View source for 42nd Street Shuttle

{{Short description|New York City Subway shuttle service}}
{{Use American English|date=February 2025}}
{{good article}}
{{Use mdy dates|date=January 2025}}
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{{Infobox NYCS service
| name = 42nd Street Shuttle
| service = S
| shuttle = 42nd
| image1 = NYCS 42nd Street Shuttle at Grand Central October 2023-2.jpg
| caption1 = 42nd Street Shuttle train of [[R62A (New York City Subway car)|R62A]] cars at [[Grand Central (IRT 42nd Street Shuttle)|Grand Central]].
| north term = [[Times Square (IRT 42nd Street Shuttle)|Times Square]]
| south term = [[Grand Central (IRT 42nd Street Shuttle)|Grand Central]]
| stations = 2
| depot = [[Livonia Yard]]
| started = {{start date and age|1918|08|01}}
| map = {{42nd Street Shuttle|inline=y}}
| map_state = collapsed
}}
{{Infobox rail line
| name = IRT 42nd Street Line
| image = {{rint|nycs|S|size=50}}
| image_width = 175 px
| type = [[Rapid transit]]
| system = [[New York City Subway]]
| status = Open
| locale = [[Midtown Manhattan]]
| start = [[Times Square–42nd Street station#IRT 42nd Street Shuttle platform|Times Square]]
| end = [[Grand Central–42nd Street station#IRT 42nd Street Shuttle platform|Grand Central]]
| stations = 2
| routes =
| daily_ridership = 100,000
| open = {{Start date and age|1904|10|27}}
|owner       = [[Government of New York City|City of New York]]
|operator    = [[New York City Transit Authority]]
| character = Underground
| stock = [[R62A (New York City Subway car)|R62A]]
| linelength = {{convert|0.44|mi|km}}
| tracklength =
| tracks = 2 (formerly 4)
| gauge = {{RailGauge|ussg|allk=on}}
| electrification = [[Railway electric traction|625V DC third rail]]
| speed =
| elevation =
| map={{42nd Street Shuttle|inline=y}}
| map_state = collapsed
}}
}}
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 operates during daytime hours only, 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 |archive-date=May 30, 2020 |archive-url=https://web.archive.org/web/20200530192502/https://www.nytimes.com/2005/03/01/nyregion/shuttle-in-grand-central-derails-and-runs-into-concrete-bumper.html |url-status=live}}</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 |archive-date=August 2, 2019 |archive-url=https://web.archive.org/web/20190802190301/https://new.mta.info/system_modernization/42-st-shuttle/about |url-status=live}}</ref>

The 42nd Street Shuttle was constructed and operated by the [[Interborough Rapid Transit Company]] (IRT) and is part of the [[A Division (New York City Subway)|A Division]] of [[New York City Transit]] {{as of|2024|lc=y}}. The shuttle tracks opened in 1904 as part of the [[History of the IRT subway before 1918|city's first subway]]. The original subway line ran north from [[City Hall (IRT Lexington Avenue Line)|City Hall]] on what is now the [[IRT Lexington Avenue Line]] to 42nd Street, from where it turned west to run across 42nd Street. At Broadway, the line turned north, proceeding to [[145th Street (IRT Broadway–Seventh Avenue Line)|145th Street]] on what is now the [[IRT Broadway–Seventh Avenue Line]]. This operation continued until 1918, when construction on the Lexington Avenue Line north of 42nd Street, and on the Broadway–Seventh Avenue Line south of 42nd Street was completed. One trunk would run via the new Lexington Avenue Line down Park Avenue, and the other trunk would run via the new Seventh Avenue Line up Broadway. The section in the middle, via 42nd Street, was converted into shuttle operation.

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]].

The shuttle does not operate overnight, and each of the shuttle tracks in operation at any given time is independent of the other. <!--In order to distinguish it from the other shuttles in the system, NYCT Rapid Transit Operations internally refers to it as the '''0''' (zero).{{efn|This is evident as the name for the [[PDF]] file of the 42nd Street Shuttle timetable is t0cur.pdf.<ref name="t0cur" /> For comparison, the Rockaway Park Shuttle is publicly listed as S, but is internally referred to as the H. Its timetable file is thcur.pdf.<ref>{{NYCS const|timetable|h}}</ref>}}--> Its route bullet is colored {{NYCS const|color|darkgray}} on route signs, station signs, and rolling stock with the letter "S" on the official subway map.

== History ==

===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 An Hour from 7 P.M. Till Past Midnight — Exercises in the City Hall — William Barclay Parsons, John B. McDonald, August Belmont, Alexander E. Orr, And John Starin Speak — Dinner at Night |url=https://www.nytimes.com/1904/10/28/archives/our-subway-open-150000-try-it-mayor-mcclellan-runs-the-first.html |access-date=November 6, 2016 |work=The New York Times |date=October 28, 1904 |page=1 |archive-date=July 6, 2022 |archive-url=https://web.archive.org/web/20220706122442/https://www.nytimes.com/1904/10/28/archives/our-subway-open-150000-try-it-mayor-mcclellan-runs-the-first.html |url-status=live}}</ref><ref name=nyt19640422/> The current shuttle line was part of the [[Early history of the IRT subway|first IRT subway line]], which ran north to [[145th Street (IRT Broadway–Seventh Avenue Line)|145th Street]] via [[Broadway (Manhattan)|Broadway]] and south to [[City Hall (IRT Lexington Avenue Line)|City Hall]] via [[Park Avenue]] and [[Lafayette Street]]. The 42nd Street section of the line connected Broadway at [[Times Square]], on the west, to Park Avenue at [[Grand Central Terminal]], on the east.<ref name="Walker 1918">{{Cite book |url=https://archive.org/details/fiftyyearsrapid01walkgoog |title=Fifty Years of Rapid Transit, 1864–1917 |last=Walker |first=James Blaine |date=1918 |publisher=Law Print. Company |language=en}}</ref>{{Rp|243–244}} At the Times Square end of this segment, the line curved sharply to the north under [[One Times Square]], swinging northeast under [[Seventh Avenue (Manhattan)|Seventh Avenue]] before shifting under Broadway.<ref>{{Cite news |url=https://www.nytimes.com/1905/01/01/archives/citys-tallest-structure-from-base-to-top-it-touches-higher-clouds.html |title=City's Tallest Structure From Base To Top |date=January 1, 1905 |work=The New York Times |access-date=November 10, 2017 |language=en-US |issn=0362-4331 |archive-date=May 18, 2020 |archive-url=https://web.archive.org/web/20200518224036/https://www.nytimes.com/1905/01/01/archives/citys-tallest-structure-from-base-to-top-it-touches-higher-clouds.html |url-status=live}}</ref> The platforms at Times Square are located on this curve.<ref>{{Cite news |url=https://www.nytimes.com/2017/11/01/nyregion/midtowns-mysterious-unused-shuttle-track.html |title=Midtown's Mysterious Unused Shuttle Track |last=Williams |first=Keith |date=November 1, 2017 |work=The New York Times |access-date=November 10, 2017 |language=en-US |issn=0362-4331 |archive-date=June 19, 2022 |archive-url=https://web.archive.org/web/20220619171826/https://www.nytimes.com/2017/11/01/nyregion/midtowns-mysterious-unused-shuttle-track.html |url-status=live}}</ref> Like the rest of the Original Subway, the line was built with a vertical clearance of {{Convert|13|ft|m}}, and a total width of {{Convert|49|ft|m}}. The maximum grade of the line is 1.0 percent between Sixth Avenue and Broadway.<ref name="Chung 1978" />{{Rp|2}} In 1910, the platforms at the two stations were extended.<ref name="Brennan">{{Cite web |url=http://www.columbia.edu/~brennan/abandoned/grandcentral.html |title=Abandoned Stations : Proposed Grand Central Shuttle Platform |last=Brennan |first=Joseph |website=Abandoned Stations |access-date=January 15, 2017 |archive-date=July 24, 2020 |archive-url=https://web.archive.org/web/20200724135818/http://www.columbia.edu/~brennan/abandoned/grandcentral.html |url-status=live}}</ref>

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 Be Signed To-Day With Interboro and B.R.T. |date=March 19, 1913 |work=The New York Times |access-date=November 10, 2017 |language=en-US |issn=0362-4331 |archive-date=July 7, 2021 |archive-url=https://web.archive.org/web/20210707225820/https://timesmachine.nytimes.com/timesmachine/1913/03/19/104910612.pdf |url-status=live}}</ref> As part of the agreement, the existing IRT subway would be split into two north–south lines and a shuttle along 42nd Street. The section of the line south of Grand Central–42nd Street would be connected to a newly constructed line stretching from 41st Street and Park Avenue to the Bronx, running via Lexington Avenue, while the section of the line north of Times Square–42nd Street would be connected to a newly constructed line heading south under Seventh Avenue.<ref name="Walker 1918" />{{Rp|222–223}} The section along 42nd Street was left as a shuttle to connect the new East Side and West Side Lines.<ref name="Brennan" />

The new Lexington Avenue route curved off of the old line at 41st Street and ran underneath private property to reach Lexington Avenue at 43rd Street with a new Grand Central station located in the diagonal segment. Since there was 400 feet between the eastern end of the original line's station and the new Lexington Avenue Line station, a new shuttle station was to be built near the Lexington Avenue Line station. The construction of the narrow island platform station required building two new trackways extending east under 42nd Street. The two-track layout was expected to provide ample capacity for the shuttle. On August 1, 1918, the Dual System's "H system" was put into service, with through trains over the [[IRT Lexington Avenue Line]] and [[IRT Broadway–Seventh Avenue Line]], and only shuttle trains under 42nd Street. The station was not ready in time, and therefore wooden flooring was temporarily laid over sections of the trackways at Times Square and Grand Central.<ref>{{cite news |url=https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |title=Open New Subway Lines to Traffic; Called a Triumph |date=August 2, 1918 |work=The New York Times |access-date=October 4, 2011 |page=1 |issn=0362-4331 |archive-date=February 21, 2021 |archive-url=https://web.archive.org/web/20210221065215/https://timesmachine.nytimes.com/timesmachine/1918/08/02/97011929.pdf |url-status=live}}</ref> The shuttle was heavily used, and the crowding conditions were so bad that the shuttle was ordered closed the next day by the Public Service Commission.<ref>{{cite news |url=https://timesmachine.nytimes.com/timesmachine/1918/08/03/97012303.pdf |title=Drop Shuttle Plan as Subway Crush Becomes a Peril |date=August 3, 1918 |work=The New York Times |access-date=October 4, 2011 |page=1 |issn=0362-4331 |archive-date=January 19, 2022 |archive-url=https://web.archive.org/web/20220119115049/https://timesmachine.nytimes.com/timesmachine/1918/08/03/97012303.pdf |url-status=live}}</ref>

[[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 |archive-date=September 24, 2016 |archive-url=https://web.archive.org/web/20160924061609/http://pudl.princeton.edu/sheetreader.php?obj=7e1011bd-d756-4cde-9fa8-fdda2ce8d6e3 |url-status=live}}</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 Early-Morning Fire in the IRT Shuttle Station |last=Buckley |first=Thomas |date=April 22, 1964 |work=The New York Times |issn=0362-4331 |access-date=January 15, 2016 |via=New York Times Archive |archive-date=August 6, 2017 |archive-url=https://web.archive.org/web/20170806101908/http://www.nytimes.com/1964/04/22/pavement-in-42d-street-at-grand-central-is-weakened-by-earlymorning-fire-in-the-irt-shuttle-station.html |url-status=live}}</ref> A ''New York Times'' columnist later said that former southbound express track 2 was still usable for the first few hours of the shuttle's operation, but the wooden platform was placed over that track later the same day to allow shuttles to use former northbound express track 3, due to high demand for the shuttles on the former local tracks, numbered 1 and 4.<ref>{{Cite news |url=https://www.nytimes.com/1955/01/17/archives/about-new-york-hudson-sandhogs-in-compressed-air-today-the-shuttles.html |title=About New York; Hudson Sandhogs in Compressed Air Today – The Shuttle's Missing Track 2 |last=Berger |first=Meyer |date=January 17, 1955 |work=The New York Times |access-date=April 8, 2018 |language=en-US |issn=0362-4331 |archive-date=April 9, 2018 |archive-url=https://web.archive.org/web/20180409050908/https://www.nytimes.com/1955/01/17/archives/about-new-york-hudson-sandhogs-in-compressed-air-today-the-shuttles.html |url-status=live}}</ref> On the walls of the stations, black bands (at [[Times Square]]) and green bands (at [[Grand Central Terminal|Grand Central]]) were painted to guide passengers to the shuttle platforms.<ref>{{cite news |url=https://timesmachine.nytimes.com/timesmachine/1918/09/28/102839331.pdf |title=Subway Shuttle Resumes Today |date=September 28, 1918 |work=The New York Times |access-date=October 4, 2011 |page=17 |issn=0362-4331 |archive-date=April 29, 2022 |archive-url=https://web.archive.org/web/20220429154455/https://timesmachine.nytimes.com/timesmachine/1918/09/28/102839331.pdf |url-status=live}}</ref> The shuttle was meant to be "temporary,"<ref name=nyt19640422/> and by 1922, there were proposals for the shuttle to be replaced by a moving sidewalk.<ref>{{Cite news |url=https://timesmachine.nytimes.com/timesmachine/1922/01/29/107047174.pdf |title=New Transit For 42nd St.; Moving Subway Platform Across Town Planned by Commission's Engineer—Arcade Of Shops Tried Before. In Case of Breakdown. |date=January 29, 1922 |work=The New York Times |access-date=August 6, 2017 |language=en-US |issn=0362-4331 |archive-date=November 14, 2020 |archive-url=https://web.archive.org/web/20201114042542/https://timesmachine.nytimes.com/timesmachine/1922/01/29/107047174.pdf |url-status=live}}</ref>

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 |archive-date=August 19, 2019 |archive-url=https://web.archive.org/web/20190819173205/https://www.newspapers.com/clip/35063275/the_standard_union/ |url-status=live}}</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. And Grand Central. New Stations Necessary F. L. Stuart Suggests Deep-Level Tunnels to Solve Commuter Problem in City. Predicts Big Traffic Increase. Proposes Community Plan. |date=April 17, 1930 |work=The New York Times |access-date=June 6, 2018 |language=en-US |issn=0362-4331 |archive-date=June 12, 2018 |archive-url=https://web.archive.org/web/20180612204141/https://www.nytimes.com/1930/04/17/archives/asks-trunk-service-on-subway-shuttle-ca-smith-proposes-through.html |url-status=live}}</ref>

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 |archive-date=April 5, 2018 |archive-url=https://web.archive.org/web/20180405115126/https://www.nytimes.com/1946/02/12/archives/wider-walk-to-aid-riders-of-shuttle-corridor-from-grand-central-end.html |url-status=live}}</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 |archive-date=April 5, 2018 |archive-url=https://web.archive.org/web/20180405183954/https://www.nytimes.com/1946/03/12/archives/union-fails-to-halt-subway-shuttle-job.html |url-status=live}}</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 |archive-date=April 5, 2018 |archive-url=https://web.archive.org/web/20180405130653/https://www.nytimes.com/1946/03/19/archives/subway-ceremony-costs-odwyer-5c-mayor-pays-at-the-turnstile-in.html |url-status=live}}</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&nbsp;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 If Funds Are Granted |date=June 22, 1949 |work=The New York Times |access-date=August 5, 2019 |language=en-US |issn=0362-4331}}</ref>

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>

Between 1948 and 1951, the Stephens–Adamson Manufacturing Company and the [[Goodyear Tire and Rubber Company]] proposed that the shuttle be replaced by a pedestrian conveyor system called "Carveyor". The "Carveyor" would have consisted of a set of wheelless cars running on conveyor belts. They would have run slowly–at speeds of {{Convert|1.5|mi/h|km/h}}–in stations and would have run more quickly–at speeds of {{Convert|15|mi/h|km/h}}–between stations. 12 cars would move along the conveyor belt,<ref>{{Cite journal |url=https://archive.org/details/bub_gb_hSEDAAAAMBAJ |title=Endless Train to End New York Subway Jam |journal=Popular Science |date=May 1951 |publisher=Bonnier Corporation |page=[https://archive.org/details/bub_gb_hSEDAAAAMBAJ/page/n102 101] |language=en}}</ref><ref>{{cite magazine |url=http://content.time.com/time/magazine/article/0,9171,820451,00.html |title=Transportation: Subway of the Future |date=November 15, 1954 |magazine=TIME |access-date=January 17, 2017 |archive-date=January 9, 2017 |archive-url=https://web.archive.org/web/20170109175923/http://content.time.com/time/magazine/article/0,9171,820451,00.html |url-status=live}}</ref> and each car would have held 12 seated and 5 standing passengers. The system was expected to travel between Grand Central and Times Square in 1 minute 15 seconds, and was expected to move 18,000 passengers per hour as opposed to the 12,000 that could be accommodated by the existing shuttle. This proposal was formally presented to the Board of Transportation in March 1951.<ref name="The New York Times 1953">{{Cite news |url=https://www.nytimes.com/1953/04/22/archives/conveyor-belt-shown-as-replacement-for-shuttle.html |title=Conveyor Belt Shown as Replacement for Shuttle |date=April 22, 1953 |work=The New York Times |access-date=August 6, 2019 |language=en-US |issn=0362-4331}}</ref> Even though New York City Transit Authority (NYCTA) and the Board of Estimate approved the plan it was not completed due to union opposition and high cost.<ref name="Chung 1978" />{{Rp|13}}

On April 21, 1953, Board of Transportation Chairman Sidney H. Bingham, announced that the installation of the conveyor would cost $3.8&nbsp;million and could be completed in 18 months after funding was budgeted for the project. He hoped that the city and Federal Government would each foot 25% of the bill, with the remaining 50% to come from the State.<ref name="The New York Times 1953" /> Funding for the project was included in the 1953 and 1954 capital budgets.<ref name="Levey 1955">{{Cite news |url=https://www.nytimes.com/1955/09/16/archives/doom-of-times-sq-belt-shuttle-indicated-by-transit-authority-belt.html |title=Doom of Times Sq. Belt Shuttle Indicated by Transit Authority; Belt For Shuttle Appears Doomed |last=Levey |first=Stanley |date=September 16, 1955 |work=The New York Times |access-date=August 6, 2019 |language=en-US |issn=0362-4331 |archive-date=August 6, 2019 |archive-url=https://web.archive.org/web/20190806005441/https://www.nytimes.com/1955/09/16/archives/doom-of-times-sq-belt-shuttle-indicated-by-transit-authority-belt.html |url-status=live}}</ref> On October 19, 1954, the single bid for the project was submitted by Passenger Belt Conveyors, which was a subsidiary formed the previous month by Stephens–Adamson Corporation and Goodyear Tire. The project was expected to be completed in 550 days. The cost of the project was expected to increase to $5.5&nbsp;million to pay for additional structural changes needed for the new system.<ref>{{Cite news |url=https://www.nytimes.com/1954/10/30/archives/shuttle-conveyor-brings-only-one-bid.html |title=Shuttle Conveyor Brings Only One Bid |date=October 30, 1954 |work=The New York Times |access-date=August 6, 2019 |language=en-US |issn=0362-4331 |archive-date=August 6, 2019 |archive-url=https://web.archive.org/web/20190806005440/https://www.nytimes.com/1954/10/30/archives/shuttle-conveyor-brings-only-one-bid.html |url-status=live}}</ref> On November 4, 1954, the $3,881,000 contract for a modified version of the plan was awarded. The ''New York Times'' lauded the plan, stating that "the Times Square–Grand Central subway shuttle was an atrocity from the beginning and has had no substantial improvement in a third of a century."<ref>{{cite news |url=https://www.nytimes.com/1952/08/08/archives/crosstown-by-conveyor-belt.html |title=Crosstown By Conveyor Belt |date=August 8, 1952 |work=The New York Times |issn=0362-4331 |access-date=January 17, 2017 |archive-date=January 18, 2017 |archive-url=https://web.archive.org/web/20170118053230/http://www.nytimes.com/1952/08/08/archives/crosstown-by-conveyor-belt.html |url-status=live}}</ref> Bids on the structure to accommodate the conveyor, which was expected to cost $1.1&nbsp;million, were to be received on December 10, 1954.<ref>{{Cite news |url=https://www.newspapers.com/clip/34612490/daily_news/ |title=TA Denies to TWU It Plans Mass Layoffs |last=Ross |first=Edwin |date=November 5, 1954 |work=New York Daily News |access-date=August 6, 2019}}</ref> The contract required the approval of the [[New York City Board of Estimate]], but never received it. In May 1955, it was announced that the project was tabled for discussion for August 25 of that year at the request of City Controller Lawrence Gerosa, who considered the plan to be dangerous. He hoped to convince the Board of Estimate to scrap the project.<ref>{{Cite news |url=https://www.newspapers.com/clip/34612433/daily_news/ |title=City Tables Plan On 'Moving Walk' |date=May 17, 1955 |work=New York Daily News |access-date=August 6, 2019}}</ref> On September 15, 1955, the Chairman of the New York City Transit Authority, which had taken over operations of the Board of Transportation in June 1953, said that the allocation of funds for the project was questionable.<ref name="Levey 1955" /> On October 20, 1955, the NYCTA told the Board of Estimate that it was rescinding its request for $4,991,000 to build the conveyor. The plan was canceled due to its high cost.<ref name="nyt19640422">{{Cite news |last=Stengren |first=Bernard |date=April 22, 1964 |title=Shuttle Is Short, Except In History |work=The New York Times |url=https://www.nytimes.com/1964/04/22/shuttle-is-short-except-in-history.html |access-date=January 15, 2017 |issn=0362-4331 |archive-date=August 6, 2017 |archive-url=https://web.archive.org/web/20170806102205/http://www.nytimes.com/1964/04/22/shuttle-is-short-except-in-history.html |url-status=live}}</ref><ref>{{cite news |url=https://www.nytimes.com/1955/10/21/archives/times-sq-shuttle-keeps-trains-belt-plan-dropped-as-too-costly-times.html |title=Times Sq. Shuttle Keeps Trains; Belt Plan Dropped as Too Costly; Times Sq. Shuttle Won't Get A Belt |last=Levey |first=Stanley |date=October 21, 1955 |work=The New York Times |access-date=January 17, 2017 |archive-date=January 18, 2017 |archive-url=https://web.archive.org/web/20170118052910/http://www.nytimes.com/1955/10/21/archives/times-sq-shuttle-keeps-trains-belt-plan-dropped-as-too-costly-times.html |url-status=live}}</ref>

In 1954, NYCTA created a design concept to reconfiguring the shuttle onto a tangent alignment under 42nd Street. This design was never executed because of the significant impact it would have had on utilities and the street above, and because it would have required a full shutdown of the station.<ref name="Hebert 2019">{{Cite book |url=https://books.google.com/books?id=0wSaDwAAQBAJ&q=42nd+street+shuttle+reconfiguration&pg=PA135 |title=Rapid Excavation and Tunneling Conference: 2019 Proceedings |last1=Hebert |first1=Christopher D. |last2=Hoffman |first2=Scott W. |date=May 20, 2019 |publisher=Society for Mining, Metallurgy & Exploration |isbn=9780873354707 |pages=132–146 |language=en}}</ref>

On August 16, 1954, a project to replace 1,000 incandescent bulbs with {{Convert|2200|feet|meters|abbr=}} of new fluorescent lighting at Grand Central platform was completed. The new lighting fixtures replaced the green and red lines of light bulbs that had indicated the way to and from the shuttle, respectively, and lit up signs directing riders to the shuttle, with additional fixtures to direct riders from the shuttle to be installed in two weeks. In addition to replacing platform lighting, lighting was replaced to the mezzanine. This project, which cost $440,000, was the beginning of a program to improve lighting at old stations across the IRT system.<ref>{{Cite news |url=https://www.nytimes.com/1954/08/17/archives/lights-lift-murk-at-i-r-t-stop-and-even-the-dirt-looks-clean.html |title=Lights Lift Murk at I. R. T. Stop And 'Even the Dirt Looks Clean' |date=August 17, 1954 |work=The New York Times |access-date=August 6, 2019 |language=en-US |issn=0362-4331 |archive-date=August 6, 2019 |archive-url=https://web.archive.org/web/20190806001915/https://www.nytimes.com/1954/08/17/archives/lights-lift-murk-at-i-r-t-stop-and-even-the-dirt-looks-clean.html |url-status=live}}</ref>

===1960s: Automation test===

==== Testing and operation ====
[[File:Grand Central Shuttle platform in 1962.jpeg|The opening of the automated train on track 4 in 1962|thumb|alt=]]

As part of a demonstration for automation, track 4 was briefly automated from 1962<ref name=nyt19620105/> to 1964.<ref name="Supports 1964"/> It was the first automated service in the New York City subway system.<ref name=nyt19620105/> On January 26, 1959, the Chairman of the New York City Transit Authority (NYCTA), Charles Patterson announced that the NYCTA was exploring converting the shuttle to pilot automatic operation. If the pilot were successful, the rest of the system could be converted to automatic operation in phases. The automatic system would make use of existing tracks, platforms and rolling stock with minor modifications. The project would cost $1&nbsp;million, and Patterson said that automating the shuttle would save $150,000 annually by reducing 25 train operators and conductors. If the whole system were automated, 90% of the 3,100 train operators, and 75% of the conductors and platform conductors could be eliminated.<ref name="Katz 1959">{{Cite news |url=https://www.nytimes.com/1959/01/27/archives/crewless-subway-train-studied-for-test-on-times-sq-shuttle-subway.html |title=Crewless Subway Train Studied For Test on Times Sq. Shuttle; Subway May Test Self-Run Trains |last=Katz |first=Ralph |date=January 27, 1959 |work=The New York Times |access-date=August 6, 2019 |language=en-US |issn=0362-4331 |archive-date=April 26, 2018 |archive-url=https://web.archive.org/web/20180426081445/https://www.nytimes.com/1959/01/27/archives/crewless-subway-train-studied-for-test-on-times-sq-shuttle-subway.html |url-status=live}}</ref>

Starting in December 1959,<ref>{{Cite news |url=https://timesmachine.nytimes.com/timesmachine/1960/02/16/99342038.pdf |title=Crewless Subway Tested In Brooklyn |date=February 16, 1960 |work=The New York Times |access-date=January 15, 2017 |issn=0362-4331}}</ref> the fully automatic train, consisting of three cars, was tested on {{Convert|2700|feet|meters}} of one of the [[BMT Sea Beach Line]] express tracks (E4) between the [[18th Avenue (BMT Sea Beach Line)|18th Avenue]] and [[New Utrecht Avenue/62nd Street (New York City Subway)|New Utrecht Avenue]] stations.<ref>{{Cite journal |date=November 1960 |title=Subway Train Is Automatic |url=https://books.google.com/books?id=MDw7AAAAMAAJ&q=%22times+square+shuttle%22&pg=PA85 |journal=Railway Signaling and Communications |publisher=Simmons-Boardman Publishing Company |volume=53 |issue=11 |pages=16–17}}</ref> The train was equipped with a telephone system to keep voice communication with human dispatchers at the two shuttle terminals. At each station there was a cabinet that housed 24 relay systems that made up electronic dispatchers. The relays controlled the train's starting, acceleration, braking, and stopping, as well as the opening and closing of the car doors. The relays were operated by electrical impulses initiated by a punched tape. At full speed, the train ran at {{convert|30|mph}}, slowing to {{convert|5.5|mph}} when coming into the two stations. When entering stations, the train passed through a series of detectors, which caused a series of tripper arms at trackside to go into the open position if the train was going at the speed. If the train was going too quickly, the tripper arms would stay upright and the train's brakes would automatically be set.<ref>{{Cite news |url=https://timesmachine.nytimes.com/timesmachine/1961/12/13/97328190.pdf |title=Disputed Automated Train Put Through Test; Electrical Impulses Start, Monitor and Stop Shuttle Runs Automated Train Put Through Test |last=Stengren |first=Bernard |date=December 13, 1961 |work=The New York Times |access-date=January 15, 2017 |issn=0362-4331}}</ref> The equipment was built and installed by the General Railway Signal Company and the Union Switch and Signal division of the Westinghouse Air Brake Company, after several years of research and development. The NYCTA contributed between $20,000 to $30,000 on the project, while the bulk of it, between $250,000 and $300,000, was contributed by the two companies. The automation of the shuttle was opposed by the president of the Transport Workers Union, [[Mike Quill|Michael J. Quill]], who pledged to fight the project and called the device "insane".<ref>{{Cite news |url=https://timesmachine.nytimes.com/timesmachine/1960/10/14/99812005.pdf |title=Automatic Subway Train Tested For Times Sq. Shuttle Service |last=Katz |first=Ralph |date=October 14, 1960 |work=The New York Times |access-date=January 15, 2017 |issn=0362-4331}}</ref> A June 1961 report from the New York City Transit Authority (NYCTA) mentioned the automatic train was planned to be placed into service that November.<ref>{{Cite book |title=Annual Report For The Year Ended June 30, 1961 |date=October 1961 |publisher=New York City Transit Authority |pages=35–36}}</ref>

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 If Shuttle Test Succeeds |last=Levey |first=Stanley |date=October 25, 1961 |work=The New York Times |access-date=January 15, 2017 |issn=0362-4331}}</ref>

==== 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 Is Derailed |date=April 17, 1964 |work=The New York Times |access-date=August 6, 2019 |language=en-US |issn=0362-4331}}</ref>

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 |archive-date=January 18, 2017 |archive-url=https://web.archive.org/web/20170118214440/http://archives.chicagotribune.com/1964/04/22/page/3/article/subway-fire-jams-n-y-traffic/ |url-status=live}}</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 |archive-date=August 6, 2017 |archive-url=https://web.archive.org/web/20170806100914/http://www.nytimes.com/1964/04/24/shuttle-nearly-back-to-normal.html |url-status=live}}</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 |archive-date=August 6, 2017 |archive-url=https://web.archive.org/web/20170806102233/http://www.nytimes.com/1964/04/25/reopening-put-off-on-one-42d-st-block.html |url-status=live}}</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 |archive-date=August 6, 2017 |archive-url=https://web.archive.org/web/20170806102148/http://www.nytimes.com/1964/06/02/midtown-subway-shuttle-is-now-back-to-normal.html |url-status=live}}</ref>

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 |archive-date=August 6, 2019 |archive-url=https://web.archive.org/web/20190806003445/https://www.nytimes.com/1966/12/11/archives/new-look-dawns-at-grand-central-bleak-shuttle-area-cheered-by-tiles.html |url-status=live}}</ref>

===<span class="anchor" id="Recent history"></span>1980s–2000s===
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&nbsp;million and $13&nbsp;million to install the system.<ref name="Chung 1978">{{Cite book |title=Accelerating Walkway System, Times Square-Grand Central Station Analysis |last=Chung |first=Cady C. |date=October 1978 |publisher=United States Department of Transportation |hdl=2027/ien.35556021113337}}</ref>{{Rp|i}}

[[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 |access-date=February 27, 2022 |archive-date=July 1, 2022 |archive-url=https://web.archive.org/web/20220701161744/https://erausa.org/pdf/bulletin/2000s/2002/2002-10-bulletin.pdf |url-status=live}}</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 |archive-date=January 16, 2017 |archive-url=https://web.archive.org/web/20170116185034/http://www.nytimes.com/1987/10/03/nyregion/42d-street-shuttle-cars-for-reviled-line.html |url-status=live}}</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 Tighten Up? Would Cut out 343M in Projects |last=Siegel |first=Joel |date=November 18, 1988 |work=New York Daily News |access-date=August 6, 2019}}</ref>

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, The First in 33 Years |last=Perez-Pena |first=Richard |date=September 11, 1995 |work=The New York Times |access-date=October 4, 2011 |issn=0362-4331 |archive-date=November 9, 2017 |archive-url=https://web.archive.org/web/20171109140134/http://www.nytimes.com/1995/09/11/nyregion/a-subway-station-is-shuttered-the-first-in-33-years.html |url-status=live}}</ref><ref>{{Cite news |url=https://www.nytimes.com/1995/08/20/nyregion/neighborhood-report-new-york-up-close-coming-transit-reductions-what-they-mean.html |title=Neighborhood Report: New York Up Close; Coming Transit Reductions: What They Mean for You |date=August 20, 1995 |work=The New York Times |access-date=January 15, 2017 |issn=0362-4331 |archive-date=May 18, 2020 |archive-url=https://web.archive.org/web/20200518194044/https://www.nytimes.com/1995/08/20/nyregion/neighborhood-report-new-york-up-close-coming-transit-reductions-what-they-mean.html |url-status=live}}</ref> New York City Transit had been expecting a $160&nbsp;million surplus in 1995, but due to reductions in state and Federal contributions, it was left with a deficit expected to reach $172&nbsp;million. The elimination of late night service was part of a larger plan to reduce spending in order to avert a fare increase, which Governor [[George Pataki]] and Mayor [[Rudy Giuliani]] had pressured the Metropolitan Transportation Authority (MTA) to avoid.<ref>{{Cite news |url=https://www.nytimes.com/1995/02/25/nyregion/board-votes-cuts-for-city-transit.html |title=Board Votes Cuts For City Transit |last=Perez-Pena |first=Richard |date=February 25, 1995 |work=The New York Times |access-date=January 15, 2017 |issn=0362-4331 |archive-date=July 30, 2018 |archive-url=https://web.archive.org/web/20180730023408/https://www.nytimes.com/1995/02/25/nyregion/board-votes-cuts-for-city-transit.html |url-status=live}}</ref> Eliminating night service on the shuttle was done to avoid the need to reduce service on corridors without alternate service. Shuttle service had been running every ten minutes overnight, and was used by 275 passengers per hour.<ref>*{{Cite book |url=https://www.flickr.com/photos/127872292@N06/48004000941/in/album-72157708930708123/ |title=NYC Transit Committee Agenda July 1995 |date=July 21, 1994 |publisher=New York City Transit |pages=D.113}}
* {{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 |archive-date=September 15, 2020 |access-date=June 14, 2019 |archive-url=https://web.archive.org/web/20200915024005/https://www.flickr.com/photos/127872292@N06/48003999721/in/album-72157708930708123/ |url-status=live}}
* {{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 |archive-date=April 6, 2023 |access-date=June 14, 2019 |archive-url=https://web.archive.org/web/20230406071127/https://www.flickr.com/photos/127872292@N06/48003927368/in/album-72157708930708123/ |url-status=live}}
* {{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 |archive-date=April 6, 2023 |access-date=June 14, 2019 |archive-url=https://web.archive.org/web/20230406071128/https://www.flickr.com/photos/127872292@N06/48004029917/in/album-72157708930708123/ |url-status=live}}
* {{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 |archive-date=September 15, 2020 |access-date=June 14, 2019 |archive-url=https://web.archive.org/web/20200915031516/https://www.flickr.com/photos/127872292@N06/48003993521/in/album-72157708930708123/ |url-status=live}}</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>

===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 |archive-date=September 25, 2021 |archive-url=https://web.archive.org/web/20210925223217/https://www.nytimes.com/1998/07/16/nyregion/subway-station-to-be-renovated-keeping-pace-with-times-square.html |url-status=live}}</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 – Phase 3 |url=http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=t7041404&PLTYPE=1 |website=mta.info |publisher=Metropolitan Transportation Authority |url-status=live |archive-url=https://web.archive.org/web/20200501093143/http://web.mta.info/capitaldashboard/allframenew_head.html?PROJNUM=t7041404&PLTYPE=1 |archive-date=May 1, 2020 |access-date=September 3, 2017}}</ref>

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" />

==== Funding and approval ====
[[File:Times Square Renovation Blue walls.jpg|thumb|The Times Square station starting a renovation project; the platform is covered by blue construction walls|alt=]]

Initially, $1&nbsp;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&nbsp;million, while the reconfiguration project will cost $235.41&nbsp;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&nbsp;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 – March 2019 |url=http://web.mta.info/mta/news/books/pdf/190325_1400_CPOC.pdf |date=March 25, 2019 |website=mta.info |publisher=Metropolitan Transportation Authority |page=11 |url-status=live |archive-url=https://web.archive.org/web/20191224143419/http://web.mta.info/mta/news/books/pdf/190325_1400_CPOC.pdf |archive-date=December 24, 2019 |access-date=September 23, 2018}}</ref> The project is expected to take three years to complete.<ref name="cbsix.org 2019">{{Cite web |title=42nd Street Shuttle ADA, State of Good Repair, And Capacity Enhancement Project & Grand Central Station Elevator and Escalator Replacements |url=http://cbsix.org/wp-content/uploads/2019/06/Times-Square-ADA_MN-CB5_final.pdf |date=May 30, 2019 |website=cbsix.org |publisher=Metropolitan Transportation Authority |url-status=dead |archive-url=https://web.archive.org/web/20190819025539/http://cbsix.org/wp-content/uploads/2019/06/Times-Square-ADA_MN-CB5_final.pdf |archive-date=August 19, 2019 |access-date=June 14, 2019}}</ref> On August 2, 2019, the MTA announced that work on the project would begin on August 16.<ref>{{Cite web |title=Building a Better 42 St Shuttle |url=https://new.mta.info/sites/default/files/2019-08/42ST-brochure_no_crops.pdf |date=August 2019 |website=mta.info |publisher=Metropolitan Transportation Authority |url-status=live |archive-url=https://web.archive.org/web/20190819155609/https://new.mta.info/sites/default/files/2019-08/42ST-brochure_no_crops.pdf |archive-date=August 19, 2019 |access-date=August 19, 2019}}</ref>

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 Will Overhaul Century-Old 42nd Street Shuttle |url=https://ny.curbed.com/2019/8/2/20752082/nyc-subway-42nd-st-shuttle-grand-central-times-square |last=Ricciulli |first=Valeria |date=August 2, 2019 |website=Curbed NY |url-status=live |archive-url=https://web.archive.org/web/20190802235948/https://ny.curbed.com/2019/8/2/20752082/nyc-subway-42nd-st-shuttle-grand-central-times-square |archive-date=August 2, 2019 |access-date=August 2, 2019}}</ref><ref>{{Cite web |title=42nd Street Shuttle to Get Facelift; Three-Year Project Starts Aug. 16 |url=https://www.nydailynews.com/new-york/ny-42nd-street-shuttle-20190802-pxkndnhnevarbpwnha4tjkbjie-story.html |last=Gartland |first=Michael |date=August 2, 2019 |website=New York Daily News |url-status=live |archive-url=https://web.archive.org/web/20190803151154/https://www.nydailynews.com/new-york/ny-42nd-street-shuttle-20190802-pxkndnhnevarbpwnha4tjkbjie-story.html |archive-date=August 3, 2019 |access-date=August 2, 2019}}</ref> During the first phase of work, service operated on tracks 1 and 4. The second phase of work began on October 6, 2019, with service being limited to tracks 3 and 4. During this phase, only three of the four cars of the train on track 3 were available for use.<ref>{{Cite web |title=One Phase Down, Next Phase Starts Sunday: Use Tracks 3 and 4 and More Tips |url=https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=c5bb5a3ec2 |date=October 3, 2019 |website=us18.campaign-archive.com |publisher=Metropolitan Transportation Authority |url-status=live |archive-url=https://web.archive.org/web/20200501092642/https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=c5bb5a3ec2 |archive-date=May 1, 2020 |access-date=May 1, 2020}}</ref> On November 8, 2019, the MTA solicited bids for a consultant to manage, oversee, and coordinate work on construction projects taking place in the subway system between Times Square and Grand Central, in order to improve customer communication, minimize inconveniences, and to reduce the length and cost of these projects by bundling work.<ref>{{Cite web |title=Program Management & Consultant Construction Management Services for the 42nd Street Corridor Midtown Projects |url=http://web.mta.info/nyct/procure/contracts/PS886sol.pdf |date=November 8, 2019 |website=mta.info |publisher=Metropolitan Transportation Authority |url-status=live |archive-url=https://web.archive.org/web/20200501102538/http://web.mta.info/nyct/procure/contracts/PS886sol.pdf |archive-date=May 1, 2020 |access-date=May 1, 2020}}</ref> In January 2020, the MTA announced that it would package work on eight projects along 42nd Street, including the work to renovate the 42nd Street Shuttle, together into the newly branded 42nd Street Connection Project. The new approach was expected to reduce the time needed to complete renovations on the shuttle from 49 months to 36 months, allowed for the reengineering of project scope to reduce cost overruns, and improved the schedule of subway service during work.<ref>{{Cite web |title=Capital Program Oversight Committee Meeting 1/21/2020 |url=https://new.mta.info/document/13836 |date=January 17, 2020 |website=mta.info |publisher=Metropolitan Transportation Authority |pages=9–12, 20 |url-status=live |archive-url=https://web.archive.org/web/20200501103424/https://new.mta.info/document/13836 |archive-date=May 1, 2020 |access-date=May 1, 2020}}</ref> In February, work began on surveying the area that will be the new connection between the Times Square and Bryant Park stations.<ref name="us18.campaign-archive.com 2020">{{Cite web |title=Welcome to the #42ndStreet Team |url=https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=84e319c02f |date=February 20, 2020 |website=us18.campaign-archive.com |publisher=Metropolitan Transportation Authority |url-status=live |archive-url=https://web.archive.org/web/20200501102005/https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=84e319c02f |archive-date=May 1, 2020 |access-date=May 1, 2020}}</ref>

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 |archive-date=April 10, 2023 |archive-url=https://web.archive.org/web/20230410151520/https://www.flickr.com/photos/127872292@N06/49881825108/in/dateposted/ |url-status=live}}</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 |archive-date=June 5, 2020 |archive-url=https://web.archive.org/web/20200605094117/https://www.nytimes.com/2020/06/05/nyregion/coronavirus-ny-transportation-work.html |url-status=live}}</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 Stations Closing Weeknights, Weekends |url=https://www.pix11.com/news/transit/mta-closing-some-manhattan-4-5-6-subway-stations-overnight-weekends-for-repairs-august-2020 |access-date=August 12, 2020 |website=WPIX |archive-date=September 15, 2020 |archive-url=https://web.archive.org/web/20200915025157/https://www.pix11.com/news/transit/mta-closing-some-manhattan-4-5-6-subway-stations-overnight-weekends-for-repairs-august-2020 |url-status=live}}</ref><ref>{{cite web |last=Hallum |first=Mark |date=August 11, 2020 |title=SEE IT: Get a Closer Look at the MTA's Switch Repairs on the 4-5-6 Trains in Manhattan |url=https://www.amny.com/news/see-it-mta-begins-overnight-work-to-fast-track-switch-repairs-for-the-4-5-6-trains/ |access-date=August 12, 2020 |website=amNewYork}}</ref><ref>{{Cite web |date=2020 |title=42 St Shuttle Project Service Updates |url=https://new.mta.info/system_modernization/42ndstreet/shuttleservice |url-status=live |archive-url=https://web.archive.org/web/20201110125927/https://new.mta.info/system_modernization/42ndstreet/shuttleservice |archive-date=November 10, 2020 |access-date=November 10, 2020 |website=mta.info |publisher=Metropolitan Transportation Authority |language=en}}</ref> At midnight on November 7, 2020, another phase of work on the project began as track 3 was taken out of passenger service. Shuttle service on track 4 resumed on November 9. As part of this phase of work, track 3 and its infrastructure was removed to allow for the construction of new platforms. In addition, structural work, and new power and signaling systems will be completed, and work will also begin on the new transfer passageway between the Times Square and Bryant Park stations.<ref name="us18.campaign-archive.com 2020 2">{{Cite web |date=October 30, 2020 |title=A New Phase Begins for the Shuttle |url=https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=664b077899 |url-status=live |archive-url=https://web.archive.org/web/20201110125338/https://mailchi.mp/mtahq/new-shuttle-phase-10847684 |archive-date=November 10, 2020 |access-date=November 10, 2020 |website=us18.campaign-archive.com |publisher=Metropolitan Transportation Authority}}</ref> As of December 2020, work on the project was 55 percent complete. In preparation for the opening of the new platform, weekend service ran on a single track during July and August 2021, and the shuttle was closed for four days in July and twelve days in August and September 2021.<ref>{{cite web |title=42 St Shuttle Project Service Updates |publisher=Metropolitan Transportation Authority |url=https://new.mta.info/system_modernization/42ndstreet/shuttleservice |access-date=September 7, 2021 |archive-date=April 3, 2020 |archive-url=https://web.archive.org/web/20200403101108/https://new.mta.info/system_modernization/42ndstreet/shuttleservice |url-status=dead}}</ref> The new platforms finally opened on September 7, 2021.<ref name="MTA-CPOC-Dec2020" />

==== Components ====
{{multiple image
| align = right
| direction = vertical
| width = 250
| image1 = Times Sq-42 St shuttle platforms Sep 2021 12.jpg
| alt1 = Widened platform at Times Square
| caption1 = Widened platform at Times Square, which was built during the reconstruction project
| image2 = MTA Celebrates Opening of Brand New 42 Street Shuttle, Launch Welcome Back Campaign (51443440878).jpg
| alt2 = Widened platform at Grand Central
| caption2 = Widened platform at Grand Central, which was built during the reconstruction project
| image3 = Times Sq. Shuttle Plat. IRT At Track -4 Plat. Facing N. At Existing Station.jpg
| 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 Progress, Safely |url=https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=d54fbce1da |date=April 30, 2020 |website=us18.campaign-archive.com |publisher=Metropolitan Transportation Authority |url-status=live |archive-url=https://web.archive.org/web/20200501092628/https://us18.campaign-archive.com/?u=80933c2dc37752eeb9470b75f&id=d54fbce1da |archive-date=May 1, 2020 |access-date=May 1, 2020}}</ref>

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" />

At Times Square, a new {{convert|28|ft|m|adj=mid|-wide}} and {{convert|315|ft|m|adj=mid|-long}}<ref name="mta.info 2019" /> platform was built atop the trackways of tracks 2 and 3, the former express tracks of the original subway. The platform will extend {{convert|360|ft|m}} to the east, and will be flanked by track 1 on the south and track 4 on the north. Passengers at Times Square are no longer able to board trains on track 1 from the south, as the track would be cut back a few hundred feet to the east, and as a portion of the area used for boarding will be used for the reconfiguration of the fare control area for the entrance leading to the southeast corner of 42nd Street and Broadway. Passengers are also no longer able to board trains on track 4 from the north; extending the platform to the east allowed for the abandonment of the platform currently serving trains on track 4, which is on a very sharp curve and has gap fillers to bridge a large gap between the platform and trains.<ref name="cbsix.org 2019" /> This platform will be converted into employee space. The exit to 43rd Street was closed, covered over, and turned into an emergency exit starting on October 19, 2019, allowing the metal bridge over track 4 to access the exit to be removed, which in turn will eliminate the need to remove the bridge every time a train on track 4 needed to be removed from service.<ref name="cbsix.org 2019" /><ref name="mta.info 2019" /> As a result of the changes, dwell times will slightly be reduced at Times Square.<ref name="us18.campaign-archive.com 2020 3" />

As part of the redevelopment of [[One Times Square]], a new {{convert|15|ft|m|adj=mid|-wide}} entrance with a glass canopy will be built. A new elevator to the building's observation deck will be installed and maintained by Jamestown Developers.<ref name="mta.info 2019" /> The entrance will replace the exit to 43rd Street and will lead to the west side of Broadway between 42nd Street and 43rd Street, as well as a previously closed exit to the northeastern corner of 42nd Street and Seventh Avenue. The space currently used by passengers heading to and from the 43rd Street exit or to and from trains on track 4 will be placed outside of fare control for this new entrance. The portion of the existing station to the west of this new control area will no longer be accessible to passengers.<ref name="cbsix.org 2019" /> To the west of the end of the platform on track 4, a wall decorated by artwork will be installed, blocking the view of the connection between track 4 and the Broadway–Seventh Avenue Line.<ref name="wsp.com 2019" />

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 |archive-date=September 7, 2021 |archive-url=https://web.archive.org/web/20210907202414/https://new.mta.info/system_modernization/42ndstreet/bryantpark |url-status=live}}</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 |archive-date=July 16, 2021 |archive-url=https://web.archive.org/web/20210716191940/https://new.mta.info/document/44216 |url-status=live}}</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 – Eye on the Future |url=http://web.mta.info/mta/capital/eotf-descrip.htm#nyct |website=mta.info |publisher=Metropolitan Transportation Authority |language=en |url-status=dead |archive-url=https://web.archive.org/web/20130727064200/http://web.mta.info/mta/capital/eotf-descrip.htm#nyct |archive-date=July 27, 2013 |access-date=March 15, 2018}}</ref>

===Post-reconstruction===
In September 2024, the MTA announced that it had finished retrofitting the 42nd Street Shuttle tunnels with [[5G]] cell service. This made the 42nd Street Shuttle the first New York City Subway line to be fully equipped with 5G.<ref>{{cite web |last=Rahhal |first=Emily |title=Times Square shuttle will be NYC's first subway line with cell service |website=PIX11 |date=September 4, 2024 |url=https://pix11.com/news/transit/times-square-shuttle-will-be-nycs-first-subway-line-with-cell-service/ |access-date=September 4, 2024 |archive-date=September 5, 2024 |archive-url=https://web.archive.org/web/20240905014711/https://pix11.com/news/transit/times-square-shuttle-will-be-nycs-first-subway-line-with-cell-service/ |url-status=live}}</ref><ref>{{cite web |last=Brachfeld |first=Ben |title=42nd Street Shuttle now fully equipped with 5G as MTA plans to connect all tunnels with cell service |website=amNewYork |date=September 4, 2024 |url=https://www.amny.com/transit/42nd-street-shuttle-5g-subway-cell-service/ |access-date=September 4, 2024 |archive-date=September 4, 2024 |archive-url=https://web.archive.org/web/20240904203844/https://www.amny.com/transit/42nd-street-shuttle-5g-subway-cell-service/ |url-status=live}}</ref>

== 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, As of 1990 |url=http://tramway-null.blogspot.com/2013/09/lexington-avenue-line-north-and-south.html |last=Linder |first=Bernard |date=January 1990 |publisher=Electric Railroaders' Association |url-status=live |archive-url=https://web.archive.org/web/20200501094007/http://tramway-null.blogspot.com/2013/09/lexington-avenue-line-north-and-south.html |archive-date=May 1, 2020 |access-date=January 15, 2017}}</ref> and circuit breaker houses have been constructed on the roadbed of track 2.<ref name="Hebert 2019" /> Track 3, the former northbound express track, was taken out of service on November 7, 2020, then removed in 2021.<ref name="us18.campaign-archive.com 2020 2" /> Prior to the 2020 renovation at the Times Square station, in order to provide a connection between the platform for track 4, the former 43rd Street entrance, and the rest of the station complex, there was a pedestrian bridge over track 4. The pedestrian bridge could be temporarily removed to allow the train on track 4 to leave for maintenance on an as-needed basis.<ref name="cbsix.org 2019" />

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. Since 1918, it has been physically impossible for a train to go from the IRT Lexington Avenue Line to the IRT Broadway–Seventh Avenue Line or vice versa by using the shuttle tracks.<ref name="trackref" />

{| align=center
|
{{Routemap
|title=Layout, 1904–1918
|title-bg=#{{rcr|NYCS|S}}
|title-color=white
|legend =track
|map=
d*1!_abbr=track MM1\d*2!_abbr=track MM2\d*3!_abbr=track MM3\d*4!_abbr=track MM4
\vSTR grey!~MFADEg\numN060 ~~ ~~ ~~ to {{stl|NYCS|72nd Street|Broadway-Seventh}}
dSTR grey!~dMFADEg\vSTR grey!~vNULfg\dSTR grey!~dMFADEg ~~ ~~ ~~ to {{stl|NYCS|50th Street|Broadway-Seventh}}
cPLT\vSTR grey\vSTR grey\cPLT
cPLT\vSTR grey\vSTR grey\cPLT ~~ {{stl|NYCS|Times Square}}
vSTR grey!~vNULf\vSTR grey!~vNULg
vSTR grey\vSTR grey
vSTR grey\vSTR grey
vSTR grey\vSTR grey
vSTR grey\vSTR grey
vSTR grey\vSTR grey
vSTR grey\vSTR grey
vSTR grey!~vNULf\vSTR grey!~vNULg
v-SHI2r grey\vSTR grey\vSHI2l- grey
dSTR grey\dPLT\vSTR grey\dPLT\dSTR grey
dSTR grey\dPLT\vSTR grey\dPLT\dSTR grey ~~ {{stl|NYCS|Grand Central}}
vSHI2l- grey\vSTR grey\v-SHI2r grey
dSTR grey!~dMFADEf\vSTR grey!~vNULfg\dSTR grey!~dMFADEf ~~ ~~ ~~ to {{stl|NYCS|33rd Street}}
vSTR grey!~MFADEf ~~ ~~ ~~ to {{stl|NYCS|14th Street–Union Square|Lexington}}
d*1!_abbr=track MM1\d*2!_abbr=track MM2\d*3!_abbr=track MM3\d*4!_abbr=track MM4
|map2-title=<hr />
|map2=
STRq grey~~Track in revenue service
\
\
}}
|
{{Routemap
|title=Layout, 1918–2020
|title-bg=#{{rcr|NYCS|S}}
|title-color=white
|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\udSTR!~dMFADEg ~~ ~~ ~~ to {{stl|NYCS|50th Street|Broadway-Seventh}}
cPLT\dENDEa grey!~lGRZ!~PLTa\dPLT\uv-KSTRe!~vENDEa grey!~PLTa\cPLT ~~ ~~ ~~ {{BSsplit|Movable pedestrian bridge|over Track 4}}
cPLT\dSTR grey!~lGRZ\dPLT\vSTR grey\cPLT ~~ {{stl|NYCS|Times Square}}
dSTR grey!~dNULf+g\uexdENDEa\dSTR grey!~dNULf+g\dSTR grey!~dNULf+g ~~ ~~ ~~ End of former track 2
dSTR grey\uexdSTR\vSTR grey
dSTR grey\uexdSTR\vSTR grey
dSTR grey\uexdSTR\vSTR grey
dSTR grey\uexdSTR\vSTR grey
dSTR grey!~dNULf+g\uexdSTR\dSTR grey!~dNULf+g\dSTR grey!~dNULf+g
d\uexSTR~L!~uSTR2!~STR grey\uexSTR~R!~uSTRc3!~STR grey!~STR~L grey\STR~R grey
d\uexSTR~L!~uSTRc1!~STR grey\uexSTR~R!~uSTR+4!~STR grey!~STR~L grey\STR~R grey
v-SHI2r grey\uexdENDEe\dSTR grey\vSHI2l- grey ~~ ~~ ~~ End of former track 2
dSTR grey\PLT\dSTR grey\dPLT\dSTR grey
udKSTRa!~dENDEe grey\PLT\dENDEe grey!~dPLTe\dPLT\dENDEe grey!~dPLTe ~~ {{stl|NYCS|Grand Central}}
uvSHI2l-\\
udSTR!~dMFADEf\d\ ~~ ~~ ~~ 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=
STRq grey~~Track in revenue service
uSTRq~~Track not in revenue service
uexSTRq~~Trackbed
}}
|
{{Routemap
|title=Current track layout
|title-bg=#{{rcr|NYCS|S}}
|title-color=white
|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\udSTR!~dMFADEg ~~ ~~ ~~ to {{stl|NYCS|50th Street|Broadway-Seventh}}
cPLT\dPLT\PLT\udSTR\excPLT
excPLT!~PLTa\dENDEa grey\PLT\udKSTRe!~dENDEa grey\excPLT ~~ {{stl|NYCS|Times Square}}
dSTR grey\PLT\dSTR grey
dSTR grey\PLT\dSTR grey
dSTR grey!~dNULf+g\uexvENDEa\dSTR grey!~dNULf+g ~~ ~~ ~~ End of former tracks 2/3
dSTR grey\uexvSTR\dSTR grey
dSTR grey\uexvSTR\dSTR grey
dSTR grey\uexvSTR\dSTR grey
dSTR grey!~dNULf+g\uexvSTR\dSTR grey!~dNULf+g
v-SHI2r grey\uexvENDEe\vSHI2l- grey ~~ ~~ ~~ End of former tracks 2/3
dSTR grey\PLT\PLT\dSTR grey
dSTR grey\PLT\PLT\dSTR grey
udKSTRa!~dENDEe grey\PLT\PLT\dENDEe grey!~dPLTe ~~ {{stl|NYCS|Grand Central}}
uvSHI2l-\\
udSTR!~dMFADEf\d\ ~~ ~~ ~~ to {{stl|NYCS|33rd Street}}
\
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=
STRq grey~~Track in revenue service
uSTRq~~Track not in revenue service
uexSTRq~~Trackbed
}}
|}

== Operation ==
{|class="wikitable"
!rowspan=2|Service
!colspan=2|Time period
!rowspan=2|Section of line
|-
!All except nights
!Late nights
|-
|[[File:NYCS-bull-trans-S-Std.svg|20px|42nd Street Shuttle service]]
|service
|no service
|entire line, tracks 1 and 4 only
|}

The shuttle operates at all times except between midnight and 5:50&nbsp;a.m. weekdays, and between midnight and 6:00&nbsp;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" />{{Rp|page=17}}
[[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 |archive-date=October 4, 2017 |archive-url=https://web.archive.org/web/20171004191330/https://cityroom.blogs.nytimes.com/2008/10/02/a-full-body-wrap-for-times-sq-shuttle/ |url-status=live}}</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-Inspired Ads for The Man in the High Castle Pulled from New York Subway |language=en-GB |work=The Guardian |url=https://www.theguardian.com/us-news/2015/nov/25/nazi-inspired-ads-for-the-man-in-the-high-castle-pulled-from-new-york-subway |url-status=live |access-date=October 4, 2017 |archive-url=https://web.archive.org/web/20200501100319/https://www.theguardian.com/us-news/2015/nov/25/nazi-inspired-ads-for-the-man-in-the-high-castle-pulled-from-new-york-subway |archive-date=May 1, 2020 |issn=0261-3077}}</ref><ref>{{Cite news |last=Robertson |first=Adi |date=November 24, 2015 |title=Amazon Pulls Nazi Symbols from New York Subway Ad Campaign |work=The Verge |url=https://www.theverge.com/2015/11/24/9793096/amazon-pulls-man-in-the-high-castle-nazi-subway-ads |url-status=live |access-date=October 4, 2017 |archive-url=https://web.archive.org/web/20191216205604/https://www.theverge.com/2015/11/24/9793096/amazon-pulls-man-in-the-high-castle-nazi-subway-ads |archive-date=December 16, 2019}}</ref> and an ad for [[Fox Sports 1|FS1]], in which a shuttle train and half of its seats were plastered with negative quotes about the [[New York Knicks]], one of the city's [[National Basketball Association|NBA]] teams.<ref>{{Cite news |url=http://www.nydailynews.com/sports/basketball/knicks/hopeless-knicks-greet-nyc-subway-riders-due-fs1-ad-campaign-article-1.3538210 |title='Hopeless' Knicks Greet NYC Subway Riders Due to FS1 Ad Campaign |last1=Bodner |first1=Brett |date=October 3, 2017 |work=NY Daily News |access-date=October 4, 2017 |last2=Becker |first2=Jake |language=en |archive-date=October 4, 2017 |archive-url=https://web.archive.org/web/20171004003156/http://www.nydailynews.com/sports/basketball/knicks/hopeless-knicks-greet-nyc-subway-riders-due-fs1-ad-campaign-article-1.3538210 |url-status=live}}</ref><ref>{{Cite news |url=https://www.washingtonpost.com/news/early-lead/wp/2017/10/03/sit-here-if-youre-hopeless-nyc-subway-ads-taunt-knicks-fans/ |title=Knicks Owner James Dolan Reportedly 'Furious' at Fox Sports 'Hopeless' Ads |last1=Bonesteel |first1=Matt |date=October 3, 2017 |newspaper=Washington Post |access-date=October 4, 2017 |last2=Bieler |first2=Des |language=en-US |issn=0190-8286 |archive-date=October 3, 2017 |archive-url=https://web.archive.org/web/20171003212805/https://www.washingtonpost.com/news/early-lead/wp/2017/10/03/sit-here-if-youre-hopeless-nyc-subway-ads-taunt-knicks-fans/ |url-status=live}}</ref>

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>

{{Clear}}

== Stations ==

{{NYCS service legend
| alltimes = show
| allexceptnights = show
| nightsonly =
| nightsweekends =
| weekdaysonly = show
| allexceptrush =
| rushonly =
| rushpeak =
| closed =
| custom_icon_1 = rushpeak
| custom_text_1 = Stops weekdays in the peak direction only
| custom_icon_2 =
| custom_text_2 =
}}
{| class="wikitable collapsible" style="font-size:90%" summary="Service information for the 42nd Street Shuttle and its stations, including service times, ADA-accessibility, subway transfers, and non-subway connections."
! width=3% | [[File:NYCS-bull-trans-S-Std.svg|20px|42nd Street Shuttle service]]
! width=28% | Stations
! width=3% | {{Access icon}}
! width=36% | Subway transfers
! width=30% | Connections
|-
| style="font-weight:bold" align=center colspan=5 | [[Manhattan]]
|-
| style="font-weight:bold" align=center colspan=5 | 42nd Street Line
|-
| align=center | {{NYCS SSI|allexceptnights}}
| {{stl|NYCS|Times Square}}
| align=center | {{Access icon}}
| {{NYCS Broadway-Seventh|time=show}} ([[IRT Broadway–Seventh Avenue Line]])<br />{{NYCS Flushing south|time=show}} ([[IRT Flushing Line]])<br />{{NYCS Eighth south|time=show}} ([[IND Eighth Avenue Line]] at {{stl|NYCS|42nd Street–Port Authority Bus Terminal}})<br />{{NYCS Broadway|time=show}} ([[BMT Broadway Line]])<br />{{NYCS Sixth|time=show}} ([[IND Sixth Avenue Line]] at {{stl|NYCS|42nd Street–Bryant Park}}, daytime only)
| [[Port Authority Bus Terminal]]<br />[[M34A (New York City bus)|M34A Select Bus Service]]
|-
| align=center | {{NYCS SSI|allexceptnights}}
| {{stl|NYCS|Grand Central}}
| 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]]
** [[Rockaway Park Shuttle]]
* Two-stop shuttles in other systems:
** The [[Waterloo & City line]] on the [[London Underground]]
** The [[Ramal (Madrid Metro)|Ramal]] on the [[Madrid Metro]]
** [[Barcelona Metro line 12|Line 12]] on the [[Barcelona Metro]]
** [[Disneyland Resort line]] on the Hong Kong [[MTR|Mass Transit Railway]]
** The [[Tünel]] (also known as F2 line) on the [[Istanbul Metro]]

==References==
{{notelist}}
{{Reflist|30em}}

== External links ==
{{commons category|42nd Street Shuttle}}
{{attached KML|display=inline,title}}
* [http://web.mta.info/nyct/service/sline.htm#42st MTA NYC Transit&nbsp;– 42 Street Shuttle]
* {{NYCS const|traintime|S}}
* {{NYCS const|timetable|0}}
* [https://www.nycsubway.org/wiki/IRT_Times_Square-Grand_Central_Shuttle nycsubway.org&nbsp;– IRT Grand Central / Times Square Shuttle]
* [http://www.columbia.edu/~brennan/abandoned/grandcentral.html Abandoned Stations&nbsp;– proposed Grand Central shuttle platform] (includes a track diagram)

{{NYCS navbox}}
{{NYCS lines navbox}}

{{DEFAULTSORT:S 42nd Street}}
[[Category:New York City Subway lines|42nd Street Shuttle]]
[[Category:New York City Subway services|42nd Street Shuttle]]
[[Category:Interborough Rapid Transit Company|#]]
[[Category:42nd Street (Manhattan)|Shuttle]]
[[Category:Grand Central Terminal|42nd Street Shuttle]]
[[Category:Metro lines with only two stations]]