Engineering Proposal: The 8 Line

Borshon Saha, Abdur Rafi, Farhan Karim

Group 7

City College

English Department: ENGL 21007 

Prof. Julia Brown

May 5, 2025

Summary

This proposal calls for the creation of a new subway route, the 8 Line, to knit together the Bronx, Queens and Brooklyn without routing through Manhattan. Riders today endure chronic overcrowding, frequent delays and an outdated network design that funnels nearly every train into Manhattan, creating severe bottlenecks. By offering both express service during morning and evening peak periods and local service at all other times, the 8 Line would open a direct corridor across the outer boroughs, linking neighborhoods long dependent on slow, crowded buses or multiple indirect transfers.

Initial estimates suggest the 8 Line could carry more than 100,000 passengers each weekday, relieving pressure not only on Manhattan‑bound trains but also on key bus routes that have become overburdened. Costs would be substantial, and planners must navigate aging infrastructure as well as political and logistical hurdles. Yet if the line comes to fruition, it promises to transform travel across the city’s outer boroughs by making journeys faster, more reliable and more comfortable, and by boosting overall satisfaction with the subway system.

Summary 1

Introduction 3

Context 3

The 8 Line 4

Ridership impact 6

Costs 7

Challenges 8

Conclusion 8

Sources 10

 

          Introduction

The MTA is one of the oldest subway systems in the world. In the beginning, the lettered and numbered train lines brought a lot of convenience for its millions of citizens. However, as of recent times, many have complained about the lackluster service that pales in comparison to its once proud state. With many complaints of it being crowded, unsanitary, and late, it is not surprising that many are looking towards solutions for this huge problem¹. 

We propose a solution to remedy some of these complaints: a new train line through the Bronx, Queens, and Brooklyn. This new 8 train line will fix one of the biggest faults of the subway system: its overreliance on Manhattan. With practically all the train lines passing through it, millions of people are often left crowded in a 13.4 mile island. More modern train lines have moved away from this type of structure to avoid the very problems plaguing the NYC subway system.

Context

The NYC subway moves 3.6 million people everyday throughout its 472 stations as of 2023. Buses account for an additional 1.4 million passengers². It is not surprising that a system of such a large scale would be plagued with problems decades down its inception. According to a 2024 Fall Customer Counts Survey, all passengers outside of Queens reported having lower satisfaction rates than 2023.³ The overall satisfaction rate of the boroughs is significantly lower than 50%, with Staten Island being the only outlier.

This low of a satisfaction rate combined with rising fare prices, it is not surprising that many passengers are outraged by the lack of accountability that the MTA has. Something has to change. With the extra revenue from congestion pricing, new lines need to be introduced to solve the modern issues with the subway.

Currently, the MTA operates 28 train lines with 25 of them passing through Manhattan.⁴ Out of the 3 lines that do not pass through Manhattan, 2 of them are shuttles. This means that nearly 3.6 million passengers pass through Manhattan each day. Therefore, it is not surprising that complaints of overcrowding and poor service are always the talk of the passengers. The only way to remedy this problem is to reroute some of the traffic through other boroughs. 

The 8 Line

The proposed 8 Line represents a strategic addition to the subway network, exclusively linking the Bronx, Queens and Brooklyn while deliberately avoiding Manhattan. During weekday rush periods (6:30 a.m.–9:30 a.m. and 3:30 p.m.–7:00 p.m.), service will run predominantly as an express, with only a small number of local stops; at all other times—including weekends—the 8 Line will serve every station along its route. Headways of five to eight minutes in peak hours and ten to fifteen minutes off‑peak will ensure dependable, evenly paced service. By diverting a portion of cross‑borough traffic away from Manhattan’s crowded corridors, this new line promises shorter journeys for residents of historically underserved neighborhoods and smoother connections at major transfer points outside the central core. Rolling stock will consist of the 2021 R142A cars, which deliver improved energy efficiency, ride quality and passenger comfort for the daily traveller⁵.

Stops: 233 St – Flatbush Ave (Bronx to Brooklyn)⁴                          

◻: 233 St (2 & 5 Train) 

⭘: 222 St 

⭘: White Planes Rd 

⭘: Pelham Gardens 

◻: Parkchester (Local & Express 6 Train) 

⭘: Story Ave 

◻: LGA Airport (M60 SBS & Q70 LGA Link) 

◻: 74 St-Broadway (E, F, M, R, 7 Train)

⭘: Elmhurst Park 

⭘: Lutheran Av 

⭘: Otto Rd 

◻: Myrtle Wyckoff Avs (L & M Train) 

⭘: Wilson Av 

◻: Flushing Av (J & M & Z Train) 

⭘: Flushing Av (G Train) 

⭘: Willoughby Ave 

◻:  Lafayette Av (C & G Train) 

⭘: Grand Av 

⭘: Rogers Av

⭘: Church Av (2 & 5 Train)

⭘: Beverly Rd (2 & 5 Train)

⭘: Newkrik Av-Little Haiti (2 & 5 Train)

◻: Flatbush Av-Brooklyn College (2 & 5 Train) 

Stops: Flatbush Ave to 233 St (Brooklyn to Bronx)

◻: Flatbush Av–Brooklyn College (2 & 5 Train)

⭘: Newkrik Av-Little Haiti (2 & 5 Train)

⭘: Beverly Rd (2 & 5 Train)

⭘: Rogers Av (2 & 5 Train)

⭘: Church Av

⭘: Grand Av

⭘: Lafayette Av (C & G Train)

⭘: Willoughby Ave

⭘: Flushing Av (G Train)

◻: Flushing Av (J, M & Z Train)

⭘: Wilson Av

◻: Myrtle–Wyckoff Avs (L & M Train)

⭘: Otto Rd

⭘: Lutheran Av

⭘: Elmhurst Park

◻ 74 St–Broadway (E, F, M, R, 7 Train)

⭘: LGA Airport (M60 SBS & Q70 LGA Link)

⭘: Story Ave

⭘: Parkchester (Local & Express 6 Train)

⭘: Pelham Gardens

⭘: White Plains Rd

⭘: 222 St

◻: 233 St (2 & 5 Train)

Ridership impact

According to a 2020 NYC Travel Survey, hundreds of thousands of passengers commute between the Bronx, Queens, and Brooklyn each day⁶. Many of these passengers are forced to route their travel through Manhattan due to the inefficient structure of the train lines. According to tables 43 and 46 of the Travel Survey, nearly 750,000 passengers of the daily 3.6 million passengers travel through the outer boroughs via bus and train⁶. This is a substantial number that even rerouting a fraction of them will reduce congestion in Manhattan by a considerable amount.

This is not to say that all the passengers will directly benefit from this new line. Many passengers will still need to rely on existing train lines that route through Manhattan for their trips. However, considering the many new connections this train line will introduce along with servicing a part of Queens that has no public transportation, it is a fair estimate that this line will serve over 100,000 passengers each day. Furthermore, many people have had to rely on buses to get a direct route from the Bronx to Queens. Routes such as the Q44 and Q50 have tens of thousands of passengers everyday hoping to reach Queens faster than the train service⁶. This train line will shift some of the congestion away from these bus routes as well. 

Finally, one of the biggest benefits of this train line is its direct connection to JFK airport. JFK airport is one of the busiest airports in the country. Its exclusive AirTrain line sometimes has trouble keeping up with the demand and service. Buses such as the M60 SBS have to step in to provide service to this airport from Manhattan and other areas⁶. An even bigger problem is the congestion caused by numerous taxis clogging up the nearby highways and roads. JFK has an average of about 150,000 passengers commuting to and from it every single day⁷. This amount of human traffic often leads to long lines of traffic congestion. Any effort to quell this congestion through a train line will be very appreciated by the residents of NYC. However, this does put into question how taxing companies will act now that they will potentially lose out on customers paying exorbitant amounts of money to get to the airport. However, most of these complaints can be dismissed as proving public infrastructure to citizens does not break any laws.

Overall, it is possible to see a shift of up to almost 150,000 passengers just from the introduction of this line. The 8 line will take away the burden of many crowded trains and buses while easing the troubles of at least some of the passengers of the MTA. 

Costs

Category	Estimated Cost (USD)
Construction	$5–6 billion
Labor	$1 billion
Land Acquisition & Permits	$500 million
Environmental/Feasibility Studies	$500 million
Trains & Maintenance Equipment	$500 million
Contingency Fund	$700 million
Total Estimated Cost	$8–9 billion

The estimated cost for the new MTA train line that bypasses Manhattan will cost around 8-9 billion dollars⁸. The figure that accounts for construction, labor, land acquisition/permits, environmental/feasibility studies, trains, and contingency buffer for unexpected expenses. 

The construction cost is expected to be the largest portion, at around  to 6 billion dollars. Making new subway lines in New York City is extremely expensive, with a cost of billions per mile due to tunneling, infrastructure, and regulation requirements (U.S. Government Accountability Office, 2018)⁸. The cost includes creating tracks, underground tunnels, and new stations through the boroughs.

Labor is expected to be around one billion dollars covering the wages of engineers, contractors, skilled construction workers, and safety inspectors. Land acquisition and permitting are estimated at 500 million dollars. While some of the planned track will use existing MTA tracks and routes, some additional land purchases will be needed. Environmental/feasibility studies can require around 500 million. These studies are critical for complying with federal and state environmental regulations and making sure that the construction does not affect surrounding communities (Gateway Development Commission, 2024)⁹.

Approximately five hundred million dollars has been allocated for the acquisition of new rolling stock and the upkeep of existing equipment. According to the Federal Transit Administration’s Transit Costs Project (2023)¹⁰, a modern subway car carries a price tag of roughly two to three million dollars apiece. Finally, a contingency reserve of about seven hundred million dollars will safeguard against unanticipated expenses whether they arise from construction setbacks, spikes in material costs or unforeseen engineering complexities. Funding is expected to derive from a blend of MTA capital budgets, federal transit grants and collaborative public‑private partnerships.

Challenges

Building the new 8 train line through the Bronx, Queens, and Brooklyn is challenging. It is very costly and needs careful planning. Constructing new subway lines in a busy city like New York involves a lot of digging, making tunnels, and upgrading infrastructure, all of which cost a lot of money⁸. The MTA, responsible for New York’s public transport, already has financial issues and delays, so getting funds for a new line is difficult, but by advocating for dedicated infrastructure grants and federal transportation funding. Other big challenges include, buying land, navigating around existing subway lines, and minimizing disruptions in neighborhoods during construction are significant hurdles. Without strong government backing and good project management, these financial and planning challenges could make it very hard to accomplish, so instead of building the whole line at once, construct it in segments. This makes the budget more manageable and allows for changes based on lessons learned from each completed section.

Another big issue is the outdated technology and infrastructure in the current subway system. Unlike newer transit systems, the MTA still uses old signals, narrow tunnels, and outdated power systems, making it hard to connect to a modern train line¹¹. Updating these systems while continuing to serve millions of passengers is a massive task. Moreover, political delays often slow down major transit projects in New York, meaning that even if the funds are secured, completing the project could take many years. If these crucial problems aren’t addressed, the new 8 train line might just stay an idea rather than becoming a reality.

Conclusion

The New York City subway network, once celebrated for its vast reach, now suffers from structural shortcomings that limit its performance. Chief among these is the system’s reliance on Manhattan as the focal point for nearly all routes. This design creates severe crowding on platforms and trains and forces many riders traveling between the outer boroughs to endure indirect, time‑consuming transfers.

The proposed 8 Line directly addresses this problem by creating a dedicated corridor linking the Bronx, Queens and Brooklyn without passing through Manhattan. Its 23 stations will include a mix of express and local stops, and its schedule will adapt to demand. During weekday peak periods (6:30 a.m. to 9:30 a.m. and 3:30 p.m. to 7:00 p.m.), trains will run express every five to eight minutes. At other times, the service will operate locally, with trains every five to twelve minutes. This approach balances speed for long‑distance travellers with frequent service for local riders.

Rolling stock will consist of the 2021 R142A cars, which deliver improved reliability, onboard technology and passenger comfort⁵. The 8 Line will also offer seamless connections to the 2, 5, M, C, E and G services, enabling travellers to reach other parts of the city without adding to the congestion at Manhattan transfer points.

Beyond faster trips and less crowded stations, the new line advances transit equity by serving communities that currently face limited subway access. By decentralizing the flow of passengers and modernizing the network’s structure, the 8 Line promises a more efficient, reliable and user‑friendly subway system for all New Yorkers.

Sources

1. “MTA Customers Count Fall 2024 Survey Results.” Metropolitan Transportation Authority, updated 27 Jan. 2025,  www.mta.info/article/mta-customers-count-fall-2024-survey-results.
2. “Subway and Bus Ridership for 2023.” Metropolitan Transportation Authority, New York City Transit, 2024, www.mta.info/agency/new-york-city-transit/subway-bus-ridership-2023.
3. Fall 2024 Customers Count Survey [PowerPoint]. Metropolitan Transportation Authority, Oct. 2024. www.mta.info/document/163261.
4. “Maps.” Metropolitan Transportation Authority, accessed 6 May 2025,  www.mta.info/maps.
5. Boldt, Roger, and National Research Council (U.S.) Transportation Research Board. Information Technology Update for Transit. Transportation Research Board, 2000, p. 98. Archived from the original March 15, 2023. 
6. RSG, Inc. New York City Travel Survey Report. Prepared for the Metropolitan Transportation Authority, 30 June 2020. www.mta.info/document/28971.
7. “Statistics & General Information.” Port Authority of New York & New Jersey, Port Authority of New York & New Jersey,  www.panynj.gov/airports/en/statistics-general-info.html. 
8. U.S. Government Accountability Office. (2018). Public Transit: Transit Agencies’ Use of Federal Funding for Capital Improvements and Operational Costs. (GAO-18-462). https://www.gao.gov/products/gao-18-462 
9. Federal Transit Administration. (2023). Transit Costs Project: Data on U.S. Transit Construction Costs. https://transitcosts.com/
10. Metropolitan Transportation Authority (MTA). (2019). 2020–2024 Capital Program. https://new.mta.info/document/12876 
11. “New Technology Trains – a Division – Nycsubway.org.” Nycsubway.org, 2015, www.nycsubway.org/wiki/New_Technology_Trains_-_A_Division#google_vignette