Physical accessibility on the Metropolitan Transportation Authority (MTA) is incomplete. Although accessibility on all buses is provided in compliance with the Americans with Disabilities Act of 1990 (ADA), much of the MTA's rail system, including its rapid transit (New York City Subway and Staten Island Railway) and commuter rail services (Long Island Rail Road [LIRR] and Metro-North Railroad), were built before wheelchair access was a requirement under the ADA. As a side effect, many stations were not designed to be accessible to people with disabilities.
A state law, the New York Human Rights Law, prevents discrimination on the basis of disability. Since 1990, elevators have been built in newly constructed stations to comply with the ADA, with most grade-level stations requiring little modification to meet ADA standards. In addition, the MTA identified 100 "key stations", high-traffic and/or geographically important stations, which must conform to the ADA when they are extensively renovated.[a] One of the key tenets of the Fast Forward Plan to rescue the subway system released in 2018 is to drastically increase the number of ADA-accessible subway stations, adding accessible facilities to 50 stations in 5 years.
The Metropolitan Transportation Authority (MTA) has been gradually adding handicapped access to its key stations since the 1980s, as renovations take place. According to the MTA:
- In improving services to individuals with disabilities, the MTA identified stations and facilities where compliance with the Americans with Disabilities Act (ADA) would benefit the most people, analyzing such factors as high ridership, transfer points, and service to major areas of activity. These stations were given priority in our station-renovation program. We are continuing to expand accessibility features to more and more locations.
According to the MTA, fully accessible stations have:
- elevators or ramps
- handrails on ramps and stairs:307
- large-print and tactile-Braille signs:307
- audio and visual information systems, including Help Points or Public Address Customer Information Screens:307
- accessible station booth windows with sills located no more than 36 inches (91 cm) above the ground:F.3
- accessible MetroCard Vending Machines
- accessible service entry gates
- platform-edge warning strips
- platform gap modifications or bridge plates to reduce or eliminate the gap between trains and platforms where it is greater than 2 inches (5.1 cm) vertically or 4 inches (10 cm) horizontally:F.3
- telephones at an accessible height with volume control, and text telephones (TTYs):F.3
- accessible restrooms at stations with restrooms, if a 24-hour public toilet is in operation:F.3
- Note: not all station buildings have restrooms.
Major bus stops are also required to have bus stop announcements under the ADA. The MTA is required to maintain these components under the ADA law; for instance, buses with malfunctioning lifts will be taken out of service.:307
The MTA created the New York City Transit ADA Compliance Coordination Committee (CCC) in June 1992. The committee works to coordinate the MTA's accessibility plan, as well as reaches out to disabled MTA riders.:306 The MTA also provides training to disabled riders, the families of disabled riders, and mobility specialists. Between 1995 and 2018, it has trained 765 passengers.:308
The MTA has been criticized for the lack of accessibility, particularly in the New York City Subway. Only 119 of 472 (25%) of all of the subway system's stations are fully accessible to people with disabilities as of 2018[update], among the lowest percentages of any major transit system in the world. There are some lines where two accessible stations are separated by ten or more non-accessible stops. By contrast, Boston's MBTA Subway and the Chicago "L", which are as old or older as than the New York City Subway, have higher rates of accessible subway stations. 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 half, or 62 neighborhoods, have any accessible stations. Some places such as Woodlawn, South Brooklyn, Astoria, and Stapleton, as well as neighborhoods with large elderly or young populations, do not have any accessible stations. 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%.
Many transfer stations, such as the J and Z trains' platforms at Chambers Street; Broadway Junction on the A, C, J, L, and Z trains; Delancey Street/Essex Street on the F, J, M, and Z trains; and 14th Street/Sixth Avenue on the 1, 2, 3, F, L, and M trains are not wheelchair-accessible, making it harder to travel between different parts of the city. The G and Rockaway Park Shuttle each have 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.[c] Additionally, some stations on the LIRR are not accessible, including four consecutive stations on the Babylon Branch, which is entirely above ground.
As per the ADA, if a station is significantly modified, at least 20% of the renovation's cost must be spend on ADA improvements, but this is not always the case in the New York City Subway system. For example, the Smith–Ninth Streets station was renovated for two years and reopened in 2013 without any elevators, and 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). 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. In 2016, the MTA was sued by another disability rights group for not including an elevator at the Middletown Road station during the 2014 renovation of that subway station. 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. The federal government sued the MTA in March 2018 over a lack of elevators at Middletown Road and the Enhanced Station Initiative stops. 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.
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, and is only open during special events. Similarly, the connecting Long Island Rail Road station of the same name is not ADA complaint, nor is the LIRR station serving Belmont Park. The Aqueduct Racetrack subway station, serving the eponymous racetrack in South Ozone Park, was formerly non-accessible until 2013, following a two-year renovation project at the behest of Resorts World Casino, which opened near the racetrack in 2011. 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.
In 2018, as part of the MTA's Fast Forward program to improve subway and bus service, an Executive Accessibility Advisor was hired at Andy Byford's request, reporting directly to Byford. 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.
|System||Accessible station count||Overall station count||Percentage|
|NYC Subway (individual)||119||472||25%|
|NYC Subway (combined)||95||424||22%|
|Staten Island Railway||5||21||24%|
|Long Island Rail Road||105||124||85%|
New York City Subway
In 1983, disability-rights groups filed a lawsuit that sought to block a subway modernization project from proceeding unless elevators were installed in stations, as per a state law that required that access for handicapped riders be provided. In response, a New York State Supreme Court judge officially signed an order that barred the project from proceeding until an agreement reached regarding accessibility in the New York City transit system. Mayor Ed Koch opposed making stations accessible, writing, "I have concluded that it is simply wrong to spend $50 million in the next eight years—and ultimately more—in putting elevators in the subways." A settlement was reached in June 1984, in which Koch and Governor Mario Cuomo agreed to equip 50 stations with elevators (later changed to 54). By 1991, a year after the ADA law was passed, ten of 54 key stations were wheelchair-accessible. At least one train car in each subway train had to be accessible by 1993, and major subway stations were supposed to be retrofitted with elevators or ramps by 1995.
On February 25, 1994, the MTA Board approved the submission of a bill to the Governor to expand the Key station obligation from the 54 stations in the plan at the time ad 37 additional stations to be completed through 2020. In May 1994, the MTA Board approved the addition of contracts to make seven of the 37 stations accessible during station renovation projects between 1994 and 1996 to the 1992–1996 Capital Program. These stations were 14th Street, Eighth Avenue, 207th Street, Church Avenue, 72nd Street, Lexington Avenue and 47th–50th Streets–Rockefeller Center. The first two were set to be awarded in 1994, the next two in 1995, and the final three in 1996. The contracts were added on the assumption that the bill would be signed so as to not delay the projects and to avoid having to return to the stations after their renovation projects were completed to add elevators. These projects required $60.9 million.:F.1–F.10
In 1994, the list of 54 stations to be completed by 2010 was amended to a list of 100 stations to be completed by 2020. Of the 100 new stations, 91 were specified immediately. This was due to a modification to the New York Public Buildings Law and Transportation Law. However, this revision also stipulated that the subway and Staten Island Railway were exempt from making accessibility modifications that were, by law, required for other public buildings.:322 Shortly after this modification, 66th Street–Lincoln Center (1 train) and Prospect Park–Brighton (B, Q, and S trains) were added to the list of 91 stations. There were also three options for modifying the list of 91 stations. They included adding Broadway–Lafayette Street (B, D, F, and M trains) and Bleecker Street (6 and <6> trains); replacing Broad Street with Chambers Street (both served by the J and Z trains) and Church Avenue with Kings Highway (both served by the B and Q trains); or modifying dates for several key stations. The public supported all of these options.:300
The Federal Transit Administration approved the list of 95 key stations in June 2000. Far Rockaway–Mott Avenue (A train) and East 180th Street (2 and 5 trains) were added to the 100-station list in 2000 and 2002, respectively. Subsequently, a new South Ferry station (1 train) and the existing Eastern Parkway–Brooklyn Museum station (2, 3, 4, and 5 trains) were respectively selected in 2003 and 2004. The hundredth station was the subject of some debate, but the MTA ultimately decided to choose Bedford Park Boulevard (B and D trains).:300
As of September 2018[update], out of 472 total stations in the New York City Subway system, 119 (or 25%) are accessible to some extent;[e] many of them have AutoGate access. If station complexes are counted as one, then 95 out of the system's 424 stations are accessible to some extent (or 22%). Additionally, there are 16 more non-ADA-accessible stations with cross-platform interchanges, as well as other same-platform transfers, designed to handle wheelchair transfers. The MTA is primarily working to make 100 "key stations" accessible by 2020 to comply with the ADA law.[a] As of February 2019[update], 87 of these stations are accessible while 11 are under construction and 2 are under design.:303 It has also retrofitted 34 "non-key stations" and is planning to retrofit 11 more non-key stations.
As part of the 2015–2019 Capital Program, $300 million was allocated to enhance station access and provide ADA-accessibility at fifteen stations chosen by the city. Four stations were chosen in January 2018: 170th Street (4 train), Broadway Junction (A and C trains' platforms), Livonia Avenue (L train), and Queensboro Plaza (7, <7>, N, and W trains). Four more stations are being evaluated. These stations are the J and Z trains' platforms at Broadway Junction, as well as Union Street (R train), Vernon Boulevard–Jackson Avenue (7 and <7> trains), and East Broadway (F train) stations. In April 2018, the MTA added an ADA-accessibility project at Westchester Square–East Tremont Avenue (6 and <6> trains) as part of the 2015–2019 Capital Program. 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. 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.: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. As part of the plan to add fifty ADA-accessible stations, the MTA surveyed the 345 non-accessible stations for possible ADA-accessibility.: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.
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. Many local stations have only been made accessible via transfers to adjacent express platforms on separate levels; these stations include 74th Street–Broadway and Bleecker Street. Nine station complexes in the system have a mix of accessible platforms and non-accessible platforms.[b] The last subway station to be built without ADA-access was 57th Street on the IND Sixth Avenue Line, opened in 1968. All stations built since then are fully ADA accessible. Due to the state accessibility law, the stations on the Archer Avenue and 63rd Street lines were made fully accessible upon their openings in 1988 and 1989, respectively, prior to the ADA law in 1990.
As of January 2019[update], there are 57 ADA compliant stations in Manhattan out of 151 (37%),[f] or 41 (33%) if stations in complexes are counted as one. Stations built after 1990 are marked with an asterisk (*).
|Station||Services||Accessible entrance and notes|
|14th Street/Eighth Avenue||||
|14th Street–Union Square|||
|34th Street–Herald Square||
|34th Street–Hudson Yards*||||
|34th Street–Penn Station||||
|34th Street–Penn Station||||
|59th Street–Columbus Circle|| ||
|66th Street–Lincoln Center||||
|Broadway–Lafayette Street/Bleecker Street||
|Brooklyn Bridge–City Hall|||
|Cortlandt Street/World Trade Center||||
|Grand Central–42nd Street|| ||
|Lexington Avenue–63rd Street||||
|Times Square–42nd Street / Port Authority Bus Terminal||
|West 4th Street–
As of December 2015[update], there are 13 ADA compliant stations in the Bronx out of 70 (19%), or 12 (18%) if stations in complexes are counted as one.
|Station||Services||Accessible entrance and notes|
|Third Avenue–149th Street||||
|161st Street–Yankee Stadium||||
|East 180th Street||||
|Gun Hill Road||||
|Hunts Point Avenue||||
|Pelham Bay Park||||
As of December 2016[update], there are 27 ADA compliant stations in Brooklyn out of 170 (16%), or 22 (14%) if stations in complexes are counted as one.
|Station||Services||Accessible entrance and notes|
|Atlantic Avenue–Barclays Center||
|Borough Hall|| |
|Coney Island–Stillwell Avenue||||
|Crown Heights–Utica Avenue||||
|Flatbush Avenue–Brooklyn College||||
|Franklin Avenue–Fulton Street||||
|Jay Street–MetroTech|| ||
As of January 2018[update], there are 23 ADA compliant stations in Queens out of 81 (28%), or 20 (26%) if stations in complexes are counted as one.
|Station||Services||Accessible entrance and notes|
|Far Rockaway–Mott Avenue||
|Forest Hills–71st Avenue||||
|Howard Beach–JFK Airport||
|Kew Gardens–Union Turnpike||||
|Ozone Park–Lefferts Boulevard||
|Rockaway Park–Beach 116th Street||||
|Sutphin Boulevard–Archer Avenue–JFK Airport||||
Staten Island Railway
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 (*).
|Station||Accessible entrance and notes|
As of September 2018[update], 184 out of the 248 stations (74%) 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 above ground, 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; 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. 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.
Long Island Rail Road
As of September 2018[update], 105 of the 124 LIRR stations (85%) are accessible by wheelchair ramp and/or elevator. Stations that meet full ADA requirements are highlighted in bold. (Other stations are wheelchair accessible but may be missing some ADA features).
- Atlantic Terminal
- Bay Shore
- Carle Place
- Central Islip
- Centre Avenue
- Country Life Press
- Deer Park
- East Hampton
- East Rockaway
- East Williston
- Far Rockaway
- Flushing–Main Street
- Forest Hills
- Garden City
- Glen Cove
- Glen Head
- Glen Street
- Great Neck
- Great River
- Hampton Bays
- Hempstead Gardens
- Island Park
- Kings Park
- Little Neck
- Locust Valley
- Long Beach
- Long Island City
- Merillon Avenue
- Nassau Boulevard
- New Hyde Park
- Oyster Bay
- Penn Station
- Port Jefferson
- Port Washington
- Queens Village
- Rockville Centre
- Sea Cliff
- St. James
- Stewart Manor
- Stony Brook
- Valley Stream
- West Hempstead
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 highlighted in bold. (Other stations are wheelchair accessible but may be missing some ADA features). Stations built after 1990 are marked with an asterisk (*).
- Bedford Hills
- Botanical Garden
- Campbell Hall
- Cold Spring
- Croton Falls
- Dobbs Ferry
- Dover Plains
- Fairfield Metro*
- Goldens Bridge
- Grand Central Terminal
- Harlem–125th Street
- Harlem Valley–Wingdale
- Ludlow (northbound service only)
- Middletown–Town of Wallkill
- Morris Heights
- Mount Kisco
- Mount Vernon East
- Mount Vernon West
- New Canaan
- New Haven
- New Haven State Street*
- New Rochelle
- North White Plains
- Port Chester
- Salisbury Mills–Cornwall
- South Norwalk*
- Spring Valley
- Spuyten Duyvil
- Tenmile River*
- University Heights
- West Haven*
- White Plains
- Yankees–East 153rd Street*
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.:300 As of May 2019[update], all fleet of non-express buses consists of semi-low floors with wheelchair ramps, while all express buses have high floors and contained lifts. 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. 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. As part of a disability-lawsuit agreement in June 1984, Governor Mario Cuomo agreed to equip 65% of MTA buses with wheelchair lifts.
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. 90% of the fleet was wheelchair-accessible, compared to other cities' transit systems, which had much lower percentages of accessible buses in their fleets. The last non-accessible bus in MTA New York City Bus's fleet was retired in 1993. However, private operators retained non-accessible buses. The last non-accessible bus on any New York City public transit, Motor Coach Industries' Classic (SC40-102A), ran on these private routes (which later became part of MTA Bus Company) until it was retired in 2007.
In the calendar year of 2018, the MTA recorded over 1.4 million bus customers who used wheelchair ramps or lifts.:306 All MTA Bus operators are required to have ADA training. The newest buses have hands-free intercom systems for drivers.:307
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. In addition, AAR has dedicated pickup locations around the city. Passengers are charged the same $2.75 fare on AAR as on regular transit.
The paratransit system began as a $5 million pilot program following the passage of the ADA law. The services are contracted to private companies. 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. 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.
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; and vehicles often show up late or fail to show up at all. 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. 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. 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." 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. 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.:42
Future accessible stations
The following is a table of stations that may or will become ADA-accessible in the future.
- 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
- Proposed station: Station to be built on existing lines
- Final 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 installation is underway
- In planning: Station is currently being planned to receive ADA improvements, but a design process for an elevator installation is not yet underway
- Pending funds: Station is currently being planned to receive ADA improvements, but does not have enough funding for improvements
As of February 2019[update], there are 3 commuter rail and 14 subway stations where ADA renovations are underway (13 subway stations if station complexes are counted as one station); 1 station under construction; 7 proposed stations; and 1 pending funds across the MTA's commuter rail and rapid transit systems. Four of the stations listed below are already partially accessible. In addition, there are 32 subway stations where final contracts, design or planning is underway (25 if station complexes are counted as one station), as well as 2 commuter rail stations where design is underway.
|1st Avenue||Manhattan||Renovation in progress||:92|
|8th Avenue||||Brooklyn||Renovation in progress||:92|
|57th Street–7th Avenue||||Manhattan||Renovation in progress||:90|
|62nd Street/New Utrecht Avenue||||Brooklyn||Renovation in progress||:92|
|86th Street||||Manhattan||Renovation in progress||Northbound local platform only|
|86th Street||Brooklyn||Renovation in progress||:90|
|Astoria Boulevard||||Queens||Renovation in progress||:90|
|Bedford Avenue||Brooklyn||Renovation in progress||:90|
|Bedford Park Boulevard||||The Bronx||Renovation in progress||:90|
|Chambers Street||||Manhattan||Renovation in progress||:90|
|Eastern Parkway–Brooklyn Museum||||Brooklyn||Renovation in progress||:90|
|Greenpoint Avenue||Brooklyn||Renovation in progress||:90|
|Gun Hill Road (Seymour Avenue)||The Bronx||Renovation in progress||:90|
|Murray Hill||LIRR: Port Washington Branch||Queens||Renovation in progress|||
|Nostrand Avenue||LIRR: Atlantic Branch||Brooklyn||Renovation in progress|||
|Port Jervis||MNRR: Port Jervis Line||Orange County||Renovation in progress|||
|Grand Central Terminal||LIRR: 63rd Street Branch||Manhattan||Under construction||Being built as part of the East Side Access project|
|Co-op City||MNRR: New Haven Line||The Bronx||Proposed station||Planned as part of the Penn Station Access project|
|Elmhurst||LIRR: Port Washington Branch||Queens||Proposed station|||
|Hunts Point||MNRR: New Haven Line||The Bronx||Proposed station||Planned as part of the Penn Station Access project|
|Morris Park||MNRR: New Haven Line||The Bronx||Proposed station||Planned as part of the Penn Station Access project|
|Parkchester||MNRR: New Haven Line||The Bronx||Proposed station||Planned as part of the Penn Station Access project|
|Republic||LIRR: Ronkonkoma Branch||Suffolk County||Proposed station|||
|Sunnyside||LIRR: Main Line||Queens||Proposed station||Planned as part of the East Side Access project|
|59th Street (4th Avenue)||||Brooklyn||Final contract award pending||:90|
|68th Street–Hunter College||||Manhattan||Final contract award pending||:91|
|Canarsie–Rockaway Parkway||Brooklyn||Final contract award pending||Station already accessible, improvements only:90|
|Times Square||Manhattan||Final contract award pending||42nd Street Shuttle platforms only; rest of station complex accessible:90|
|149th Street–Grand Concourse||||The Bronx||In design||:91|
|170th Street||The Bronx||In design||MTA "City Station" candidate:91(24:32 to 46:16)|
|Court Square||Queens||In design||Stair installation complete; elevators in design:91|
|Floral Park||LIRR: Main Line||Nassau County||In design||Renovations planned as part of the Main Line third track project|
|Livonia Avenue||Brooklyn||In design||To be made into a station complex with Junius Street; MTA "City Station" candidate:91|
|Mets–Willets Point||LIRR: Port Washington Branch||Queens||In design|||
|Queensboro Plaza||||Queens||In design||MTA "City Station" candidate:91(24:32 to 46:16)|
|Westchester Square–East Tremont Avenue||||The Bronx||In design|||
|Woodhaven Boulevard||||Queens||In design||:91|
|14th Street/Sixth Avenue||||Manhattan||In planning||:91|
|36th Street||||Brooklyn||In planning||(24:32 to 46:16)|
|77th Street||Brooklyn||In planning||:91|
|Avenue H||Brooklyn||In planning||Northbound platform only; southbound platform already accessible(24:32 to 46:16)|
|Bay Ridge–95th Street||Brooklyn||In planning||:91|
|Beach 67th Street||Queens||In planning||(24:32 to 46:16)|
|Borough Hall||||Brooklyn||In planning||Southbound platform only; northbound platform already accessible(24:32 to 46:16)|
|Broad Street||||Manhattan||In planning|||
|Broadway Junction||||Brooklyn||In planning||MTA "City Station" candidate:91(24:32 to 46:16)|
|Church Avenue||||Brooklyn||In planning||(24:32 to 46:16)|
|Delancey Street/Essex Street||||Manhattan||In planning||(24:32 to 46:16)|
|Dyckman Street||Manhattan||In planning||Northbound platform only; southbound platform already accessible(24:32 to 46:16)|
|East Broadway||Manhattan||In planning||Will be developed along with the 247 Cherry, 269 South Street, and 259 Clinton Street skyscrapers|
|Junius Street||||Brooklyn||In planning||To be made into a station complex with Livonia Avenue(24:32 to 46:16)|
|Metropolitan Avenue/Lorimer Street||||Brooklyn||In planning||(24:32 to 46:16)|
|Rector Street||Manhattan||In planning||Downtown platform only|
|Tremont Avenue||||The Bronx||In planning||:21|
|Union Street||Brooklyn||In planning|||
|Vernon Boulevard–Jackson Avenue||||Queens||In planning|||
|Seventh Avenue||||Brooklyn||Pending funds|||
In addition, there are 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.
- 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
- 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.:301–303
- 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 nine station complexes, along with its inaccessible services are:
- 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)
- Brooklyn Bridge–City Hall/Chambers Street (J and Z 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 (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)
- 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, and M trains)
- 57th Street–Seventh Avenue (N, Q, R, and W trains)
- 181st Street and 191st Street (1 train)
- 181st Street and 190th Street (A train)
- Briarwood (E and F trains)
- Clark Street (2 and 3 trains)
- Hoyt–Schermerhorn Streets (A, C, and G trains)
- 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 connecting infrastructures within one another 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 infrastructures with 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
- 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
- Jamaica, with a connection to the E, J, and Z trains at Sutphin Boulevard–Archer Avenue–JFK Airport: connection can be made via station house
- Mets–Willets Point, with a connection to the 7 and <7> trains at Mets–Willets Point: connection can be made via pedestrian bridge
- 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
- Woodside, with a connection to the 7 and <7> trains at 61st Street–Woodside: connection can be made via connecting mezzanine
- This includes station complexes but excludes some non-accessible platforms at such complexes.
- There are actually 154 stations if one is to use MTA counting standards, but the MTA only lists 151 stations in Manhattan. It is to be assumed that two complexes, with two stations each, were both counted as one station during the official count. Several station complexes are counted as one station by both MTA and international standards.
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