Some people look at Manhattan’s Second Avenue Subway construction project and see grit, grime and galling inconvenience.
Benjamin Kabak sees gold.
“In six years,” the author of the popular Secondavenuesagas.com blog predicts, “business owners will be clamoring for Second Avenue space and property values will climb precipitously.”
Just about everyone agrees. New York City’s Second Avenue Subway (SAS) will bring greater prosperity to anyone with the patience and the perseverance to wait around until 2016. That’s when the first of four phases will bring three new stations to the transit-challenged Upper East Side.
Last week, as residents once again complained about the mayhem stretching from 63rd to 96th, they inadvertently demonstrated one reason why SAS – argued for and clearly needed for nearly a century – took so long to pick up speed.
Second Avenue Subway begins
The case for the ‘Line that Time Forgot’ was first made in a 1920 New York City transportation proposal. Calling for six new north-south lines and eightcross-town routes, the proposal led to the successful launch of West Side IND trains. But SAS went on to suffer more deaths and resuscitations than the hardiest cat.
Shortly after the East Side proposal was tentatively approved, fate intervened – in the form of the 1929 stock market crash. Dead before arrival, SAS never gathered sufficient speed (or cash) during the Great Depression. Stalled indefinitely in 1939, SAS quietly vanished altogether when World War II broke out.
When WWII ended with the promise of a revitalized city, lawmakers again freed up funds for the transit lifeline. The need was greater than ever, following the demolition of the Third Avenue elevated train. But the city quietly spent its largesse on repairs rather than construction, prompting the New York Times to declare, “It is highly improbable that the Second Avenue Subway will ever materialize.”A decade later, thanks to the federal Urban Mass Transit Act, it was back on track. Millions of dollars were earmarked for transit improvements. The long-delayed groundbreaking occurred in 1972, followed by excavation of three tunnel segments.
And then, once more, plans ground to a halt as the worst financial crisis in New York City history left the Big Apple near bankruptcy.
NYC’s tunnel to nowhere
In the ‘80s and ‘90s, the MTA tried to monetize the unfinished tunnel segments by offering them for rent. Ed Koch famously suggested the underground’s “dark interior” would be perfectly suited for mushroom farming. There were no takers.
And then, a funny thing happened on the way to the millennium. The city burst back to economic health amidst an internet bubble and a financial industry boom. People returned from suburbia, real estate became scarcer and more valuable, and the Upper East Side became a vibrant destination. The lone Lexington Avenue subway line, already stretched to its limits, was strained under the new growing demand. For what appears to be the final time, the SAS gained momentum and money.
In 2007, another ceremonial groundbreaking was held, immediately followed by logistical delays. SAS began – really and truly -- in 2010.
So did the trouble. The noise, debris and inconvenience that accompanied this mammoth public works created unending controversies. The process of excavating a tunnel seven stories below Manhattan has disrupted areas businesses, snarled local traffic, and caused headaches – literal and figurative – for local residents. Efforts to alter the construction schedule or win damages have been mostly unsuccessful. And the SAS – the little engine that could – remains on track, with the recent completion of the tunnel itself.
Transit equals transformation
Meanwhile, all the commotion has created an historic buyer’s market. Prices for East Side condos and coops have dipped, despite the fact that many buildings are only marginally impacted by the daily din.
And that brings us back to Ben’s initial point: what went down will soon come back up.
Official point to the Sixth Avenue subway, which transformed block after block of shabby residences into a booming commercial haven. And Regional Plan Association President Robert Yaco believes SAS will also spawn a lively ‘hospital corridor’ linking medical institutions from downtown up. That, he adds, will spark even greater demand for luxury housing along the SAS line.
As for Ben Kabak, he knows that construction woes will “fade like a bad dream” in a few years.
And then? The adventurous buyers who got in early will leave everyone else ….well… in the dust.