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{{Short description|New York City Subway service}}
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{{Infobox NYCS service
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| service = S
| shuttle = 42nd
| image1 =
| caption1 = 42nd Street Shuttle train of [[
| north term = [[Times Square (IRT 42nd Street Shuttle)|Times Square]]
| south term = [[Grand Central (IRT 42nd Street Shuttle)|Grand Central]]
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The '''42nd Street Shuttle'''<ref name="t0cur"/> is a [[New York City Subway]] [[S (New York City Subway service)|shuttle train]] service that operates in [[Manhattan]]. The shuttle is sometimes referred to as the '''Grand Central/Times Square Shuttle''', since these are the only two stations it serves. The shuttle runs at all times except late nights, with trains running on two tracks underneath [[42nd Street (Manhattan)|42nd Street]] between [[Times Square (IRT 42nd Street Shuttle)|Times Square]] and [[Grand Central (IRT 42nd Street Shuttle)|Grand Central]]; for many decades, three tracks had been in service until a major renovation was begun in 2019 reducing it to two tracks. With two stations, it is the shortest regular service in the system by number of stops, running about {{convert|2402|ft|m}} in 90 seconds {{as of|2005|lc=y}}.<ref name="Chan 2005">{{Cite news|url=https://www.nytimes.com/2005/03/01/nyregion/shuttle-in-grand-central-derails-and-runs-into-concrete-bumper.html|title=Shuttle in Grand Central Derails And Runs Into Concrete Bumper|last=Chan|first=Sewell|date=March 1, 2005|work=The New York Times|access-date=August 6, 2017|language=en-US|issn=0362-4331}}</ref> The shuttle is used by over 100,000 passengers every day, and by up to 10,200 passengers per hour during rush hours.<ref>{{Cite web|url=https://new.mta.info/system_modernization/42-st-shuttle/about|title=42 St Shuttle: About the Project|date=August 2, 2019|website=mta.info|publisher=Metropolitan Transportation Authority|language=en|access-date=August 2, 2019}}</ref>
The 42nd Street Shuttle was constructed and operated by the [[Interborough Rapid Transit Company]] (IRT) and is
Through the 20th century, various attempts to convert, replace, or extend the shuttle have failed. The proposals have included conveyor-belt systems, as well as reconstruction of connections to the Broadway–Seventh Avenue and Lexington Avenue lines. One of the shuttle's trains was outfitted with [[automatic train operation]] on a trial basis in 1962, although the trial ended after a fire in 1964. A major reconstruction of the shuttle took place between 2019 and 2022. The reconstruction allowed trains to be lengthened to six cars while also expanding both shuttle stations' capacity, and brought the shuttle into compliance with the [[Americans with Disabilities Act of 1990]].
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===Creation and early years===
[[File:NYCS H System 1904-1918.jpg|alt=The map shows the IRT Broadway-Seventh Avenue Line in red, the IRT Lexington Avenue Line in green, and IRT 42nd Street Shuttle in grey,.|left|thumb|A view of the H system]]
The subway through which the shuttle runs was opened on October 27, 1904, by the Interborough Rapid Transit Company (IRT), the first day of subway service in [[Manhattan]].<ref>{{cite news|title=Our Subway Open, 150,000 Try It — Mayor McClellan Runs the First Official Train — Big Crowds Ride At Night — Average of 25,000
In 1913, the IRT, the [[Brooklyn Rapid Transit Company|Brooklyn Rapid Transit]], and the city agreed to the [[Dual Contracts|Dual System]] of Rapid Transit to expand the city's transportation.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1913/03/19/104910612.pdf|title=Money Set Aside For New Subways; Board of Estimate Approves City Contracts to
The new Lexington Avenue route curved off of the old line at 41st Street and ran underneath private property to reach Lexington Avenue at
[[File:Times Sq. Shuttle W. End on Track -3 Facing E..jpg|thumb|left|alt=A view of the platform for Track 3 at Times Square facing east.|View of the wooden platform at Times Square over track 2 in 1947]]
The new, unused trackways of the planned station were covered with flooring and turned into a passageway between the Shuttle and Lexington Avenue stations. The shuttle reopened on September 28, 1918, with improved passageways and platforms.<ref name="Brennan" /><ref>{{Cite web|url=http://pudl.princeton.edu/sheetreader.php?obj=7e1011bd-d756-4cde-9fa8-fdda2ce8d6e3|title=Shuttle Service In Operation|date=September 27, 1918|website=pudl.princeton.edu|publisher=Interborough Rapid Transit Company|access-date=September 19, 2016}}</ref> Track 2 at the Grand Central station was covered over by a wooden platform.<ref name="Buckley 1964">{{Cite news|url=https://www.nytimes.com/1964/04/22/pavement-in-42d-street-at-grand-central-is-weakened-by-earlymorning-fire-in-the-irt-shuttle-station.html|title=Pavement in 42d Street at Grand Central Is Weakened by
On March 14, 1927, the extension of the [[IRT Flushing Line]] from [[42nd Street–Bryant Park/Fifth Avenue station|Fifth Avenue]] to Times Square under 41st Street was completed and opened for operation. The extension was expected to significantly reduce overcrowding on the shuttle, and on its first night of operation, it reduced shuttle ridership by 50%. Crowding was expected to be reduced further as riders became familiar with the extension.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201927%2FBrooklyn%2520NY%2520Daily%2520Star%25201927%2520-%25200151.pdf%23xml%3Dhttp%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffdf9d528d%26DocId%3D12148943%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D38%26hits%3D220%2B221%2B5e7%2B613%2B621%2B631%2B7e1%2B7e2%2B82d%2B82e%2Ba66%2Ba67%2Ba87%2Ba88%2Ba96%2Ba97%2Bac8%2Badb%2Badc%2Bb2e%2Bb2f%2Bb34%2Bb35%2Bb6b%2Bc06%2Bc07%2Bc12%2Bc13%2Bcd1%2Bcd2%2Bce1%2Bce2%2Bd15%2Bd16%2Bd39%2Bd6b%2Bd85%2Bda7%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&uri=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252015%2FBrooklyn%2520NY%2520Daily%2520Star%2FBrooklyn%2520NY%2520Daily%2520Star%25201927%2FBrooklyn%2520NY%2520Daily%2520Star%25201927%2520-%25200151.pdf&xml=http%3A%2F%2Ffultonhistory.com%2FdtSearch%2Fdtisapi6.dll%3Fcmd%3Dgetpdfhits%26u%3Dffffffffdf9d528d%26DocId%3D12148943%26Index%3DZ%253a%255cIndex%2520I%252dE%252dV%26HitCount%3D38%26hits%3D220%2B221%2B5e7%2B613%2B621%2B631%2B7e1%2B7e2%2B82d%2B82e%2Ba66%2Ba67%2Ba87%2Ba88%2Ba96%2Ba97%2Bac8%2Badb%2Badc%2Bb2e%2Bb2f%2Bb34%2Bb35%2Bb6b%2Bc06%2Bc07%2Bc12%2Bc13%2Bcd1%2Bcd2%2Bce1%2Bce2%2Bd15%2Bd16%2Bd39%2Bd6b%2Bd85%2Bda7%2B%26SearchForm%3D%252fFulton%255fform%252ehtml%26.pdf&openFirstHlPage=false|title=New Subway Relieves Crush on Shuttle Line|date=March 15, 1927|work=Brooklyn Daily Star|access-date=August 19, 2019|page=1}}</ref> In 1921, of the 100,000 daily shuttle riders, 25,000 transferred to the Flushing Line (then called the Queensboro subway).<ref>{{Cite news|url=https://www.newspapers.com/clip/35063275/the_standard_union/|title=Ask Bids On Extension of Dual Subway Link|date=October 16, 1921|work=The Standard Union|access-date=August 19, 2019|location=Brooklyn, New York}}</ref> Originally, plans for the Flushing Line called for the use of two of the four tracks between Times Square and Grand Central for the new line, and the other two for shuttle service.<ref>{{Cite news|url=https://www.newspapers.com/clip/35063182/the_standard_union/|title=Subways Linked At Times Square|date=April 8, 1917|work=The Standard Union|access-date=August 19, 2019|location=Brooklyn, New York}}</ref>
=== Proposed improvements ===
Throughout the history of the shuttle there have been proposals to improve service on the line and to extend the line both to the east and to the west. However, it is not feasible to extend the line in either direction, as the line is at the same level as the tracks of the Broadway–Seventh Avenue Line and those of the Lexington Avenue Line.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1966/11/17/82157811.pdf|title=Cost of Extending Shuttle Line|date=November 17, 1966|work=The New York Times|issn=0362-4331|access-date=January 15, 2017}}</ref> There have been several proposals to replace the line with moving walkways or conveyor belts. In 1923, H.S. Putnam proposed to replace the shuttle with an endless moving platform system. There would have been three platforms with speeds of {{Convert|3|mi/h|km/h}}, {{Convert|6|mi/h|km/h}} and {{Convert|9|mi/h|km/h}}. The fastest platform was to have been installed with seats. Even though the plan was supported by the Chief Engineer of the New York City Rapid Transit Commission, it was not adopted.<ref name="Chung 1978" />{{Rp|12}} In 1930, [[Charles E. Smith (railroad executive)|Charles E. Smith]], vice president of the [[New York, New Haven and Hartford Railroad]], proposed allowing trains from the Broadway–Seventh Avenue and Lexington Avenue Lines to use the shuttle tracks for through service, as well as discontinuing shuttle service. This also was not carried out.<ref>{{Cite news|url=https://www.nytimes.com/1930/04/17/archives/asks-trunk-service-on-subway-shuttle-ca-smith-proposes-through.html|title=Asks Trunk Service On Subway Shuttle; C.A. Smith Proposes Through Trains Over Line Between Times Sq.
On February 12, 1946, work began to double the width of the passageway connecting the shuttle platforms at Grand Central and the main mezzanine over the Lexington Avenue Line platforms. As part of the work, the wooden passenger walkway, which had an average width of {{Convert|15|feet|meters}} was replaced by a {{Convert|37|feet|meters}} wide passageway with concrete flooring. This walkway had been "temporary" when it was put into place in August 1918. The new {{Convert|350|feet|meters}}-long passageway covered most of the trackways used by downtown trains of the Original Subway prior to 1918. The iron railings along the planked walkway were removed. The project cost $45,800 and was intended to ease congestion. As part of the project, the upper passageway was moved to within fare control to allow passengers to go between the subway mezzanine and the entrance to Grand Central Terminal at the shuttle without paying a fare. This was accomplished by moving the turnstiles at the eastern end of the passageway.<ref>{{Cite news|url=https://www.nytimes.com/1946/02/12/archives/wider-walk-to-aid-riders-of-shuttle-corridor-from-grand-central-end.html|title=Wider Walk To Aid Riders Of Shuttle; Corridor From Grand Central End of Line to Lexington Trains Being Doubled Clean-Up Drive Is Begun Transportation Board Opens Campaign to Curb Litter, Improve Car Lighting Part of New Traffic Plan Wooden Barrier to Go|date=February 12, 1946|work=The New York Times|access-date=April 4, 2018|language=en-US|issn=0362-4331}}</ref> In March, members of the Metallic Lathers Union Local 46 sought to halt construction on the project, which was 80 percent complete, as the union objected to having the work done by city employees who made less than union workers.<ref>{{Cite news|url=https://www.nytimes.com/1946/03/12/archives/union-fails-to-halt-subway-shuttle-job.html|title=Union Fails to Halt Subway Shuttle Job|date=March 12, 1946|work=The New York Times|access-date=April 4, 2018|language=en-US|issn=0362-4331}}</ref> The rebuilt passageway opened on March 18, 1946.<ref>{{Cite news|url=https://www.nytimes.com/1946/03/19/archives/subway-ceremony-costs-odwyer-5c-mayor-pays-at-the-turnstile-in.html|title=Subway Ceremony Costs O'Dwyer 5C; Mayor Pays at the Turnstile in Dedicating New Tunnel to Times Square Shuttle More Improvements Due Pleased With Grand Central Project, He Says Progress Will Take Money|date=March 19, 1946|work=The New York Times|access-date=April 4, 2018|language=en-US|issn=0362-4331}}</ref>
On June 21, 1949, William Reid, the Chairman of the [[New York City Board of Transportation]], announced that his capital budget request for 1950 would include $3.5 million to improve the shuttle for the first time since it was created. As part of the project, double platforms would have been constructed at both ends of the shuttle, the abandoned track 2 would have been removed, and switches would have been installed on track 3 to allow trains to pull into either platform on either track 1 or track 3. In addition, the shuttle would have been extended {{Convert|200|feet|meters|abbr=}} to the east to shorten transfers to the Lexington Avenue Line. Chairman Reid also stated that he would look for ways to improve service for riders before any funding arrived, noting that a way was needed to get riders to the proper platform before the car doors closed. While there were lights giving the number of the platform for the next train, they did not give passengers enough time to get to the train before their doors closed.<ref>{{Cite news|url=https://www.nytimes.com/1949/06/22/archives/3500000-sought-to-repair-shuttle-reid-plans-double-platforms-at.html|title=$3,500,000 Sought To Repair Shuttle; Reid Plans Double Platforms at Each End and 200-Foot Grand Central Extension End Runs' Unnecessary Trains at Times Square Will Be Boarded From Same Spot
On October 28, 1953, the [[Transport Workers Union of America|Transport Workers Union]] (TWU) asserted that it was impossible for its members to follow the schedule of the shuttle, which called for a train every two minutes during rush hours. Its president, [[Mike Quill|Michael Quill]], said that if the New York City Transit Authority took action against train crews skipping scheduled runs, there would be unrest among the TWU's members.<ref>{{Cite news|url=https://www.nytimes.com/1953/10/29/archives/skips-on-shuttle-defended-by-quill-schedule-of-train-every-two.html|title=Skips On Shuttle Defended By Quill; Schedule of Train Every Two Minutes Impossible to Meet, He Says – Rule Book Cited|date=October 29, 1953|work=The New York Times|access-date=August 6, 2019|language=en-US|issn=0362-4331}}</ref>
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On February 29, 1960, the NYCTA began to test a new [[Railroad tie|tieless]] roadbed on track 1, which had been installed since the previous Thursday. The experiment was intended to produce a smoother and more comfortable ride for commuters, in addition to lessening the effect of moisture and erosion. It was planned that if the test succeeded, the rest of the tracks in the subway system would be retrofitted in such a manner. The setup included two parallel strips of concrete that would serve as the roadbed. Between them, flat-bottomed steel troughs were installed, cushioned by rubber. Inside the troughs, there were rubber tie plates spaced apart with flaps that encase the rail bottom. The rails were kept in place by lug bolts that were anchored in concrete. The third rail was also mounted on concrete. This differed from the normal roadbeds, which consisted of stone, with wooden ties set into it.<ref>{{Cite journal|date=October 1961|title=NYCTA Tests Concrete Roadbed|url=https://books.google.com/books?id=BdMlAAAAMAAJ&q=shuttle|journal=Railway Age|volume=151|pages=2}}</ref> The ties, under damp conditions, would rot and the spikes would become loose, resulting in bumpy rides. This test replicated similar roadbeds in [[Toronto subway|Toronto's subway system]]. In order to construct the new roadbed, track 1 had to be closed.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1960/02/28/119097555.pdf|title=Subways To Test Tieless Roadbed; Installation Also Is Without Spikes – Economy and Smooth Riding Seen|last=Levey|first=Stanley|date=February 28, 1960|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> From May 6 to June 5, 1961, track 4 was closed for the installation of the same roadbed as was tested on track 1.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1961/05/06/101461624.pdf|title=Shuttle To Close Track Tomorrow; Unmanned, Automatic Train Is Due Later in Year|date=May 6, 1961|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref>
In the afternoon of January 4, 1962,<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/04/04/96963639.pdf|title=Automatic Shuttle Has Lost Novelty For New Yorkers|date=April 4, 1962|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> the three-car automated train began service, with a ceremony.<ref name="nyt19620105">{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/01/05/91658378.pdf|title=First Automated Subway Train Starts Run; Shuttle Riders Find Trip Without Crew About the Same Strike Ended One-Year Pact All 3 Will Benefit|last=Katz|first=Ralph|date=January 5, 1962|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> The trains carried a stand-by motorman during the six-month trial period. The train had scheduled to begin service on December 15, 1961, but Quill threatened to strike all city- and private-owned transit in the city if the train ran.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1961/12/11/97327365.pdf|title=T.W.U. Will Hold Strike Vote In Protest of Automated Train|date=December 11, 1961|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> Under the new contract with the TWU, the NYCTA agreed to put a motorman in the train during the experimental period.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/01/04/95817505.pdf|title=Shuttle To Begin Automated Runs; Public Tests Start Today With Stand-By Motorman Pledge on Manning|last=Katz|first=Ralph|date=January 4, 1962|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> While in its experimental period, the automated train was only operating during rush hours.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/01/06/118435056.pdf|title=A Better Shuttle|date=January 6, 1962|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> In July, the test was extended for three more months, and in October the test was extended for six additional months.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/10/28/89883946.pdf|title=Automated Train Given Extension; IRT's Shuttle Will Continue Running Until July 1|date=October 28, 1962|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> The chairman of the NYCTA, Charles Patterson, was disappointed by the automated shuttle train, doubting that the train could be operated without any transit personnel on board. Initially, the automation of the shuttle was expected to save $150,000 a year in labor costs; however, with one employee still required on the train, there would essentially be no savings.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1962/09/19/121652984.pdf|title=Automated Train Disappoints City; Patterson Says High Hopes for Subway Device Have Been Diminished Research Is Extended IRT Shuttle to Be Tested for Nine Months More-- Some Savings Seen|last=Stengren|first=Bernard|date=September 19, 1962|work=The New York Times|access-date=January 15, 2017|issn=0362-4331|via=New York Times Archive}}</ref> Tape recorded messages warned passengers that the doors of the train were closing.<ref>{{Cite book|url=https://books.google.com/books?id=CQ85AAAAIAAJ&q=%22times+square+shuttle%22|title=TRI Conference Report, Issue 1|date=1968|publisher=Transportation Research Institute, Carnegie-Mellon University|pages=163|language=en}}</ref> If the test succeeded, it was planned to automate the [[IRT Flushing Line]], the [[Franklin Avenue Shuttle]], the [[Myrtle Avenue Elevated]], the [[BMT Canarsie Line]], and the [[Culver Shuttle]].<ref name="Katz 1959" /> However, the NYCTA did not have plans to automate the whole system.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1961/10/25/118054374.pdf|title=Crewless Trains To Fair Studied; 3 Lines May Be Automated
==== Demise ====
On April 16, 1964, an automated train derailed on the northernmost track east of Times Square during the morning rush hour, causing a short circuit, and thus, suspending service on all three tracks.<ref>{{Cite news|url=https://www.nytimes.com/1964/04/17/archives/automated-train-jumps-its-track-none-hurt-as-times-square-shuttle.html|title=Automated Train Jumps Its Track; None Hurt as Times Square Shuttle
A severe fire at the Grand Central station on April 21, 1964, destroyed the demonstration train and resulted in the subsequent restoration of manual operations.<ref name="nyt19640422" /><ref name="Supports 1964">{{cite news | title=Subway Fire Jams N.Y. Traffic (April 22, 1964) | work=Chicago Tribune | date=April 22, 1964 | url=http://archives.chicagotribune.com/1964/04/22/page/3/article/subway-fire-jams-n-y-traffic | access-date=January 17, 2017}}</ref> The fire began under a shuttle train on track 3, and it became larger, feeding on the wooden platform. The train on track 1 was saved when the motorman saw smoke, and reversed the train. The basements of nearby buildings were damaged.<ref name="Buckley 1964" /> Tracks 1 and 4 returned to service on April 23, 1964,<ref>{{Cite news|url=https://www.nytimes.com/1964/04/24/shuttle-nearly-back-to-normal.html|title=Shuttle Nearly Back to Normal|last=Trumbull|first=Robert|date=April 24, 1964|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> while track 3 returned to service on June 1, 1964.<ref>{{Cite book|last1=Cunningham|first1=Joseph|url=https://books.google.com/books?id=Fg4KAQAAMAAJ|title=A History of the New York City Subway System|last2=DeHart|first2=Leonard O.|date=January 1, 1993|publisher=J. Schmidt, R. Giglio, and K. Lang|pages=83|language=en}}</ref> The reinstallation of track 3 was delayed because of the need to replace 60 beams that were damaged in the fire.<ref>{{Cite news|url=https://www.nytimes.com/1964/04/25/reopening-put-off-on-one-42d-st-block.html|title=Reopening Put Off on One 42d St. Block|date=April 25, 1964|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> Initially, a decision was not made concerning whether or not the automated shuttle train should be reintroduced.<ref>{{Cite news|url=https://www.nytimes.com/1964/06/02/midtown-subway-shuttle-is-now-back-to-normal.html|title=Midtown Subway Shuttle Is Now Back to Normal|date=June 2, 1964|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref>
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From September 19, 1966 to April 1967, service on the shuttle was limited in order to allow for the reconstruction of parts of the line. The entire project cost $419,000 and included the construction of a new mezzanine at Grand Central and the replacement of the wooden platform at Times Square with a new concrete one of {{convert|300|ft|m}}.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1966/10/09/284456582.pdf|title=Reconstruction Cuts Shuttle Service in Subway; 8-Month Project Curtailing Daily Travel of 24,400 – Job Will Cost $419,000|date=October 9, 1966|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> As part of the project, the tiles damaged by the smoke from the fire were replaced with tiles in the city's colors of blue, white and orange, with black tiles interspersed. In addition, fluorescent lighting, which was 12 times brighter than the old lighting, was installed.<ref>{{Cite news|url=https://www.nytimes.com/1966/12/11/archives/new-look-dawns-at-grand-central-bleak-shuttle-area-cheered-by-tiles.html|title=New Look Dawns At Grand Central; Bleak Shuttle Area Cheered by Tiles in City's Colors|last=Callahan|first=John P.|date=December 11, 1966|work=The New York Times|access-date=August 6, 2019|language=en-US|issn=0362-4331}}</ref>
===
In 1978, the [[United States Department of Transportation]] undertook a study to analyze and determine the feasibility of installing an Accelerating Walkway System in an urban environment. The study used the 42nd Street Shuttle as a case study. The two options the study analyzed were a one-directional reversible linear walkway and a bi-directional loop. The study found that the walkways would provide a better level of service during off-peak hours and a similar level of service during peak hours. It was estimated that it would cost between $5.4 million and $13 million to install the system.<ref name="Chung 1978">{{Cite book|title=Accelerating
[[File:R62A Subway Car, 1956, Shuttle, September 5th, 2014.jpg|thumb|alt=An R62A subway car in shuttle service at Times Square|An [[R62A (New York City Subway car)|R62A]] consist (one car pictured) in service on track 3 of the 42nd Street Shuttle, prior to renovation]]
On October 3, 1987, ten [[R62 (New York City Subway car)|R62]]s made their debut on the shuttle, replacing the [[R17 (New York City Subway car)|R17s]] that previously ran on the shuttle. In June 1992,<ref>{{Cite magazine|url=https://erausa.org/pdf/bulletin/2000s/2002/2002-10-bulletin.pdf|date=October 2002|page=16|volume=45|issue=10|magazine=The Bulletin|title=Redbird Update|first=George|last=Chiasson|publisher=Electric Railroaders' Association}}</ref> these were replaced by [[R62A (New York City Subway car)|R62A]]s.<ref>{{Cite news|url=https://www.nytimes.com/1987/10/03/nyregion/42d-street-shuttle-cars-for-reviled-line.html|title=42d Street Shuttle: Cars for Reviled Line|last=Levine|first=Richard|date=October 3, 1987|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref>
On November 17, 1988, the NYCTA announced plans to drop $343 million of projects from its Capital Program, including $23 million allocated for the reconfiguration of the Shuttle. The shuttle would have been rebuilt with two tracks and the platforms at Times Square would have been moved closer to other subway lines. Work was to begin in 1991, but was deferred so it could be done in conjunction with other rehabilitation work at Times Square, which was delayed.<ref>{{Cite news|url=https://www.newspapers.com/clip/34612105/daily_news/|title=TA to
The shuttle ran at all times until September 10, 1995, when night service was discontinued in order to avoid raising fares, meaning that late-night passengers had to use the {{NYCS|7}} train.<ref>{{cite news|url=https://www.nytimes.com/1995/09/11/nyregion/a-subway-station-is-shuttered-the-first-in-33-years.html|title=A Subway Station Is Shuttered,
* {{Cite book|url=https://www.flickr.com/photos/127872292@N06/48003928513/in/album-72157708930708123/|title=NYC Transit Committee Agenda July 1995|date=July 21, 1994|publisher=New York City Transit|pages=D.114}}
* {{Cite book|url=https://www.flickr.com/photos/127872292@N06/48003999721/in/album-72157708930708123/|title=NYC Transit Committee Agenda July 1995|date=July 21, 1994|publisher=New York City Transit|pages=D.115}}
* {{Cite book|url=https://www.flickr.com/photos/127872292@N06/48003927368/in/album-72157708930708123/|title=NYC Transit Committee Agenda July 1995|date=July 21, 1994|publisher=New York City Transit|pages=D.116}}
* {{Cite book|url=https://www.flickr.com/photos/127872292@N06/48004029917/in/album-72157708930708123/|title=NYC Transit Committee Agenda July 1995|date=July 21, 1994|publisher=New York City Transit|pages=D.119}}
* {{Cite book|url=https://www.flickr.com/photos/127872292@N06/48003993521/in/album-72157708930708123/|title=NYC Transit Committee Agenda July 1995|date=July 21, 1994|publisher=New York City Transit|pages=D.126}}</ref>
On February 28, 2005, a shuttle train crashed into the bumper block of track 3 at Grand Central, injuring the train operator and hospitalizing two passengers.<ref name="Chan 2005" /> The crash caused $100,000 in damage to the 4-car train. The New York State Public Transportation Safety Board's investigation into the collision concluded that the most likely cause of the accident was the train operator falling asleep while operating the train, which led to his overrunning the stop sign and colliding into the bumper block.<ref name="dot.ny.gov 2005">{{Cite web|title=New York State Public Transportation Safety Board Rail Safety Section Abbreviated Report Case Number 8404|url=https://www.dot.ny.gov/divisions/operating/osss/rail-repository/8404%20Collision%20Grand%20Central.pdf|date=April 27, 2005|website=dot.ny.gov|publisher=New York State Department of Transportation|url-status=live|archive-url=https://web.archive.org/web/20200501093722/https://www.dot.ny.gov/divisions/operating/osss/rail-repository/8404%20Collision%20Grand%20Central.pdf|archive-date=May 1, 2020|access-date=August 5, 2019}}</ref>
Line 126:
===Reconstruction===
==== Planning ====
In 1998, MTA officials announced that the Times Square station would be renovated and that the entire complex would become compliant with the [[Americans with Disabilities Act of 1990]] (ADA). The project was to be split into two phases, each lasting four years; the renovation of the 42nd Street Shuttle platforms would occur during the second phase of renovations.<ref>{{cite news|url=https://www.nytimes.com/1998/07/16/nyregion/subway-station-to-be-renovated-keeping-pace-with-times-square.html|title=Subway Station to Be Renovated, Keeping Pace With Times Square|last=Firestone|first=David|date=July 16, 1998|work=The New York Times|issn=0362-4331|access-date=April 28, 2018}}</ref> However, the curved platforms at Times Square made it very difficult to convert to ADA standards, and the shuttle platform renovation project was delayed. Although planning was completed in 2006, the project was delayed due to a lack of funding.<ref>{{Cite web|url=http://web.mta.info/mta/news/books/pdf/170221_1000_Transit.pdf|title=Transit and Bus Committee December 2016|date=February 21, 2017|website=mta.info|publisher=Metropolitan Transportation Authority|page=199|access-date=February 21, 2017|archive-url=https://web.archive.org/web/20170222170347/http://web.mta.info/mta/news/books/pdf/170221_1000_Transit.pdf|archive-date=February 22, 2017|url-status=dead}}</ref><ref name="dashboard">{{Cite web|title=T7041404 Reconstruction of Times Square Shuttle
In 2014 and 2015, the MTA commissioned [[WSP Global|WSP]] to undertake constructibility and feasibility studies to increase capacity on the shuttle and to make it ADA-accessible. NYCT called for a plan that would include a wider center platform to accommodate two six-car trains to the east of the existing station. WSP developed a plan that allowed the shuttle to be reconstructed without any need to excavate along 42nd Street.<ref name="wsp.com 2019">{{Cite web|title=Times Square Shuttle Station Prepares for Reconstruction|url=https://www.wsp.com/en-US/insights/times-square-shuttle-station-prepares-for-reconstruction|date=April 16, 2019|website=wsp.com|publisher=WSP|url-status=live|archive-url=https://web.archive.org/web/20200501094024/https://www.wsp.com/en-US/insights/times-square-shuttle-station-prepares-for-reconstruction|archive-date=May 1, 2020|access-date=August 5, 2019}}</ref> The initial study, TO-1, only called for the elimination of 36 columns along platform edges to align with train doors, and for the elimination of 20 columns in the concourse area. This plan would have kept the remaining platform columns, which are located every {{Convert|5|feet|meters|abbr=}}. NYCT considered using [[platform screen doors]] to separate trains from the platforms. NYCT then asked WSP to engage in a study, TO-3, to look into eliminating all platform edge columns while keeping the station open with minimal impacts.<ref name="Hebert 2019" />
Line 135:
Initially, $1 million in funding for a study to develop the requirements for a second program to automate the shuttle was included in the 2015–2019 MTA Capital Program. However, this study was removed from the program in the July 2017 amendment to the Capital Program.<ref>{{Cite web|title=T7041412 Study for 42nd Street Shuttle|url=http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=t7041412&PLTYPE=1&DISPLAYALL=Y|website=mta.info|publisher=Metropolitan Transportation Authority|url-status=live|archive-url=https://web.archive.org/web/20200501093653/http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=t7041412&PLTYPE=1&DISPLAYALL=Y|archive-date=May 1, 2020|access-date=August 5, 2019}}</ref>
Funding for the renovation of the Times Square shuttle platforms and the reconfiguration of the shuttle was provided as part of the 2015–2019 MTA Capital Program. Improving access to Times Square will cost $28.93 million, while the reconfiguration project will cost $235.41 million. The contract for the construction of the project was originally scheduled to be awarded in June 2018. However, this was delayed by several months because of changes to the project schedule and cost. The construction duration was expected to be extended by three months, and the cost would increase by $25 million, because of additions to the original construction plan. A construction contract was awarded on March 7, 2019, with an estimated completion date of March 2022.<ref name="dashboard" /><ref>{{Cite web|title=Capital Program Oversight Committee Meeting
Work on the project will be completed in multiple phases, which were originally intended to create minor reductions in service, since only one track at a time would be taken out of service for construction.<ref name="mta.info 2019">{{Cite web|title=MTA to Transform 42 St Shuttle to Provide Better Service, Fully Accessible Crosstown Transit Connection|url=http://www.mta.info/press-release/nyc-transit/mta-transform-42-st-shuttle-provide-better-service-fully-accessible|date=August 2, 2019|website=mta.info|publisher=Metropolitan Transportation Authority|url-status=live|archive-url=https://web.archive.org/web/20190802182623/http://www.mta.info/press-release/nyc-transit/mta-transform-42-st-shuttle-provide-better-service-fully-accessible|archive-date=August 2, 2019|access-date=August 2, 2019}}</ref><ref>{{Cite web|title=MTA
On April 6, 2020, a new phase of work on the project was scheduled to begin, with service then only running on tracks 1 and 3.<ref>{{Cite web|title=42 St Shuttle Project Service Updates|url=https://new.mta.info/system_modernization/42ndstreet/shuttleservice|date=April 2020|website=mta.info|publisher=Metropolitan Transportation Authority|language=en|url-status=live|archive-url=https://web.archive.org/web/20200403101108/https://new.mta.info/system_modernization/42ndstreet/shuttleservice|archive-date=April 3, 2020|access-date=May 1, 2020}}</ref> However, on that date, New York City Transit issued a General Order that called for a complete shutdown of the line until December 31, 2020.<ref>{{Cite web|title=General Order 1295-20 P|url=https://www.flickr.com/photos/127872292@N06/49881825108/in/dateposted/|date=April 6, 2020|website=Flickr|publisher=New York City Transit|access-date=May 11, 2020}}</ref> Because the shuttle was already temporarily shut down due to the [[COVID-19 pandemic in New York City]], the upgrades were expedited by two months.<ref>{{Cite news|last1=Hu|first1=Winnie|last2=Goldbaum|first2=Christina|date=June 5, 2020|title=With Fewer People in the Way, Transportation Projects Speed Ahead|language=en-US|work=The New York Times|url=https://www.nytimes.com/2020/06/05/nyregion/coronavirus-ny-transportation-work.html|access-date=June 5, 2020|issn=0362-4331}}</ref> These upgrades included work laying new trackbed and track, and improvements in drainage and flood mitigation systems.<ref name="us18.campaign-archive.com 2020 3">{{Cite web|date=August 31, 2020|title=Back in Action!|url=https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=37ad7d1dc0|url-status=live|archive-url=https://web.archive.org/web/20201110140202/https://mailchi.mp/mtahq/back-in-action-10827124|archive-date=November 10, 2020|access-date=November 10, 2020|website=us18.campaign-archive.com|publisher=Metropolitan Transportation Authority}}</ref> The closure of the shuttle allowed the contractor to fix an unexpected tunnel settlement condition at Times Square, which would have otherwise delayed the project by three to four months.<ref name="MTA-CPOC-Dec2020">{{Cite web|date=December 11, 2020|title=Capital Program Oversight Committee Meeting December 2020|url=https://new.mta.info/document/25216|access-date=December 11, 2020|website=mta.info|publisher=Metropolitan Transportation Authority|page=6}}</ref>
Despite the General Order, the shuttle reopened on August 10, 2020 to accommodate passengers displaced by unrelated construction on the Lexington Avenue Line, which caused a partial closure of that line.<ref>{{cite web|last1=Sundstrom|first1=Mark|last2=DiLorenzo|first2=Anthony|date=August 10, 2020|title=Some Manhattan No. 4, 5, 6
==== Components ====
Line 157:
| alt3 = A view of the northbound platform Track 4 in 1958
| caption3 = The platform on Track 4, as seen here in 1958, was closed off as part of the reconstruction project
| total_width =
}}
As part of the project, the 42nd Street Shuttle became ADA-accessible, and track 3 was removed, reducing the shuttle from three to two tracks.<ref name="mta.info 2018">{{Cite web|url=http://web.mta.info/mta/news/notices/pdf/MOA_Times_Sq_Shuttle_notice.pdf|title=Memorandum of Agreement Between Federal Transit Administration New York State Historic Preservation Office New York City Transit Authority Regarding the Times Square Shuttle Station During Contract A-35302, The Reconfiguration of the Times Square Shuttle Station, SHPO Project #17PR00545.|date=April 25, 2018|website=mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20180425211727/http://web.mta.info/mta/news/notices/pdf/MOA_Times_Sq_Shuttle_notice.pdf|archive-date=April 25, 2018|url-status=dead|access-date=April 27, 2018}}</ref> As part of the project, train reliability will be improved with the installation of a new signal system,<ref name="cbsix.org 2019" /> replacing the existing system, which dates back to the 1930s.<ref name="mta.info 2019" /> The new signaling system will not use [[communications-based train control]] (CBTC), but will be CBTC-ready.<ref>{{Cite web|title=42nd Street Connection Project: Making
The shuttle now runs with two six-car trains, compared to the two three-car trains used for tracks 1 and 4, and the one four-car train used on the former track 3,<ref name="mta.info 2018" /> increasing capacity by 20 percent, from 100 cars of capacity per hour to 120 per hour.<ref name="us18.campaign-archive.com 2020 3" /> Times Square and Grand Central stations were reconfigured with wide island platforms, and access improvements will be completed at Times Square.<ref name="cbsix.org 2019" /> Certain features of the Times Square station would be repaired and restored,<ref name="mta.info 2018" /><ref name="mta.info 2018 2">{{Cite web|url=http://web.mta.info/mta/news/notices/pdf/Amendment-to-TS-Shuttle-MOA-for-Jamestown.pdf|title=Amendment To The Memorandum of Agreement Between Federal Transit Administration New York State Historic Preservation Office New York City Transit Authority Regarding The Times Square Shuttle Station During Contract A-35302, The Reconfiguration of the Times Square Shuttle Station, SHPO Project #17PR00545.|date=April 25, 2018|website=mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20180425211742/http://web.mta.info/mta/news/notices/pdf/Amendment-to-TS-Shuttle-MOA-for-Jamestown.pdf|archive-date=April 25, 2018|url-status=dead|access-date=April 27, 2018}}</ref> and to increase capacity,<ref name="mta.info 20160728">{{Cite web|url=http://web.mta.info/mta/news/hearings/160823/Description-of-Projects-Booklet.pdf|title=Metropolitan Transportation Authority (MTA) Notice of Public Hearing and Description of Projects Tuesday, August 23, 2016 4:30 P.M. Request for Federal Financial Assistance Under the Federal Transportation Authorization For Federal Fiscal Year 2017 Capital Improvement Projects|date=July 28, 2016|website=mta.info|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20170728080805/http://web.mta.info/mta/news/hearings/160823/Description-of-Projects-Booklet.pdf|archive-date=July 28, 2017|url-status=dead|access-date=August 7, 2016}}</ref> 122 {{Convert|5|foot|meters|abbr=|adj=on}} spaced columns between the trackways and 11 mezzanine columns were removed and replaced by 45 new {{Convert|15|foot|meters|abbr=|adj=on}} spaced columns that are at least two feet away from the platform edges for safety and to provide space for tactile warning strips. These columns will be supported by 45 new foundations.<ref name="Hebert 2019" /><ref name="wsp.com 2019" /> A plaque describing the history of the station was installed underneath the replicated Knickerbocker lintel.<ref name="mta.info 2018" /><ref name="mta.info 2018 2" />
Line 169:
A new underpass at the eastern end of the new platform was originally planned to be constructed.<ref name="MTA Bryant Park">{{Cite web|title=42 St Connection Project: Bryant Park|url=https://new.mta.info/system_modernization/42ndstreet/bryantpark|access-date=July 22, 2020|website=MTA|language=en}}</ref> This underpass was to pass under track 4 and lead to an existing easement passageway in the basement of the [[Bank of America Tower (Manhattan)|Bank of America Tower]]. A new fare control area was to be constructed at the west end of the passageway, leading to a new entrance on the north side of 42nd Street between Broadway and Sixth Avenue. The passageway was to be used for a free transfer to the [[IND Sixth Avenue Line]]'s [[42nd Street–Bryant Park/Fifth Avenue (New York City Subway)|42nd Street–Bryant Park]] station, allowing passengers access to the [[B (New York City Subway service)|B]], [[D (New York City Subway service)|D]], [[F (New York City Subway service)|F]], and [[M (New York City Subway service)|M]] trains.<ref name="cbsix.org 2019" /><ref name="mta.info 2018" /><ref name="MTA Bryant Park" /> The underpass was to be mined below track 4, and trains running on the track would have been supported by micropiles and skeletonized track.<ref name="Hebert 2019" /> In July 2021, the MTA amended the contract to eliminate the passageway under track 4 in favor of a new {{convert|300|ft|m|adj=mid|-long}} ramp between tracks 1 and 4, connecting at its eastern end to two staircases to the Sixth Avenue Line. The amendment was made because the Bank of America Tower's owner [[The Durst Organization]] did not want to pay for the new underpass, as it had been obliged to do, and because mining the underpass would have disrupted shuttle service.<ref>{{cite web|url=https://new.mta.info/document/44216|title=Transit and Bus Committee Meeting|date=July 19, 2021|publisher=[[Metropolitan Transportation Authority]]|access-date=July 16, 2021|page=170}}</ref>
At Grand Central, the center track, track 3, was removed and the two existing platforms were connected, providing one wide island platform, with an area of {{Convert|22,000|sqft|m2|abbr=}}.<ref name="mta.info 2019" /> This became the largest platform in the subway system.<ref name="us18.campaign-archive.com 2020" /> The existing northern platform was extended further west to accommodate six-car trains, using existing employee facility rooms. New consolidated employee facility rooms were constructed on the existing location of the switch connecting tracks 1 and 3. The P-4 staircase at the western end of the station leading to [[Madison Avenue]] from the existing northern platform was demolished and the P-3 staircase leading there from the existing southern platform was considerably widened.<ref name="cbsix.org 2019" /><ref>{{Cite web|title=MTA
== Track layout ==
Of the four shuttle tracks, only two are in use {{as of|2020|lc=y}}; the former express track spaces are used as platform space at each terminal. The former southbound local track is now shuttle track 1. Tracks 2 and 3 no longer exist, but the trackbed of track 2 can be seen inside the tunnel from passing trains on track 1. At the two terminals, the trackway for track 2 was occupied by platforms that formerly provided access to track 3, which was the former northbound express track. There was also a switch between tracks 1 and 3 just west of Grand Central station. The former northbound local track, track 4, was not connected to either track 1 or track 3.<ref name="trackref">{{NYCS const|trackref|468}}</ref> Track 2 was removed between the two stations in 1975,<ref>{{Cite web|title=Streetcars and Spatial Analysis: Lexington Avenue Line: North and South Sections,
Track 1 is connected to the IRT Lexington Avenue Line's southbound local track south of Grand Central station. Track 4 connects to the IRT Broadway–Seventh Avenue Line's northbound local track north of Times Square station.
{| align=center
Line 184:
|legend =track
|map=
d*1!_abbr=track MM1\d*2!_abbr=track MM2\d*3!_abbr=track MM3\d*4!_abbr=track MM4
\
vSHI2l- grey\vSTR grey\v-SHI2r grey
STR grey!~MFADEf\STRf grey\STRg grey\STR grey!~MFADEf ~~ ~~ ~~ to {{stl|NYCS|33rd Street}}▼
d*1!_abbr=track MM1\d*2!_abbr=track MM2\d*3!_abbr=track MM3\d*4!_abbr=track MM4
|map2-title=<hr />
|map2=
Line 216 ⟶ 217:
|legend =track
|map=
d*1!_abbr=track MM1\d*2!_abbr=former track MM2\d*3!_abbr=track MM3\d*4!_abbr=track MM4
numN060
\d\
dSTR grey\uexdSTR\vSTR grey
dSTR grey\uexdSTR\vSTR grey
d\uexSTR~L!~uSTRc1!~STR grey\uexSTR~R!~
uvSHI2l-\\
▲uSTR!~MFADEf\\\ ~~ ~~ ~~ to {{stl|NYCS|33rd Street}}
▲
\
d*1!_abbr=track MM1\d*2!_abbr=former track MM2\d*3!_abbr=track MM3\d*4!_abbr=track MM4
|map2-title=<hr />
|map2=
Line 248 ⟶ 250:
|legend =track
|map=
d*1!_abbr=track MM1\d*2!_abbr=former track MM2\d*3!_abbr=former track MM3\d*4!_abbr=track MM4
numN060
\d\
cPLT\dPLT\PLT\udSTR\excPLT
dSTR grey\PLT\dSTR grey
▲STR grey!~BSl\BS\BS\STR grey!~BSr ~~ {{stl|NYCS|Times Square}}
uvSHI2l-\\
\
d*1!_abbr=track MM1\d*2!_abbr=former track MM2\d*3!_abbr=former track MM3\d*4!_abbr=track MM4
|map2-title=<hr />
|map2=
Line 290 ⟶ 293:
|}
The shuttle operates at all times except between midnight and 5:50 a.m. weekdays, and between midnight and 6:00 a.m. weekends, when alternate service is provided by the parallel {{NYCS trains|Flushing local}}.<ref>{{NYCS const|serviceguide}}</ref> When in service, each of the shuttle trains uses its own track; e.g., the train on track 1 simply runs back and forth on track 1, and there is no switching involved in reversing at each terminal. To provide for quick turnaround of the shuttle trains, there is a [[Motorman (locomotive)|motorman]] at each end of the train. Depending on which direction the train is traveling the operators swap jobs when the train gets to one end; one acts as the operator in the front and the other acts as conductor in the rear.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1970/08/19/78803789.pdf|title=Times Sq. Shuttle Is Trip to Pandemonium|last=Schumach|first=Murray|date=August 19, 1970|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> Trains run on weekdays every 2 to 4 minutes during rush hours and every 5 minutes at other times. On weekends, trains run every 5 minutes during daytime hours and every 10 minutes during the early morning and late evening.<ref name="t0cur">{{NYCS const|timetable|0}}</ref> 10 trains per hour run on each track in each direction.<ref name="us18.campaign-archive.com 2020 3" /> It takes 90 seconds for trains to travel between Times Square and Grand Central, and trains reach a top speed of {{Convert|30|mph|kph|abbr=}} before they have to decelerate.<ref name="dot.ny.gov 2005" /> Prior to the shuttle's renovation project, shuttle service was provided by three-car trains on tracks 1 and 4, and a four-car train on track 3.<ref name="cbsix.org 2019" />
[[File:R62A Times Square Shuttle 002.jpg|alt=The interior of a R62A subway car used on the 42nd Street Shuttle, which was retrofitted to increase capacity. Almost all of the seats have been removed, original lighting still present.|left|thumb|The interior of an [[R62A (New York City Subway car)|R62A]] subway car used on the 42nd Street Shuttle, which was retrofitted to increase capacity]]
It is common for shuttle trains to display advertising that entirely covers the interiors and exteriors of the train, as opposed to other routes, whose stock only displays advertising on placards inside the train. Since 2008, the MTA has tested full-train advertisements on 42nd Street Shuttle rolling stock.<ref>{{cite web|title=Untapped Mailbag: Advertising Takeovers on the Shuttle to Times Square|url=http://untappedcities.com/2014/03/11/untapped-mailbag-advertising-takeovers-on-the-shuttle-to-times-square/|last=Cohen|first=Spencer|date=March 11, 2014|work=Untapped Cities|url-status=live|archive-url=https://web.archive.org/web/20200501100248/https://untappedcities.com/2014/03/11/untapped-mailbag-advertising-takeovers-on-the-shuttle-to-times-square/|archive-date=May 1, 2020|access-date=May 2, 2016}}</ref><ref>{{Cite news|url=https://cityroom.blogs.nytimes.com/2008/10/02/a-full-body-wrap-for-times-sq-shuttle/|title=A 'Full Body Wrap' for Times Sq. Shuttle|last=Lee|first=Jennifer 8.|date=October 2, 2008|work=The New York Times|access-date=January 15, 2017|issn=0362-4331}}</ref> While most advertisements are well received, a few advertisements have been controversial. Among the more contentious wraps that were withdrawn are a 2015 ad for the TV show ''[[The Man in the High Castle (TV series)|The Man in the High Castle]]'', which featured a [[Flag of Germany#Nazi Germany|Nazi flag]],<ref>{{Cite news|agency=Reuters|date=November 25, 2015|title=Nazi-
When the shuttle is closed, the area is sometimes used for movie and TV filming.<ref>{{cite web|title=Filming in the Subway|url=http://web.mta.info/nyct/sub_filming/underground.htm|website=mta.info|publisher=Metropolitan Transportation Authority|url-status=live|archive-url=https://web.archive.org/web/20200501093735/http://web.mta.info/nyct/sub_filming/underground.htm|archive-date=May 1, 2020|access-date=April 9, 2018}}</ref> For instance, some scenes from ''[[The French Connection (film)|The French Connection]]'' were filmed on the 42nd Street Shuttle.<ref>{{cite web|title=The Filming Locations of The French Connection, Then and Now|url=http://www.scoutingny.com/french-connection-filming-locations/|date=May 21, 2014|website=Scouting NY|url-status=live|archive-url=https://web.archive.org/web/20190619001838/http://www.scoutingny.com/french-connection-filming-locations/|archive-date=June 19, 2019|access-date=April 9, 2018}}</ref>
Line 308 ⟶ 311:
| allexceptrush =
| rushonly =
| rushpeak =
| closed =
| custom_icon_1 = rushpeak
| custom_text_1 = Stops weekdays in the peak direction only
Line 336 ⟶ 339:
| align=center | {{Access icon}}
| {{NYCS Lexington|time=show}} ([[IRT Lexington Avenue Line]])<br />{{NYCS Flushing south|time=show}} ([[IRT Flushing Line]])
| [[Metro-North Railroad]] at [[Grand Central Terminal]]<br />[[Long Island Rail Road]] at [[Grand Central Madison]]
|}
==See also==
* [[S (New York City Subway service)]], a designation that the 42nd Street Shuttle shares with two other services:
** [[Franklin Avenue Shuttle]]
Line 351 ⟶ 353:
** The [[Tünel]] (also known as F2 line) on the [[Istanbul Metro]]
==
{{notelist}}
{{Reflist|30em}}
Line 358 ⟶ 360:
{{commons category|42nd Street Shuttle}}
{{attached KML|display=inline,title}}
* [http://web.mta.info/nyct/service/sline.htm#42st MTA NYC Transit – 42 Street Shuttle]
* {{NYCS const|traintime|S}}
| |||