Interborough Express
The Interborough Express (IBX) is a proposed 14-mile light rail transit line designed to connect underserved neighborhoods in Brooklyn and Queens, New York City, utilizing existing freight rail rights-of-way along the Bay Ridge Branch and Fremont Secondary tracks.[1][2] The line would span from Bay Ridge in Brooklyn to Jackson Heights in Queens, featuring 19 stations and providing direct linkages to 17 existing subway lines, with an anticipated end-to-end travel time of 32 minutes and capacity for up to 160,000 daily riders.[1][3] Originally conceptualized as part of broader regional transit visions like the Triboro RX, the modern IBX proposal gained momentum in the 2010s through studies by the Regional Plan Association and MTA, emphasizing improved cross-borough connectivity without extensive new tunneling.[4] In April 2025, New York Governor Kathy Hochul approved $2.75 billion in funding for the project within the MTA's 2025-2029 Capital Plan, transitioning it from planning to active engineering and design phases led by firms such as Jacobs.[2][5] By August 2025, the MTA issued requests for proposals to advance light rail system design, focusing on 24/7 operations to serve dense, transit-dependent communities where over one-third of residents currently lack vehicle access.[2][6] As of October 2025, the project has initiated its environmental review process under the National Environmental Policy Act, marking a key milestone toward potential operations in the early 2030s, though full completion remains projected for the decade's latter half amid ongoing scoping meetings and infrastructure assessments.[7][8] The IBX represents a cost-effective alternative to heavy rail expansions, repurposing underutilized corridors to alleviate bus and subway overcrowding while promoting equitable access in areas with high ridership potential but limited interborough options.[1][9]History
Early Concepts and Proposals
The concept of passenger rail service along the corridor now associated with the Interborough Express originated in the mid-1990s as part of broader efforts to enhance circumferential transit in New York City's outer boroughs. In 1996, the Regional Plan Association (RPA) proposed the Triboro RX in its Third Regional Plan, titled A Region at Risk, envisioning a 23-mile loop utilizing underutilized freight rights-of-way—including the Long Island Rail Road's Bay Ridge Branch in Brooklyn and portions of lines in Queens and the Bronx—to connect underserved neighborhoods and provide direct links between multiple subway and commuter rail hubs without funneling riders through Manhattan.[4][10] This initiative aimed to address longstanding connectivity gaps, with projected daily ridership exceeding 100,000 by leveraging existing tracks to reduce construction costs estimated at $1–2 billion for the full loop.[11] The Bay Ridge Branch, originally opened in 1876–1877 primarily for freight and short-lived passenger operations that ceased in 1924, formed the Brooklyn backbone of the RPA's scheme, with service proposed from Bay Ridge to northwest Brooklyn before linking to Queens via the Fremont Secondary.[12] Early advocacy emphasized light rail or automated guideway vehicles to accommodate ongoing freight traffic while minimizing new infrastructure needs, though integration with CSX and LIRR operations posed logistical hurdles from the outset.[13] RPA positioned the project as a pragmatic alternative to expansive subway extensions, prioritizing equity for outer-borough commuters who comprised over 40% of the region's workforce but often lacked efficient cross-borough options.[14] Subsequent iterations in the 2000s and 2010s refined the Triboro RX concept amid stalled regional planning, with transit analysts highlighting the Brooklyn–Queens segment's viability due to denser population centers and alignment with 17 existing subway lines.[10] By 2019, the Metropolitan Transportation Authority (MTA) initiated a feasibility study for the full Triboro RX at RPA's urging, evaluating modes like light metro and bus rapid transit, but fiscal constraints and competing priorities delayed formal adoption.[4] These early proposals laid the groundwork for the scaled-down Interborough Express by demonstrating the corridor's potential to alleviate bus overcrowding on parallel routes like the B82 and Q52, where peak loads often exceeded vehicle capacity by 20–30%.[15]Formal Planning and MTA Adoption
The Metropolitan Transportation Authority (MTA) initiated formal planning for the Interborough Express following Governor Kathy Hochul's January 5, 2022, announcement directing the agency to advance the project as part of her State of the State address, emphasizing its potential to enhance connectivity between Brooklyn and Queens using existing freight corridors.[16] This directive prompted the MTA to undertake the Interborough Express Planning Study, also referred to as the Linkages Study, which evaluated transit modes, ridership potential, and infrastructure feasibility along the Bay Ridge Branch and related rights-of-way.[1] The study, completed in early 2023, analyzed alternatives including bus rapid transit, automated guideway transit, and light rail, ultimately recommending light rail for its balance of capacity, cost, and operational efficiency in the constrained corridor.[17] On January 10, 2023, the MTA released the final report and formally adopted light rail as the project's mode, marking the transition from conceptual evaluation to detailed transit planning and preliminary engineering.[1] This adoption was supported by federal funding allocations, including $67 million for initial environmental and planning work, enabling progression toward environmental review under the National Environmental Policy Act.[1] MTA's broader adoption of the Interborough Express into its long-term infrastructure commitments occurred with the approval of the 2025-2029 Capital Plan, which allocated $2.75 billion for the project's design, environmental mitigation, and construction phases, representing approximately 50% of the estimated $5.5 billion total cost.[2] The plan received gubernatorial approval in April 2025 and MTA Board endorsement on May 28, 2025, solidifying the project's priority status amid competing regional transit needs.[18] This funding milestone facilitated the retention of engineering firms in July 2025 and the initiation of environmental scoping in October 2025, confirming the MTA's commitment to operational service in the early 2030s.[1]Funding Milestones and Approvals
In January 2023, the Metropolitan Transportation Authority (MTA) completed its Interborough Express planning study, selecting light rail as the preferred mode and initiating advanced transit planning and engineering phases, though initial funding for these activities remained limited to internal MTA resources.[1] By July 2024, the U.S. Department of Transportation awarded a $15 million RAISE grant to support preliminary engineering and National Environmental Policy Act (NEPA) compliance, marking the first significant federal contribution to the project's early development stages.[19] The MTA Board's approval of the proposed 2025-2029 Capital Plan in September 2024 allocated initial resources for design work, contingent on subsequent state-level endorsement; this $68.4 billion plan included provisions for the Interborough Express amid broader system investments.[20] Governor Kathy Hochul approved $2.75 billion for the project in April 2025 as part of the 2025-2029 MTA Capital Plan, representing approximately half of the estimated $5.5 billion total cost and enabling progression to detailed design and engineering; this funding commitment followed negotiations over congestion pricing revenues and state budget priorities.[2][21] The Capital Program Review Board (CPRB) granted final approval to the 2025-2029 Capital Plan on June 18, 2025, unlocking the $2.75 billion allocation after MTA Board resubmission in May, which expedited access to state-backed funds for non-construction phases.[22] In July 2025, the MTA awarded a $166 million contract to the Jacobs/HDR joint venture for preliminary design development, including surveys, geotechnical investigations, and utility coordination, principally funded by $45 million from New York State's 2025 budget alongside Capital Plan resources.[23][2] By August 2025, MTA board approval of full design advancement confirmed the project's entry into active engineering, with Governor Hochul's announcement emphasizing the $2.75 billion as a milestone toward environmental review and eventual construction, though full funding for build-out remains unsecured and dependent on future federal and local contributions.[24][2] As of October 2025, the project initiated its environmental review process under NEPA, a prerequisite for federal approvals and additional grants, but no comprehensive construction funding beyond design has been finalized, highlighting ongoing fiscal challenges in securing the remaining $2.75 billion.[6][25]Route and Infrastructure
Alignment Details
The Interborough Express alignment follows a 14-mile (23 km) corridor primarily utilizing existing freight rail rights-of-way from Sunset Park in Brooklyn to Jackson Heights in Queens.[1][12] The route begins near the Brooklyn Army Terminal in Sunset Park and proceeds northeast along the Long Island Rail Road's Bay Ridge Branch through southern Brooklyn neighborhoods including Bay Ridge and Dyker Heights before crossing into Queens near Glendale.[12] In Queens, it transitions to the CSX-owned Fremont Secondary, extending northward to terminate at Roosevelt Avenue in Jackson Heights.[12] This alignment leverages underutilized freight tracks to minimize new land acquisition, with dedicated passenger tracks installed parallel to existing freight lines to accommodate continued rail freight operations.[12] Key infrastructure modifications include 46 bridge and structure upgrades, comprising 23 overhead and 16 undergrade adjustments, along with 16 traction power substations spaced approximately one mile apart.[12] A 520-foot tunneling segment under Metropolitan Avenue was selected to provide vertical clearance while avoiding street-running operations or elevated structures.[12] Earlier evaluations considered a 4,700-foot flyover viaduct with a maximum height of 30 feet and grades up to +4% ascending and 2-6% descending, but this option was eliminated due to high costs and potential visual and community impacts.[12] The chosen at-grade configuration with tunneling preserves the predominantly freight-oriented character of the corridors while enabling light rail transit service.[12] An operations facility and storage yard are planned at the Brooklyn Army Terminal site to support maintenance and vehicle storage.[12]Track and Right-of-Way Utilization
The Interborough Express will operate along a 14-mile corridor utilizing the existing right-of-way of the Long Island Rail Road's Bay Ridge Branch for the southern 11 miles and CSX Transportation's Fremont Secondary for the northern 3 miles, both currently active freight rail lines.[26][1] Freight operations, currently consisting of up to three trains per day operated by the New York & Atlantic Railway, will continue on dedicated tracks separate from the passenger service.[26] The project preserves the corridor's freight utility, including potential integration with the Port Authority of New York and New Jersey's Cross-Harbor Freight Program.[26] To accommodate light rail transit, two new dedicated passenger tracks will be constructed within the existing right-of-way, with freight tracks repositioned as needed for full separation of operations.[12][26] No expansion of the right-of-way boundaries is planned; instead, the design maximizes the available space through modifications such as reconstructing 23 overhead bridges and 16 undergrade bridges, as well as retrofitting the East New York Tunnel to include separate tracks for passenger and freight use.[12] These changes ensure seamless coexistence, with ongoing coordination between the MTA, CSX, and freight operators to mitigate impacts like noise and staging limitations in narrower sections, such as north of Fresh Pond Yard where the corridor supports only two tracks.[12][26] Electrification for the light rail vehicles will be provided by an overhead catenary system (OCS), supported by 16 traction power substations spaced approximately one mile apart, 11 of which will be located within the right-of-way.[12] Additional infrastructure upgrades include embankment reinforcements and operational facility development at Brooklyn Army Terminal to support electric light rail vehicle trainsets up to 325 feet in length.[12] These enhancements aim to balance increased passenger capacity—projected at 115,000 daily weekday riders—with sustained low-volume freight service while addressing environmental concerns through measures like quieter locomotives and vibration mitigation.[1][26][12]Integration with Existing Systems
The Interborough Express (IBX) integrates with the Metropolitan Transportation Authority's (MTA) existing transit network primarily through passenger transfer points at its proposed stations, which are sited near subway entrances, bus stops, and commuter rail facilities to enable efficient multimodal connections without shared trackage. This design leverages the proximity of the IBX alignment—utilizing the Bay Ridge Branch and New York Connecting Railroad rights-of-way—to existing infrastructure, facilitating transfers to heavy rail subway lines that currently lack robust inter-borough links in Brooklyn and Queens.[1][12] MTA planning documents specify that IBX stations would connect to up to 17 subway lines, including the A, C, E, N, Q, R, 2, 3, 5, 7, B, D, F, M, J, Z, and L trains, with 13 of the 19 proposed stations offering direct walking transfers to these services.[26][27] For instance, stations in areas like Bushwick and Glendale would link to the LIRR's Atlantic Branch at Atlantic Avenue and potentially to other LIRR facilities, providing two overall commuter rail tie-ins.[27] These connections aim to reduce reliance on Manhattan-bound transfers, with end-to-end IBX travel times under 40 minutes complementing subway feeder routes.[1] Bus integration is extensive, with links to 51 current routes serving as first- and last-mile options, enhancing access in transit-sparse corridors.[26] Station designs incorporate short walking distances—typically under 1,000 feet—to existing stops, alongside ADA-compliant features like elevators, ramps, and tactile paving to support seamless, accessible transfers.[28] Operational coordination, such as aligned timetables and unified fare media via OMNY, would further streamline integration, though the light rail's separate signaling and power systems preclude direct operational interoperability with subway heavy rail.[1] This transfer-focused model addresses documented gaps in east-west connectivity, as identified in MTA corridor studies.[12]Stations and Service
Proposed Station Locations
The Interborough Express proposes 19 stations along its 14-mile corridor, utilizing existing freight right-of-way on the Long Island Rail Road's Bay Ridge Branch in Brooklyn and CSX Transportation's Fremont Secondary in Queens.[12] [1] These stations aim to serve underserved neighborhoods, providing direct connections to 17 New York City Transit subway lines, two Long Island Rail Road stations, and over 50 bus routes.[2] The terminal stations are at Brooklyn Army Terminal in Sunset Park, Brooklyn, and Roosevelt Avenue in Jackson Heights, Queens, with intermediate stops spaced to minimize travel time while maximizing accessibility.[12] The stations, as outlined in the MTA's Draft Scoping Document, proceed northward from Brooklyn as follows:- Brooklyn Army Terminal (Sunset Park neighborhood): Southern terminus near existing industrial and residential areas.[12]
- 4th Avenue (near 5th Avenue): Connects to R train subway service.[12] [1]
- 8th Avenue: Serves local Brooklyn communities with N train proximity.[12] [1]
- New Utrecht Avenue: Links to D and N subway lines.[12] [1]
- McDonald Avenue: Adjacent to F train station.[12] [1]
- East 16th Street: Near B and Q subway lines in Midwood/Kensington areas.[12]
- Flatbush–Nostrand Avenues: Connects to 2 and 5 trains.[12] [1]
- Utica Avenue: Serves East Flatbush with potential 3 and 4 train access.[12]
- Remsen Avenue: In Brownsville vicinity.[12]
- Linden Boulevard: Near bus corridors in East New York.[12]
- Livonia Avenue: Connects to 3 and L trains.[12] [1]
- Sutter Avenue: Links to L train.[12] [1]
- Atlantic Avenue (East New York): Major interchange with A, C, J, Z, L trains, and Long Island Rail Road.[12] [1]
- Wilson Avenue: Connects to L train in Bushwick.[12] [1]
- Myrtle Avenue: Near M train and Cypress Hills.[12] [1]
- Metropolitan Avenue (Maspeth): Connects to M train.[12] [1]
- Eliot Avenue: Serves Middle Village/Glendale areas.[12]
- Grand Avenue: In Maspeth with local bus integration.[12]
- Roosevelt Avenue: Northern terminus connecting to 7, E, F, M, R trains and Long Island Rail Road in Jackson Heights.[12] [1]