Quote:
Originally Posted by jmecklenborg
Again, not only are the NYC subway stations are gigantic structures as compared to any in Paris, so is any and all non-revenue track. The recent Second Ave. subway project included tail tracks north of the temporary terminus that are upwards of 1,000 feet long. When and if the line is extended to 125th St., the new terminal station will again have tail tracks that extend well west of the station box that will itself be built at a deeper level than the existing Lexington Ave. station.
The #7 extension also has tail tracks. If you remember the old #7 terminus, it dead-ended into a brick wall right next to the platform.
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These extensions have tail tracks to allow for future extensions.
The SAS is being extended to 125th Street, and the layout allows for extensions west along 125th Street, and north, to the Bronx, along 3rd Ave (basically along the since-demolished Bronx portion of the 3rd Ave. El).
Similarly, the 7 train extension was built in case of future southward expansion to Chelsea, where the 7 would link up with the L train at 14th Street (it would be a platform transfer where the two lines meet).
In any case, I don't think that "overengineering" is a primary cause of U.S. transit cost differentials.