Rendering courtesy the Metropolitan Transportation Authority
The Interborough Express (IBX) will cover 14 miles through Brooklyn and Queens and create 19 new stations on an existing right-of-way.
The Metropolitan Transportation Authority advanced plans to convert a freight line in New York City into a commuter light rail. Called the Interborough Express (IBX), the service will cover 14 miles through Brooklyn and Queens and create 19 new stations on an existing right-of-way. The design-build contract went to a partnership between Jacobs Civil Consultants Inc. and Henningson, Durham & Richardson Architecture and Engineering, or Jacobs/HDR, for nearly $166 million.
“I love this—we’re using underutilized existing infrastructure, a freight rail line that gets at most two trains a day and we’re going to turn it into a light rail line that serves maybe 200,000 people a day,” said Janno Lieber, CEO and acting chair of the MTA during an agency board meeting in late July.
The MTA estimates the IBX will cost a total of $5.5 billion, with half of the funding already set aside in the agency’s 2025-2029 Capital Plan.
The path of the proposed train line arches through parts of the city where transit is often scarce. Though 900,000 New Yorkers live within a half mile of the route, half don’t have cars and many live in what the MTA refers to as “rail deserts,” or areas without meaningful transit access. With an end-to-end run time of 32 minutes and connection points at subway lines, bus stops and the Long Island Rail Road, the IBX should speed up commutes within and between the boroughs, according to the MTA.
Late last month, the agency selected the Jacobs/HDR bid from six total applicants. The other bidders included AECOM USA Inc., Arup US Inc., a joint venture of HNTB New York Engineering and Architecture P.C. and STV Incorporated, EXP Services P.C., and a joint venture of Gannett Fleming Engineers and Architects P.C. with AtkinsRéalis PA P.C. dba AtkinsRéalis Architecture and Engineering.
The MTA declined to disclose the value of the five other project bids.
The MTA says it landed on Jacobs/HDR because of the partnership’s “extensive experience performing similar work on projects of comparable magnitude and complexity” and its “innovative approach to the project sequencing, logistics and design coordination, and demonstrated understanding of the corridor constraints,” the agency wrote in its July Board Action Items.
Jacobs/HDR will have 24 months to develop early designs and bridging documents for two further design/build contracts, one for each of two construction phases. The first focuses on preparing the corridor for the train—bridge repair, utility relocation, environmental remediation and more—while the second is dedicated to installing the light rail, including tasks like laying tracks, constructing stations, and providing traction power. An option in the Jacobs/HDR contract allows the first phase to be split into three for an additional $8.6 million.
The inked design-build contract marks progress on a project that the Regional Plan Association first proposed in the 1990s. Of the different stretches of freight rails not being used for public passengers in New York, converting this stretch of tracks has been a priority for the organization because it would serve the highest number of possible riders by far, said Kate Slevin, the executive vice president for the RPA, a nonprofit that advocates for accessible transit development in the New York metropolitan area.
“Much of the transit system in New York City was built at a time when the goal was to improve access in and out of Manhattan,” Slevin said. “But there’s been a lot of growth and development in Brooklyn and Queens,” including along the waterfront in Sunset Park and Bay Ridge, where the IBX will end.
Originally, the RPA envisioned the line as running 26 miles into the Bronx, but a northern portion of the right-of-way will instead be incorporated into the MTA extension of the Metro-North Railroad New Haven line to Penn Station.
Slevin credited Gov. Kathy Hutchul’s pursuit of transit development with the IBX moving forward, along with outreach campaigns and resolved concerns about how freight and passenger service can operate along the same lines.
Though the MTA has not yet offered an estimated completion date, Slevin said the RPA will be paying attention to make sure the development stays within its existing right-of-way as much as possible. Integration into local communities, either by fostering new businesses, supporting existing green spaces—or both—will be important parts of the IBX too, Slevin said, along with making sure locals on either side of the tracks will be able to access trenched portions.
