only accessible through a ramp at a southern side platform, which are only open during special events. Similarly, the connecting Long Island Rail Road station of the same name is not ADA compliant, nor is the LIRR station serving Belmont Park. The Aqueduct Racetrack subway station, serving the eponymous racetrack in South Ozone Park, was inaccessible until 2013, following a two-year renovation project at the behest of Resorts World Casino, which opened near the racetrack in 2011.[57] Although all New York City buses are accessible, transfers between bus routes, as well as the bus trips themselves, are usually cumbersome because buses run at a much lower frequency than the subway does.[58]
Station count[edit]
| System | Accessible station count | Overall station count | Percentage |
|---|---|---|---|
| NYC Subway (individual) | 135[59] | 472[60] | 29% |
| NYC Subway (combined) | 107[59] | 424[61][h] | 25% |
| Staten Island Railway | 5[59] | 21[60] | 24% |
| Long Island Rail Road | 105[59] | 124[62] | 85% |
| Metro-North Railroad | 79[59] | 124[63] | 64% |
| Overall system[i] | 290 | 686 | 42% |
Rapid transit[edit]
New York City Subway[edit]
As of December 2020[update], out of 472 total stations in the New York City Subway system, 135 (or 29%) are accessible to some extent;[70][j] many of them have AutoGate access.[71][59] If station complexes are counted as one, then 107 out of the system's 424 stations are accessible to some extent (or 25%). Additionally, there are 21 more non-ADA-accessible stations with cross-platform interchanges, as well as other same-platform transfers, designed to handle wheelchair transfers.[59] The MTA is primarily working to make 100 "key stations" accessible by 2020 to comply with the ADA.[a][72][41] As of December 2020[update], 97 of these stations are accessible while 2 are under construction and one under design.[3]:250 It has also retrofitted 34 "non-key stations" and is planning to retrofit 11 more non-key stations.[41][73]
Because of how they were designed, many existing subway stations were built with narrow platforms, as such making it difficult to install wheelchairs in such stations.[74] Eight station complexes in the system have a mix of accessible platforms and non-accessible platforms.[b]
Manhattan[edit]
As of September 2020[update], there are 60 ADA compliant stations in Manhattan out of 151 (40%),[k] or 43 (36%) if stations in complexes are counted as one.[59][l] Stations built after 1990 are marked with an asterisk (*).
| Station | Services | Accessible entrance and notes[59] |
|---|---|---|
| First Avenue |
| |
| 14th Street/Eighth Avenue | |
|
| 14th Street–Union Square | |
|
| 23rd Street | |
|
| 28th Street | |
|
| 34th Street–Herald Square | |
|
| 34th Street–Hudson Yards* | |
|
| 34th Street–Penn Station | |
|
| 34th Street–Penn Station | |
|
| 47th–50th StreetsRockefeller Center | |
|
| 49th Street | |
|
| 50th Street | |
|
| Lexington Avenue/51st Street | |
|
| 59th Street–Columbus Circle | |
|
| 66th Street–Lincoln Center | |
|
| 72nd Street | |
|
| 72nd Street* | |
|
| 86th Street | |
|
| 86th Street* | |
|
| 96th Street | |
|
| 96th Street* | |
|
| 125th Street | |
|
| 125th Street | |
|
| 135th Street | |
|
| 168th Street | |
|
| 175th Street |
| |
| Bowling Green | |
|
| Broadway–Lafayette Street/Bleecker Street | |
|
| Brooklyn Bridge–City Hall/Chambers Street | |
|
| Canal Street | |
|
| Chambers Street | |
|
| Cortlandt Street/World Trade Center | |
|
| Dyckman Street |
| |
| Fulton Street | |
|
| Grand Central–42nd Street | |
|
| Inwood–207th Street |
| |
| Lexington Avenue–63rd Street | |
|
| Roosevelt Island | |
|
| South Ferry* |
| |
| Times Square–42nd Street / Port Authority Bus Terminal | |
|
| West 4th Street–Washington Square | |
|
| WTC Cortlandt* |
|
The Bronx[edit]
As of December 2020[update], there are 15 ADA compliant stations in the Bronx out of 70 (21%), or 14 (21%) if stations in complexes are counted as one.[59][l]
| Station | Services | Accessible entrance and notes[59] |
|---|---|---|
| Third Avenue–149th Street | |
|
| 161st Street–Yankee Stadium | |
|
| 231st Street |
| |
| 233rd Street | |
|
| Bedford Park Boulevard | |
|
| East 180th Street | |
|
| Fordham Road |
| |
| Gun Hill Road (Seymour Avenue) |
| |
| Gun Hill Road (White Plains Road) | |
|
| Hunts Point Avenue | |
|
| Kingsbridge Road | |
|
| Pelham Bay Park | |
|
| Pelham Parkway | |
|
| Simpson Street | |
|
Brooklyn[edit]
As of December 2020[update], there are 36 ADA compliant stations in Brooklyn out of 170 (21%), or 29 (18%) if stations in complexes are counted as one.[59][l]
| Station | Services | Accessible entrance and notes[59] |
|---|---|---|
| 59th Street | |
|
| 62nd Street/New Utrecht Avenue | |
|
| 86th Street |
| |
| Atlantic Avenue–Barclays Center | |
|
| Avenue H |
| |
| Bay Parkway |
| |
| Bedford Avenue |
| |
| Borough Hall | |
|
| Canarsie–Rockaway Parkway |
| |
| Church Avenue | |
|
| Church Avenue | |
|
| Coney Island–Stillwell Avenue | |
|
| Crown Heights–Utica Avenue | |
|
| DeKalb Avenue | |
|
| Eastern Parkway–Brooklyn Museum | |
|
| Eighth Avenue | |
|
| Euclid Avenue | |
|
| Flatbush Avenue–Brooklyn College | |
|
| Flushing Avenue | |
|
| Franklin Avenue–Fulton Street | |
|
| Greenpoint Avenue |
| |
| Jay Street–MetroTech | |
|
| Kings Highway | |
|
| Marcy Avenue | |
|
| Myrtle–Wyckoff Avenues | |
|
| Park Place |
| |
| Prospect Park | |
|
| Utica Avenue | |
|
| Wilson Avenue |
|
Queens[edit]
As of March 2021[update], there are 24 ADA compliant stations in Queens out of 81 (30%), or 21 (27%) if stations in complexes are counted as one.[59][l]
| Station | Services | Accessible entrance and notes[59] |
|---|---|---|
| 21st Street–Queensbridge | |
|
| 61st Street–Woodside | |
|
| Aqueduct Racetrack |
| |
| Astoria Boulevard | |
|
| Court Square–23rd Street | |
|
| Far Rockaway–Mott Avenue |
| |
| Flushing–Main Street | |
|
| Forest Hills–71st Avenue | |
|
| Howard Beach–JFK Airport |
| |
| Jackson Heights–Roosevelt Avenue/74th Street | |
|
| Jamaica–179th Street | |
|
| Jamaica Center–Parsons/Archer | |
|
| Jamaica–Van Wyck |
| |
| Junction Boulevard | |
|
| Kew Gardens–Union Turnpike | |
|
| Mets–Willets Point | |
|
| Middle Village–Metropolitan Avenue |
| |
| Ozone Park–Lefferts Boulevard |
| |
| Queens Plaza | |
|
| Rockaway Park–Beach 116th Street | |
|
| Sutphin Boulevard–Archer Avenue–JFK Airport | |
|
Staten Island Railway[edit]
As of January 2017[update], there are five ADA-accessible stations on the Staten Island Railway out of 21 (24%). Stations built after 1990 are marked with an asterisk (*).[59]
| Station | Accessible entrance and notes[59] |
|---|---|
| St. George |
|
| Dongan Hills |
|
| Great Kills |
|
| Arthur Kill* |
|
| Tottenville |
|
Commuter rail[edit]
As of September 2018[update], 185 out of the 248 stations (75%) in the entire MTA commuter rail system are accessible by wheelchair. Many of them are ground or grade-level stations, thus requiring little modification to accessibility. A few stations, including the entire Babylon Branch, are elevated or on embankments, but some have been renovated or retrofitted with elevators to meet ADA standards. 57% of the accessible stations in the MTA's railroad system are Long Island Rail Road stations.[59] During the late 1990s, the LIRR began converting much of its low-floor, at-grade stations into high-floor platforms. Rather than renovate to meet ADA standards, ten low-floor stations, including the surviving five on the Lower Montauk Branch were closed on March 13, 1998, due to low patronage, and incompatibility with then-new C3 bi-level coach cars that can only use high platforms.[80] Five of the LIRR's branches are entirely accessible from east of Jamaica: the Long Beach Branch, Montauk Branch, Oyster Bay Branch, Port Jefferson Branch, and Ronkonkoma Branch. The West Hempstead Branch has only one non-accessible station along its line, St. Albans.[59]
On January 8, 2020, as part of the 2020–2024 Capital Plan, the MTA announced the three additional Metro-North stations to receive elevators.[81]
Long Island Rail Road[edit]
As of February 2020[update], 106 of the 124 LIRR stations (85%) are accessible by wheelchair ramp and/or elevator. Stations that meet full ADA requirements are marked with an asterisk (*). (Other stations are wheelchair accessible but may be missing some ADA features).[59] Stations built after 1990 are marked with a double asterisk (**).
- Albertson
- Amagansett
- Atlantic Terminal*
- Auburndale
- Babylon*
- Baldwin
- Bay Shore
- Bayside
- Bellmore
- Bellport
- Bethpage
- Brentwood
- Bridgehampton
- Broadway
- Carle Place
- Cedarhurst
- Central Islip
- Centre Avenue
- Country Life Press
- Deer Park
- Douglaston
- East Hampton
- East Rockaway
- East Williston
- Far Rockaway
- Farmingdale
- Flushing–Main Street*
- Forest Hills
- Freeport
- Garden City
- Gibson
- Glen Cove
- Glen Head
- Glen Street
- Great Neck*
- Great River
- Greenlawn
- Greenport
- Greenvale
- Hampton Bays
- Hempstead*
- Hempstead Gardens
- Hewlett
- Hicksville*
- Huntington
- Inwood
- Island Park
- Islip
- Jamaica*
- Kings Park
- Lakeview
- Lawrence
- Little Neck
- Locust Valley
- Long Beach*
- Long Island City
- Lynbrook*
- Malverne
- Manhasset
- Massapequa
- Mastic–Shirley
- Mattituck
- Medford
- Merillon Avenue
- Merrick
- Mineola*
- Montauk
- Murray Hill*
- Nassau Boulevard
- New Hyde Park
- Northport*
- Nostrand Avenue*
- Oakdale
- Oceanside
- Oyster Bay
- Patchogue*
- Penn Station*
- Pinelawn
- Plandome
- Port Jefferson*
- Port Washington*
- Queens Village*
- Riverhead
- Rockville Centre*
- Ronkonkoma*
- Rosedale
- Roslyn
- Sayville
- Sea Cliff
- Seaford
- Smithtown
- Southampton
- Southold
- Speonk
- St. James
- Stewart Manor
- Stony Brook
- Syosset
- Valley Stream
- West Hempstead
- Westbury
- Westhampton
- Westwood
- Woodmere
- Woodside*
- Wyandanch
- Yaphank
Metro-North Railroad[edit]
As of January 2018[update], 79 of the 124 Metro-North stations (64%) are accessible by wheelchair ramp and/or elevator. Stations that meet full ADA requirements are marked with an asterisk (*). (Other stations are wheelchair accessible but may be missing some ADA features).[59] Stations built after 1990 are marked with a double asterisk (**).
- Ardsley-on-Hudson*
- Beacon
- Bedford Hills
- Bethel**
- Botanical Garden*
- Branchville
- Brewster*
- Bridgeport*
- Bronxville
- Campbell Hall
- Cannondale
- Chappaqua
- Cold Spring
- Cortlandt**
- Crestwood
- Croton Falls
- Croton–Harmon*
- Danbury**
- Darien*
- Dobbs Ferry*
- Dover Plains*
- Fairfield Metro**
- Fleetwood
- Fordham*
- Garrison
- Glenwood*
- Goldens Bridge
- Grand Central Terminal*
- Greenwich*
- Greystone*
- Harlem–125th Street*
- Harlem Valley–Wingdale*
- Harriman*
- Hartsdale
- Hastings-on-Hudson*
- Hawthorne
- Irvington
- Katonah
- Larchmont*
- Ludlow (northbound service only)
- Middletown–Town of Wallkill
- Morris Heights*
- Mount Kisco
- Mount Vernon East*
- Mount Vernon West
- Nanuet*
- New Canaan*
- New Haven*
- New Haven State Street**
- New Rochelle*
- North White Plains
- Ossining
- Patterson*
- Pawling*
- Peekskill
- Pleasantville
- Port Chester*
- Poughkeepsie*
- Purdy's
- Redding*
- Riverdale*
- Rye*
- Salisbury Mills–Cornwall
- Scarborough
- Scarsdale
- South Norwalk**
- Southeast
- Spring Valley
- Spuyten Duyvil
- Stamford*
- Tarrytown
- Tenmile River**
- University Heights*
- Wassaic**
- West Haven**
- Waterbury*
- White Plains*
- Yankees–East 153rd Street**
- Yonkers*
Buses[edit]
All MTA buses and routes are wheelchair accessible, since all current fleet were built and entered service in the 2000s or later, after the passing of the Americans with Disabilities Act of 1990.[3]:247 As of May 2019[update], all of the local-bus fleet consists of semi-low floors with wheelchair ramps,[82] while all express buses have high floors and contain lifts.[83]
Many retired fleet are high-level buses, and many of the fleet built before 1990 do not comply with ADA standards. The federal government started requiring that half of all MTA buses be accessible in 1981. However, the wheelchair lifts on the earliest wheelchair-accessible buses were unreliable.[84] By 1983, less than a third of the 3,600-vehicle MTA fleet were accessible, and it was impossible to tell which routes had accessible buses because they were dispatched randomly. Drivers sometimes refused to pick up handicapped passengers, or they did not carry keys for lift-equipped buses, or the lifts were operated improperly.[85] As part of a disability-lawsuit agreement in June 1984, Governor Mario Cuomo agreed to equip 65% of MTA buses with wheelchair lifts.[12]
The number of handicapped riders on MTA buses rose eleven-fold between 1986 and 1991. By 1991, a year after the ADA law was passed, the bus system saw 120,000 disabled passengers per year. Ninety percent of the fleet was wheelchair-accessible, compared to other cities' transit systems, which had much lower percentages of accessible buses in their fleets.[7] The last non-accessible vehicle in the MTA New York City Bus fleet, excluding routes that later became part of the MTA Bus Company, was retired in 1993.[85][86]
In the calendar year of 2019, the MTA recorded over 1.5 million bus customers who used wheelchair ramps or lifts.[3]:253 All MTA Bus operators are required to have ADA training. The newest buses have hands-free intercom systems for drivers.[3]:254
Access-A-Ride[edit]
The New York City Transit Authority also operates paratransit services branded as Access-A-Ride (AAR) for disabled customers who cannot use regular bus or subway service in New York City, and nearby areas in Nassau and Westchester counties, within MTA's three-quarter mile service area. AAR is available at all times.[87] In addition, AAR has dedicated pickup locations around the city.[88] Passengers are charged the same $2.75 fare on AAR as on regular transit.[89]
The paratransit system began as a $5 million pilot program following the passage of the ADA law.[7] The services are contracted to private companies.[90] In 1993, because many disabled riders were being refused service in violation of the ADA, the MTA announced an expansion of the program. The service was carrying 300,000 yearly riders back then.[91] In 1998, in response to a discrimination lawsuit, the Access-A-Ride program underwent another expansion. At the time, despite having 1 million annual customers the program only had 300 vehicles and Access-A-Ride journeys often took several hours, while only twenty-six subway stations were ADA-accessible.[90]
The paratransit system has come under scrutiny by the media for being unwieldy: rides must be booked 24 to 48 hours in advance; it is costly to operate;[92] and vehicles often show up late or fail to show up at all.[93] AAR vehicles were defined as being "on time" when they arrived within 30 minutes of the scheduled time, and in 2017, two pilot programs were implemented to speed up AAR service.[89] Nonetheless, its operating cost was $461 million per year as of 2015, which is relatively high considering that only 150,000 people use it every year.[92] Howard Roberts, a former high-ranking MTA official, was quoted as saying that "it probably has turned out to be … a hundred times more expensive to go with buses and paratransit than it would have been to bite the bullet and simply rehabilitate the stations and put elevators in."[94] The Access-A-Ride service competes with options such as accessible taxis, although accessible taxis only make up a small percentage of the city's entire taxi fleet.[95] As part of the 2018 MTA Action Plan, the MTA would improve the Access-A-Ride interface to make the ride-hailing, vehicle scheduling, and traveling processes easier.[28]:42
Future accessible stations[edit]
There were several "station groupings" that were proposed by the MTA in February 2019. At least one station in each grouping is slated to receive ADA improvements. In total, 24 groupings were proposed: three each in Queens and Staten Island, four each in the Bronx and Manhattan, and 10 in Brooklyn.[96][97] An internal MTA list in July 2019 narrowed down these choices.[98] These stations were included in the list of 48 stations that were confirmed as being under consideration for ADA-accessibility in an announcement in September 2019.[99]
As of March 2021[update], numerous stations across the MTA system are slated to receive ADA renovations. Those projects are in various stages of planning, design, or construction. The following listing excludes stations that are already accessible but will receive ADA renovations anyway, including Forest Hills on the LIRR Main Line in Queens.[100]:201[101]
| Station | Current service | Location | Status[m] | Notes/refs. |
|---|---|---|---|---|
| 8th Avenue | | Brooklyn | Renovation in progress; funding committed[102][103] | Southbound platform only; northbound platform already accessible[78][30]:92 |
| 57th Street–7th Avenue[d] | | Manhattan | Renovation in progress[105][30]:90 | |
| 14th Street/Sixth Avenue | | Manhattan | Renovation in progress[29][106][30]:91[107] | |
| 170th Street | The Bronx | Renovation in progress[108] | MTA "City Station" candidate[19][30]:91[96](24:32 to 46:16) | |
| Avenue H | Brooklyn | Renovation in progress[109] | Northbound platform only; southbound platform already accessible[96](24:32 to 46:16) | |
| Bay Ridge–95th Street | Brooklyn | Renovation in progress[110] | ||
| Floral Park | LIRR: Main Line | Nassau County | Renovation in progress | Renovations planned as part of the Main Line third track project[111][112] |
| Livonia Avenue | Brooklyn | Renovation in progress[108] | To be made into a station complex with Junius Street; MTA "City Station" candidate[113][30]:91 | |
| Port Jervis | MNRR: Port Jervis Line | Orange County | Renovation in progress | [114] |
| Times Square | Manhattan | 42nd Street Shuttle platforms only; rest of station complex accessible[101][115][21][30]:90 | ||
| 149th Street–Grand Concourse | | The Bronx | ||
| Tremont Avenue | | The Bronx | ||
| 7th Avenue | | Brooklyn | Contract awarded | |
| Beach 67th Street | Queens | |||
| Dyckman Street | Manhattan | |||
| East 149th Street | The Bronx | |||
| Grand Street | Brooklyn | |||
| Metropolitan Avenue/Lorimer Street | | Brooklyn | ||
| New Dorp | Staten Island | |||
| Court Square | Queens | Contract award pending;[116] funding committed[102] | Stair installation complete; elevators in design[113][101][115][21][30]:91 | |
| Grand Central Terminal | LIRR: 63rd Street Branch | Manhattan | Under construction | Being built as part of the East Side Access project[117] |
| Elmont | LIRR: Hempstead Branch | Queens/Nassau County | [118] | |
| Co-op City | MNRR: New Haven Line | The Bronx | Planned station | Planned as part of the Penn Station Access project[119] |
| Hunts Point | ||||
| Morris Park | ||||
| Parkchester | ||||
| 116th Street | Manhattan | Planned as a part of phase 2 of the Second Avenue Subway | ||
| 106th Street | ||||
| Republic | LIRR: Ronkonkoma Branch | Suffolk County | Proposed station | [120] |
| Sunnyside | LIRR: Main Line | Queens | Planned as part of the East Side Access project[121] | |
| Westchester Square–East Tremont Avenue | | The Bronx | Contract award pending;[122] funding committed[103] | [21] |
| 68th Street–Hunter College | | Manhattan | [105][30]:91 | |
| 137th Street–City College | Manhattan | In Harlem station grouping[98] | ||
| 181st Street[n] | Manhattan | [33] | ||
| Broadway | | Queens | [98] | |
| Brook Avenue | The Bronx | In Mott Haven station grouping[98] | ||
| Classon Avenue | Brooklyn | In Bedford–Stuyvesant station grouping[98] | ||
| Court Square–23rd Street | | Queens | Eastbound platform only; Manhattan-bound platform already accessible[103][33] | |
| Harlem–148th Street | Manhattan | [33] | ||
| Mosholu Parkway | The Bronx | Contract award pending[122] | In Woodlawn station grouping[98] | |
| Queensboro Plaza | | Queens | Contract award pending;[123] funding committed[102] | MTA "City Station" candidate[19][30]:91[96](24:32 to 46:16) |
| Steinway Street | | Queens | Contract award pending;[122] funding on hold[103] | In Jackson Heights station grouping[98] |
| Wakefield–241st Street | The Bronx | [33] | ||
| Woodhaven Boulevard | | Queens | Contract award pending;[124] funding committed[102] | [113][101][21][30]:91 |
| Woodhaven Boulevard | | Queens | Contract award pending;[122] funding on hold[103] | In Rego Park station grouping[98] |
| Mets–Willets Point | LIRR: Port Washington Branch | Queens | In design | [125][126] |
| 77th Street | Brooklyn | In planning (design stage funded) | [127][30]:91 | |
| Avenue I | | Brooklyn | In Borough Park station grouping[128] | |
| Broadway Junction | | Brooklyn | MTA "City Station" candidate[19][30]:91[96](24:32 to 46:16)[129]:24 | |
| Kings Highway | | Brooklyn | In second Bensonhurst station grouping[130][129]:24 | |
| Neptune Avenue | | Brooklyn | In second Bensonhurst station grouping[131][129]:24 | |
| 36th Street | | Brooklyn | In planning | [96](24:32 to 46:16)[98] |
| Borough Hall | | Brooklyn | Southbound platform only; northbound platform already accessible[96](24:32 to 46:16) | |
| 42nd Street–Bryant Park/Fifth Avenue[c] | | Manhattan | [98][133] | |
| Broad Street | | Manhattan | [134][135] | |
| Church Avenue | | Brooklyn | [96](24:32 to 46:16)[98] | |
| Delancey Street/Essex Street | | Manhattan | [96](24:32 to 46:16)[98] | |
| East Broadway | | Manhattan | Will be developed along with the 247 Cherry, 269 South Street, and 259 Clinton Street skyscrapers[19][136] | |
| Junius Street | | Brooklyn | To be made into a station complex with Livonia Avenue[96](24:32 to 46:16)[98] | |
| Rector Street | Manhattan | Downtown platform only[137] | ||
| Union Street | Brooklyn | [19][98] | ||
| Vernon Boulevard–Jackson Avenue | | Queens | [19][21] | |
| Huguenot | Staten Island | In pre-planning; funding committed[103] | In Woodrow station grouping[98] | |
| Clifton | Staten Island | In pre-planning; funding on hold[103] | In Fox Hills/Rosebank station grouping [98] | |
| Locust Manor | LIRR: Atlantic Branch | Queens | [100]:201 | |
| St. Albans | LIRR: Montauk Branch | Queens | [100]:201 | |
| Wakefield | MNRR: Harlem Line | The Bronx | [81] | |
| Third Avenue–138th Street | | The Bronx | In pre-planning | [33] |
| Seventh Avenue | | Manhattan | ||
| 18th Avenue | Brooklyn | |||
| 33rd Street–Rawson Street | Queens | |||
| 46th Street–Bliss Street | Queens | |||
| 110th Street | | Manhattan | ||
| 167th Street | | The Bronx | ||
| 168th Street[o] | Manhattan | In Washington Heights/Inwood station grouping[98] | ||
| 81st Street–Museum of Natural History | | Manhattan | [98] | |
| 86th Street | | Manhattan | In Upper East Side station grouping[98] | |
| 96th Street | | Manhattan | In Upper West Side station grouping[98] | |
| Amityville | LIRR: Babylon Branch | Suffolk County | As part of a lawsuit settlement[138] | |
| Briarwood[e] | | Queens | [98] | |
| Burnside Avenue | The Bronx | [33] | ||
| Copiague | LIRR: Babylon Branch | Suffolk County | [100]:201 | |
| Hollis | LIRR: Main Line | Queens | ||
| Hoyt–Schermerhorn Streets[f] | | Brooklyn | [98] | |
| Hunterspoint Avenue | LIRR: Main Line | Queens | [100]:201 | |
| Jefferson Street | Brooklyn | [33] | ||
| Kings Highway | Brooklyn | In first Bensonhurst station grouping[98] | ||
| Kingsbridge Road | The Bronx | [33] | ||
| Lexington Avenue/59th Street | | Manhattan | ||
| Lindenhurst | LIRR: Babylon Branch | Suffolk County | As part of a lawsuit settlement[138] | |
| Ludlow | MNRR: Hudson Line | Westchester County | [100]:27, 209 | |
| Myrtle Avenue | | Brooklyn | In Bushwick station grouping[98] | |
| New Lots Avenue | Brooklyn | In second East New York station grouping[98] | ||
| Northern Boulevard | | Queens | [33] | |
| Norwood Avenue | | Brooklyn | In first East New York station grouping[98] | |
| Nostrand Avenue | | Brooklyn | [33] | |
| Parkchester | | The Bronx | In Parkchester/Soundview station grouping[98] | |
| Parsons Boulevard | | Queens | [33] | |
| Rockaway Boulevard | Queens | In Ozone Park station grouping[98] | ||
| Sheepshead Bay | | Brooklyn | In Brighton Beach station grouping[98] | |
| Van Cortlandt Park–242nd Street | The Bronx | [98] | ||
| Williams Bridge | MNRR: Harlem Line | The Bronx | [81] | |
| Woodlawn | MNRR: Harlem Line | The Bronx |
See also[edit]
- New York City Subway stations
- List of New York City Subway transfer stations
- List of New York City Subway terminals
- List of closed New York City Subway stations
- List of Staten Island Railway stations
- List of Long Island Rail Road stations
- List of Metro-North Railroad stations
Notes[edit]
- ^ a b The 100 key stations include 97 subway stations and three Staten Island Railway stations. They also count several station complexes as separate stations: for example, Times Square–42nd Street/Port Authority Bus Terminal is counted five times.[3]:248–250
- ^ a b This excludes the Grand Central shuttle platforms which are wheelchair accessible, and are located on the same mezzanine where street and platform elevators are located; the 42nd Street Shuttle is inaccessible at its Times Square platform. The eight station complexes, along with their inaccessible services, are:[59]
- 14th Street–Union Square (4, 5, 6, and <6> trains)
- 168th Street (1 train)
- Borough Hall/Court Street (N, R, and W trains; southbound 4 and 5 trains)
- Canal Street (N, Q, R, and W trains; J and Z trains)
- Chambers Street–World Trade Center/Park Place (2 and 3 trains; A and C trains)
- Court Square–23rd Street (northbound E and M trains; G train)
- South Ferry/Whitehall Street (N, R, and W trains)
- Times Square–42nd Street/Port Authority Bus Terminal (S train)
- ^ a b The 42nd Street–Bryant Park/Fifth Avenue station already has elevators between ground and mezzanine, but none to any of the platforms.[132]
- ^ a b The 57th Street–Seventh Avenue already has an elevator between the ground and mezzanine.[104] This elevator will not be part of the future accessible entrance.[105][30]:90
- ^ a b The Briarwood station already has an elevator between ground and mezzanine, but none to either of the platforms.[139]
- ^ a b The Hoyt–Schermerhorn Streets station already has an elevator between ground and mezzanine, but none to any of the platforms.[140]
- ^ These stations include:
- All stations where only part of the station complex is accessible, but a given set of platforms are not[b]
- 42nd Street–Bryant Park/Fifth Avenue (7, <7>, B, D, F, <F>, and M trains)[c]
- 57th Street–Seventh Avenue (N, Q, R, and W trains)[d]
- 181st Street and 191st Street (1 train)[46]
- 181st Street and 190th Street (A train)[46]
- Briarwood (E and F trains)[e]
- Clark Street (2 and 3 trains)[47]
- Hoyt–Schermerhorn Streets (A, C, and G trains)[f]
- ^ A list of all station complexes is given at List of New York City Subway transfer stations. The MTA denotes each station with a station ID, and if the station is part of a complex, also denotes a separate complex ID.[60]
- ^ When conforming to international standards, there are six commuter rail stations that have a direct connection to subway services (i.e., a connection could be made without exiting the structure, or traveling along the street). This count was conducted by condensing all subway and rail stations with direct connecting infrastructure as one complex. This excludes stations that are close in proximity, but have no share mezzanine or connecting passageway (E.g. The subway and rail stations along Main Street in Flushing, Queens requires a walk on street level, and has no connecting infrastructure or passageway between the separate stations, and thus does not count as a connecting complex).
The six rail stations that currently share connecting infrastructure with seven subway stations are as follows:
- Atlantic Terminal, with a connection to the 2, 3, 4, 5, B, D, N, Q, R and W trains at Atlantic Avenue–Barclays Center: connection is made indoors. This consists of one LIRR station and one subway complex.[64]
- Grand Central Terminal, with a connection to the 4, 5, 6, <6>, 7, <7>, and S trains at Grand Central–42nd Street: connection is made indoors. This consists of one Metro-North station and one subway complex.[65]
- Jamaica, with a connection to the E, J, and Z trains at Sutphin Boulevard–Archer Avenue–JFK Airport: connection is via station house. This consists of one LIRR station and one subway station.[66]
- Mets–Willets Point, with a connection to the 7 and <7> trains at Mets–Willets Point: connection is via pedestrian bridge. This consists of one LIRR station and one subway station.[67]
- Pennsylvania Station, with a connection to the 1, 2, and 3 trains at 34th Street–Penn Station (Seventh Avenue), and the A, C, and E trains at 34th Street–Penn Station (Eighth Avenue): connection is made indoors. This consists of one LIRR station and two subway stations.[68]
- Woodside, with a connection to the 7 and <7> trains at 61st Street–Woodside: connection is via connecting mezzanine. This consists of one LIRR station and one subway station.[69]
- ^ This includes station complexes but excludes some non-accessible platforms at such complexes.
- ^ Canal Street (Broadway) and Chambers Street–World Trade Center both contain separate local and express platforms and are both part of a larger station complex. However, both are counted by the MTA as one station within their respective complex.[60]
- ^ a b c d Several station complexes are counted as one station by both MTA and international standards.[61]
- ^ The following notations apply to this table:
- Renovation in progress: Station is currently undergoing renovations to put it in compliance with ADA standards
- Under construction: Station is currently being built; all new stations must be compliant with ADA standards
- Contract awarded: Station will undergo renovations, and has contract for renovations awarded
- Proposed station: Station to be built on existing lines
- Contract award pending: Station will undergo renovations to put it in compliance with ADA standards once a contract for these renovations has been awarded
- In design: Station is currently being planned to receive ADA improvements, and a design process for an elevator or ramp installation is underway
- In planning (funded): Station is currently being planned to receive ADA improvements, but a design process for an elevator or ramp installation is not yet underway. However, funding is available for the design and potential construction of such improvements in the next five-year capital program (as of 2019[update], this would be the 2020–2024 program).
- In planning: Station is currently being planned to receive ADA improvements, but a design process for an elevator or ramp installation is not yet underway
- In pre-planning: Station has tentatively been identified as a candidate to receive ADA improvements, but a design process for an elevator or ramp installation is not yet underway
- ^ The 181st Street station already has elevators between a lower and upper mezzanine, but no ground level or platform access.[46]
- ^ The 168th Street station already has elevators between a lower and upper mezzanine, but none to either of the IRT platforms.[46] There is also an elevator between ground level and the upper mezzanine, serving the IND platforms, which are fully accessible.[59]
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External links[edit]
- Official November 2020 map of accessible New York City Subway stations
