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Fulton Center

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Fulton Center
Company typePublic transit facility
IndustryPublic transportation, Retail
Founded2002
FounderMetropolitan Transportation Authority (MTA)
Headquarters
New York City
,
United States
Area served
Lower Manhattan, New York City
ProductsSubway station complex, retail space
OwnerMetropolitan Transportation Authority (MTA)

Fulton Center Overview

Fulton Center is a combined transit hub and shopping destination located at the junction of Fulton Street and Broadway in Lower Manhattan, New York City. Developed by the Metropolitan Transportation Authority (MTA), a state public agency of New York, this facility was part of a $1.4 billion initiative aimed at modernizing the New York City Subway's Fulton Street station. The project encompassed the creation of new subterranean walkways and entry points, refurbishment of existing stations within the complex, and the construction of a prominent station building integrated with the Westfield World Trade Center shopping mall.

Initially announced in 2002, the initiative sought to enhance passenger access and streamline transfers among the subway lines serving Fulton Street. Although construction commenced in 2005, progress stalled for several years due to funding shortages and the absence of a finalized plan or completion timeline. The project regained momentum following support from the American Recovery and Reinvestment Act of 2009. Originally known as the Fulton Street Transit Center, it was rebranded as Fulton Center in May 2012 to highlight its growing retail component. The facility officially began operations on November 10, 2014, coinciding with the opening of the adjacent Dey Street Passageway.

The Dey Street Passageway provides direct connections from Fulton Center to the PATH's World Trade Center station and links to nearby subway stations including Chambers Street–World Trade Center/Park Place/Cortlandt Street (Template:NYCS Chambers Cortlandt) and WTC Cortlandt (Template:NYCS Broadway-Seventh South Ferry). Additionally, access to the World Trade Center complex and the remainder of the Westfield World Trade Center mall is available via this passageway.

Components

File:Fulton Center mezzanine 2014.jpg
The Fulton Center mezzanine inside the Fulton Building, as seen on its inauguration day, November 10, 2014

The Fulton Center includes a prominently visible Transit Center with entry points located on Broadway between Fulton Street and John Street. It links the Template:NYCS trains through the underground Dey Street Passageway, which runs east to west beneath Dey Street. The entire development was overseen by Ove Arup and Partners as the lead consulting firm.[1] The project's total expenditure reached US$1.4 billion,[2] nearly double the initially projected budget of $750 million.[3]

Key components of the Fulton Center initiative involved upgrading the Fulton Street stations on both the IRT Broadway–Seventh Avenue Line and the IRT Lexington Avenue Line. During renovations of the latter, new station entrances were introduced at Broadway and Maiden Lane for northbound travelers, and at Cortlandt Street and Broadway for southbound passengers.[4] The mezzanine area serving the Fulton Street station on the IND Eighth Avenue Line, which had previously featured multiple ramps flanking Nassau Street, was realigned for improved flow.[5]: 11 [4] Throughout these refurbishments, the entire complex was upgraded to comply with the ADA standards. This included installation of ten escalators, fifteen elevators, and two ADA-compliant public restrooms situated at both concourse and street levels.[6]

A newly constructed station edifice, known as the Fulton Building, was erected along Broadway’s east side between Fulton and John Streets. Its construction necessitated demolishing the Girard Building and the former Childs Restaurant structure while incorporating the historic Corbin Building positioned at Broadway and John Street’s intersection. Although the project faced potential cancellation, it was ultimately preserved through funding derived from the American Recovery and Reinvestment Act of 2009.[7] This segment formed part of a master lease agreement covering over 60,000 square feet of space.[4]

Beyond renovations to the four interconnected Fulton Street stations, the Dey Street Passageway—situated outside the subway system’s paid area—was established beneath Dey Street.[8] This corridor links the Fulton Street station complex with the Cortlandt–Church Streets station on the Template:NYCS trains route.[3][5]: 5 [4] Additionally, a new entrance pavilion was built at Broadway and Dey Street’s southwest corner to provide direct access to this passageway.[4][9]

Constituent stations

Template:Lower Manhattan transit The Fulton Center initiative originally encompassed enhancements to five subway stations:

Connected to this complex through the World Trade Center Transportation Hub are both the World Trade Center PATH station and the New York City Subway's WTC Cortlandt station, which serves the Template:NYCS trains on the IRT Broadway–Seventh Avenue Line.[11][10]

File:Dey street passageway sign.jpg
Within Fulton Center, signage—such as this example—displays only the E, R, and W train symbols when directing passengers toward the Chambers Street/World Trade Center station, since A, C, 2, and 3 trains serve both station complexes.

Although a passageway physically connects the Fulton Street complex with the Chambers Street/Park Place/Cortlandt Street station, no free transfer exists between these stations. Paid transfers remain necessary between Fulton Street and the two Cortlandt Street stations. Within the passageway from Fulton Center, signs highlight access to Template:NYCS Eighth far south local, Template:NYCS trains services; other lines in the Chambers/Park/Cortlandt group—such as Template:NYCS Eighth far south express and Template:NYCS trains—are already reachable via Fulton Street station itself.[3] An out-of-system transfer through the WTC Transportation Hub remains an option for connection. According to the MTA's Final Environmental Impact Statement, the Dey Street Passageway was designed to facilitate an uninterrupted pedestrian route linking Fulton Center with both the WTC Transportation Hub and Brookfield Place (previously known as the World Financial Center), avoiding crossings at Church Street and Broadway—two heavily trafficked streets in Lower Manhattan. By situating this passage outside fare control, it optimizes pedestrian circulation.[8]

Context

The World Trade Center Transportation Hub, one block west of Fulton Center
The World Trade Center Transportation Hub, envisioned for Lower Manhattan following the September 11 attacks, was initially intended to link with the Fulton Street Transit Center.

Need and funding

In the aftermath of the September 11, 2001 attacks, which caused extensive destruction to several transit facilities in Lower Manhattan, authorities proposed a comprehensive $7 billion overhaul of the area's transportation network. This plan encompassed the Fulton Street Transit Center, the South Ferry/Whitehall Street terminal located further downtown, and the restoration of the West Side Highway. The centerpiece of these efforts was the Port Authority of New York and New Jersey's planned PATH terminal at the World Trade Center site, which had been demolished during the collapse of the towers. Initial designs placed this new terminal beneath Church Street, close to where the former Hudson Terminal stood and near the Metropolitan Transportation Authority’s (MTA) Broadway–Nassau/Fulton Street station. The facility was to include direct subway connections; prior to 9/11, three subway stations served the World Trade Center area—located at Cortlandt and Greenwich Streets, Cortlandt and Church Streets, and Church Street between Chambers and Vesey Streets. Plans for a unified transit hub in Lower Manhattan were unveiled in January 2002. Additionally, funds were earmarked to explore commuter rail access to Lower Manhattan. This concept eventually evolved into the now-defunct Lower Manhattan–Jamaica/JFK Transportation Project, which aimed to establish a rail connection between Lower Manhattan and John F. Kennedy International Airport using the Long Island Rail Road and AirTrain JFK.

During reconstruction planning, the Port Authority briefly considered situating the PATH terminal at Broadway and Fulton Street. By April 2002, state and city officials informed members of the United States Congress that project costs might reach $7.3 billion, although President George W. Bush had committed only $1.8 billion toward transit upgrades in Lower Manhattan at that point. Ultimately, the Port Authority chose to locate the PATH terminal near Greenwich Street, two blocks westward. Despite being separate undertakings, the MTA’s initiative to interconnect subway stations at Broadway–Nassau/Fulton Street was approved. Rather than a single building, these stations would be linked through an extensive network of underground corridors stretching from the World Financial Center on the west side to the Fulton Street Transit Center on the east—covering more than half a mile across Manhattan at this juncture. The Fulton Street complex would also feature a substantial retail structure at Broadway and Fulton Streets, serving as its primary entrance. The project included new passageways, entrances, and elevators designed to facilitate transfers between subway lines while expanding capacity within the existing Broadway–Nassau/Fulton Streets station complex.

In February 2003, Governor George Pataki announced a $5 billion investment plan targeting rebuilt transit infrastructure at South Ferry, Fulton Street, and the World Trade Center sites. By April of that year, preliminary designs for a $750 million transit hub at Fulton Street were released by the MTA; this hub would connect six subway stations within a notoriously confusing complex that had been constructed by different operators over various periods. Initially, there was consideration to demolish the historic Corbin Building on John Street to accommodate the main transit center building; however, by October 2003, plans were adjusted to preserve this 19th-century structure within the development. In December 2003, funding totaling $2.85 billion was allocated by the Federal Transit Administration for three major Lower Manhattan transit projects: $1.7 billion for the PATH station, $750 million for the Fulton Street Transit Center, and $400 million for improvements at South Ferry Terminal.

Planning and budget reductions

Unlike many other subway station renovations, the Fulton Street Transit Center benefited from stable financing, as its funding originated from the September 11 recovery fund. Once the project's financial backing was secured, its environmental impact statement was published in 2004. That same year, a consortium of architectural firms—including Nicholas Grimshaw & Partners and Lee Harris Pomeroy Associates—was commissioned to develop the design for the transit center. By mid-2005, the design was still being refined, with construction initially scheduled to start later that year and completion targeted for October 2005.

However, in June 2005, financial difficulties emerged as initial plans were scaled back. The estimated cost escalated by $75 million, reaching $825 million. The design completion was postponed until May 2006, and the anticipated opening shifted to December 2008. In March 2006, the land beneath the Corbin Building was acquired through eminent domain for incorporation into the transit center. Additionally, the MTA initiated relocation procedures for 148 businesses situated near the transit center’s main building site one block north. Consequently, real estate acquisition expenses surged from $50 million to $157 million, significantly contributing to rising project costs over subsequent years.

By May 2006, the budget approached $850 million, and completion was deferred to June 2009. Despite a $45 million budget increase, the MTA maintained that plans for the Fulton Center would proceed without reductions. Later that year, in November 2006, the MTA announced a new free transfer connection between the Cortlandt–Church Streets and World Trade Center stations at an additional cost of $15 million. By February 2007, projected expenses had climbed to $888 million; the MTA committed to covering a $41 million shortfall internally, with completion expected by October 2009.

File:Fulton-street-transit-center-2010-03-24-2.JPG
Construction site of the Fulton Center Main Building in March 2010

Simultaneously, other MTA Capital Construction projects experienced escalating costs. This issue culminated in January 2008 when it was revealed that three major endeavors—the 7 Subway Extension, Second Avenue Subway, and East Side Access—faced a combined cost overrun of $1 billion. To address this financial strain, plans for Fulton Center’s main building were scaled down: instead of a 114-foot-high (35 m) structure crowned with a large dome, it would be replaced by a modest stainless-steel edifice featuring a smaller dome. Excluding the main building, project costs were estimated at $903 million; constructing the main building separately would require an additional $250 million if pursued. The overruns were largely due to receiving a single construction bid of $870 million for one phase—more than double the initially allocated $408 million. Completion was rescheduled for 2010 amid a mandated 30-day review of project plans. Concurrently, costs for the adjacent World Trade Center Hub rose from $2.2 billion to $3.4 billion.

These funding cuts also led to multiple design compromises. The initially proposed free transfer between Cortlandt–Church Streets and World Trade Center stations was removed but later reinstated using MTA funds before being dropped and restored again. The Dey Street passageway width was reduced from 40 to 29 feet (12 to 9 m). To lower expenses further, plans for the main building were eliminated temporarily. In March 2008, the MTA announced a $295 million allocation toward an as-yet-undecided structure at that site; one suggestion involved replacing the dome with a performing arts center atop the main building’s location. At this point, several billion dollars were missing from the MTA’s 2010–2014 capital budget plan. The agency also considered transforming much of the plot into a public plaza with only a simple subway entrance constructed within it. New York Post columnist Steve Cuozzo dubbed the endeavor "The Folly on Fulton Street," playing on "Fulton's Folly," a nickname historically applied to Robert Fulton's steamboat two centuries earlier. In June 2008, Christopher O. Ward, executive director of the Port Authority of New York and New Jersey, submitted a report to Governor David Paterson analyzing cost overruns affecting both Fulton Street and World Trade Center projects.

Despite these financial challenges, federal authorities declined to provide additional funds for Fulton Center’s budget overruns through the Federal Transit Administration. Nevertheless, the MTA utilized federal stimulus funds from the American Recovery and Reinvestment Act of 2009 to support project continuation. By January 2009, an extra $497 million in stimulus funding had been secured, bringing total expenditures to approximately $1.4 billion. As part of an exhibit highlighting major city infrastructure projects, the MTA described progress above ground: "Final details are being finalized for the above-ground building. The historic 115-year-old Corbin Building, located at Broadway and John Street corners, will be restored and integrated into the transit center’s entrance design. This facility will serve as a vibrant focal point and provide an iconic gateway to downtown and its underlying transit system."

Construction

File:FTC 2675 (6792597836).jpg
Construction progress as of February 2012

Following the acquisition of funding in 2009, MTA Capital Construction unveiled a phased timeline for the Fulton Center development.[12] Initial work focused primarily on subterranean connections, including the IND mezzanine.[13] The initiative encompassed the restoration of two stations within the original complex.[3] The existing ramp network was replaced by two newly constructed mezzanines,[5]: 11  alongside the inauguration of additional station entrances.[3]

Station rehabilitation projects

The Fulton Center entailed three distinct station refurbishment efforts: upgrading the Seventh Avenue Line platform located at the eastern segment of the complex, utilized by the Template:NYCS trains; renovating the Lexington Avenue Line platforms beneath Broadway, serving the Template:NYCS trains; and restoring Cortlandt–Church Streets, which accommodates the Template:NYCS trains. While the first two stations had never undergone prior renovations, Cortlandt Street had been refurbished during the 1990s before sustaining damage in the September 11 attacks. The Eighth Avenue Line platforms, served by the Template:NYCS trains, and Nassau Street Line platforms, served by the Template:NYCS trains, had already been updated in the 1990s.[5]: 10 

The earliest completed component of Fulton Center was the Seventh Avenue Line platform renovation, which began in 2005.[14] Due to this platform’s limited width, additional circulation features such as stairways were incorporated.[5]: 11  This phase concluded by November 2006.[4]

Though not classified as a renovation, Cortlandt Street station closed initially in 2005 to facilitate construction of the Dey Street Passageway, an underground corridor and part of the East Bathtub foundation supporting the eastern towers of the new World Trade Center complex under reconstruction.[15] Upon completion of this passageway, service resumed first on the uptown platform on November 25, 2009.[16][17] The southbound platform underwent refurbishment and was reopened on September 6, 2011; this included a new pedestrian underpass timed to coincide with the launch of the National September 11 Memorial & Museum.[18]

Work on rehabilitating the Lexington Avenue Line station at the western portion of the complex—serving Template:NYCS trains—commenced in 2008.[19] Before renovation efforts began, no direct access existed to the southern end of the northbound platform, resulting in congestion at that point.[5]: 10  Renovations were initiated after opening new entrances at Maiden Lane (northbound) and Cortlandt Street (southbound) to improve passenger circulation during subsequent upgrades. Preservation of historic elements such as original tiling was prioritized. The Fulton Building now adjoins this station’s northbound platform while the Dey Street Headhouse connects to its southbound platform after their respective openings.[19]

Entrances

File:Entrance to Fulton Center through 135 William St.JPG
The 135 William Street entryway for the Fulton Street station, inaugurated in August 2011, leads to the IRT Broadway–Seventh Avenue Line mezzanine.
File:Maiden Lane subway station entrance at Fulton Street.jpg
The Maiden Lane subway entrance at Fulton Street prior to renovation. At that time, each access point served only one platform, as shown.

During the reconfiguration of the Fulton Street station complex and to alleviate congestion amid the Fulton Center construction, several new access points were introduced while some existing entrances were closed. In January 2007, the MTA unveiled a new entrance located at the southeast corner of Maiden Lane and Broadway. This entrance primarily served the northbound Lexington Avenue Line platform, similar to the John Street entry. That same month, work commenced on creating a corresponding entrance on Cortlandt Street, directly opposite Broadway, intended for the southbound platform. These new entrances facilitated the temporary shutdown of the John Street entrance (northbound platform) and the Dey Street entrance (southbound platform) during renovations on the Lexington Avenue Line platforms and upgrades related to the Dey Street Passageway.

On August 1, 2011, the eastern side of the complex saw the opening of an entrance at 135 William Street. This coincided with the phased unveiling of a transfer mezzanine above the IND Eighth Avenue Line platform, serving the Template:NYCS trains. Notably, a terra-cotta mural and an iron gate originally from the Hotel McAlpin—previously part of the original transfer corridor—were relocated to this new entrance at 135 William Street. Additionally, an entrance at 129 Fulton Street offers elevator access connecting both to the Nassau Street Line platform and the Eighth Avenue Line mezzanine.

To accommodate advanced work on the Eighth Avenue Line mezzanine and construct a permanent pedestrian underpass beneath the Lexington Avenue Line tunnel under Fulton Street, the subway entrance at 222 Broadway was permanently closed on October 29, 2011. Replacing it was a temporary midblock entrance between Fulton Street and John Street within the main building construction zone. This change preceded a significant realignment of the transfer passageway linking Eighth Avenue Line and Lexington Avenue Line trains. Concurrently, entrances at Fulton Street’s northwest corner (near St. Paul's Chapel) and southwest corner were temporarily closed for much of 2011 due to construction but reopened by early 2012. The Dey Street entrance (195 Broadway) serving the southbound platform was permanently shut on May 1, 2012, in connection with ongoing work on the Dey Street Passageway and platform rehabilitation; it was subsequently replaced by the Dey Street Headhouse across Dey Street when it opened in late September 2012.

Permanent access points exist at both 129 Fulton Street and 150 William Street, providing entry to the southbound Template:NYCS trains and Template:NYCS trains lines respectively. The facility at 129 Fulton Street includes elevator service. Other notable entrances include the Dey Street Passageway headhouse building, which opened in 2012, and the Fulton Center main building (also known as the Fulton Building), inaugurated in 2014.

IND transfer mezzanine

File:A C transfer mezzanine in Fulton Center.JPG
Newly completed passageway in the western half of the IND mezzanine, November 2014
File:Fulton St art 2 vc.jpg
Artwork displayed on the walls of the eastern segment of the IND transfer mezzanine at Fulton Center, overlooking the IND platform

Initially, a series of corridors and ramps loosely linked the various subway lines, which led to overcrowding during rush hours.[5]: 11  The IND mezzanine, also referred to as the transfer mezzanine, replaced these ramps and rendered several nearby entrances unnecessary. In January 2010, renovations to the transfer mezzanine above the Fulton Street IND platform prompted changes in passenger circulation.[20] Previously, modifications had been made to the transfer corridor connecting to the Broadway–Seventh Avenue Line platform at Fulton Street. Consequently, all transfers were routed through the IND platform serving the Eighth Avenue Line.[5]

The stacked and staggered layout of the BMT Nassau Street Line platforms divides the IND mezzanine into two sections. The eastern section extends from Nassau Street to William Street, linking the southbound Nassau Street Line platform with the Broadway–Seventh Avenue Line platform. In contrast, the western section spans from Nassau Street to Broadway, connecting the northbound Nassau Street Line platforms to those of the Lexington Avenue Line. Because the Nassau Street Line platforms cut through both the first and second basement levels of the mezzanine, passengers must use the IND platform on the third basement level to move between these two halves.[5]: 11 

The opening of the IND mezzanine occurred in multiple stages. Around August 2011, access at the William Street end of the eastern mezzanine was inaugurated alongside the launch of the entrance at 135 William Street. In October 2011, after a significant reconfiguration of the temporary transfer corridor between the Eighth Avenue Line station and Lexington Avenue Line station, portions of the western mezzanine became accessible. This rerouting directed passengers through areas under construction within the Fulton Building.[21]: 44  By January 2012, access to the western mezzanine from northbound Nassau Street Line platforms was established. In June of that year, an underpass beneath the Lexington Avenue Line platforms—running roughly underneath Fulton Street—was reopened and linked to this western section. Simultaneously, an older underpass connecting to the southbound Lexington Avenue Line platform was closed. This marked substantial completion of the western mezzanine.[22]: 2  On August 2, 2012, a connection was made between the southbound Nassau Street Line platform and the eastern mezzanine. According to an MTA press release, this event signified that construction on the entire IND mezzanine was substantially finished.[23][24] Template:Lower Manhattan subway cross section

Dey Street headhouse and passageway

Main article: Dey Street Passageway

In October 2011, temporary transfer corridors were introduced to connect Lexington Avenue Line trains with the Eighth Avenue Line Mezzanine, coinciding with the closure of the Fulton Street entrance located across the street.: 3  By June 2012, this provisional passage was supplanted by a permanent underground walkway beneath Fulton Street, directly linking to the western mezzanine of the Eighth Avenue Line. Initially, the temporary transfer corridor formed part of an underground concourse that linked Fulton Center with the Dey Street Passageway and also functioned as a crossunder between the two platforms.[9]

The Dey Street Passageway headhouse officially opened on October 8, 2012.[9] This headhouse serves as an entry point for southbound Lexington Avenue Line trains and acts as the primary access for the much-anticipated Dey Street Passageway.[25][24]

Fulton Building

File:Fare control from John St and Dey Street in Fulton Building.JPG
Fare control zone

The centerpiece of the Fulton Center initiative, known by the MTA as the Fulton Building in Requests for Proposals issued in August 2012, is a three-level structure featuring a glass exterior and crowned by an oculus designed to channel natural light into both the main building and the uptown Lexington Avenue Line platform. The architectural design was created by Nicholas Grimshaw alongside James Carpenter Design Associates. Construction necessitated demolition of four buildings on Broadway’s eastern side during 2007.[26]

Though nearly canceled in 2009 amid rising expenses,[27][28] the project was revived following a $497 million allocation from stimulus funds dedicated to the Fulton Street Transit Center.[7] By August 2010, foundational work for the central transit complex was finished.[13] Structural steel erection commenced in January 2011 and was completed by October that year. The Fulton Building officially opened its doors to the public in November 2014.[29][30][31]

Sky Reflector-Net

File:Fulton Center skylight (91420).jpg
View of the "Sky Reflector-Net" from within the Fulton Building

As part of the MTA Arts & Design initiative, the Sky Reflector-Net was installed in 2014 inside the Fulton Center transit hub. Positioned at the oculus's core, this feature employs hundreds of aluminum mirrors to channel natural sunlight from a 53 ft (16 m) skylight down to subterranean levels reaching up to four stories below ground. The skylight itself is composed of 88 glass blades that redirect sunlight into the building’s center during specific times throughout the year. The last deliberately designed skylight within the New York City Subway system was located in the original City Hall station, which ceased operation in 1945.

Retail space

Promoted by MTA representatives as New York's forthcoming "Next Great Public Space," the Fulton Building was developed with a significant emphasis on retail, encompassing over 30,000 square feet (2,800 m2) of commercial area integrated into the Westfield World Trade Center shopping complex. Retail outlets are distributed across concourse level "C2" (aligned with the IND Mezzanine), concourse level "C1M" (corresponding to the Lexington Avenue Line platforms), and the ground floor. Additionally, an MTA presentation from an October 2011 stakeholders meeting suggested potential ground-floor market cafes, "destination restaurants and bars" on the second floor, and a major anchor tenant occupying the third and uppermost floor.

The decision to expand retail offerings influenced the May 2012 renaming from "Fulton Street Transit Center" to simply "Fulton Center," aiming to attract commercial leases. The MTA sought partnerships with private firms to oversee retail operations, intending to transform the space into both a shopping destination and transit hub. These retail areas are designed to generate supplementary revenue for the MTA through real estate income.

In July 2012, the MTA initiated a request for proposals from interested parties to manage a master lease covering 65,000 square feet of retail and commercial space, which includes the Corbin Building as well as the Dey Street Passageway and headhouse. The formal RFP was issued on August 2, 2012, with submissions due by November 2, 2012. To distinguish it from other related structures like the Corbin Building, the primary structure is referred to as the "Fulton Building" in MTA documentation.

Corbin Building

File:Corbin Building 13 John Street.jpg
Corbin Building following restoration
Main article: Corbin Building

Constructed in 1889, the Corbin Building holds both city and national landmark status and is situated next to the Fulton Building. Initially planned for demolition, the structure was ultimately preserved and restored as part of the Fulton Center initiative, becoming an integral element of the transit hub. It accommodates street-level retail outlets alongside approximately 31,000 square feet (2,900 m2) of commercial office area.[32]

During the refurbishment of the Lexington Avenue Line platforms and construction of the transit facility, the building was structurally supported through underpinning. Preservation efforts maintained its distinctive architectural features, historic ornamentation, and exterior facade throughout the project. The entire building was incorporated into the development, featuring escalators on John Street that descend to both the Lexington Avenue Line platforms and the adjacent Fulton Building. Upon reopening in December 2012, retail operations resumed on the ground level.[19]

For the upper stories, an interstitial framework was constructed spanning the building's height between the original Corbin structure and the Fulton Center. This addition enables compliance with contemporary building codes. The interstitial section houses a new freight elevator along with two passenger elevators and reinforces structural support for the Corbin Building.[33] Notably, this interstitial structure is officially considered part of the Fulton Building.[34]

Completion and operation

In December 2013, Westfield Group entered into a two-decade lease agreement to manage retail spaces within Fulton Center.[35] The transit complex officially opened on November 10, 2014—approximately seven years behind schedule and exceeding its budget by $650 million.[3] Thanks to its integration of renewable energy technologies and energy-efficient systems, Fulton Center achieved a Leadership in Energy and Environmental Design (LEED) Silver certification in March 2016,[36] marking it as New York City's first subway station to earn this distinction.[37]

The pedestrian corridor connecting Fulton Street station with Chambers Street/Park Place/Cortlandt Street station launched simultaneously with Fulton Center in November 2014. Later, an extension linking to the World Trade Center Transportation Hub became operational in May 2016.[38] Plans once existed for a complimentary transfer between Cortlandt–Church Street station and the Template:NYCS trains at World Trade Center station; however, this proposal was abandoned due to budgetary constraints caused by value engineering.[3] By mid-2017, construction for this connection resumed and it opened following fare control reconfigurations in December of that year.[39][40] Additionally, a distinct transfer to Template:NYCS trains at WTC Cortlandt, situated outside fare control zones of both Cortlandt–Church/World Trade Center and Fulton Street stations, commenced service on September 8, 2018.[11]

In early 2024, reports emerged indicating Westfield's intention to terminate its lease at Fulton Center a decade prior to expiration.[35] The company attributed its decision primarily to escalating crime concerns within the facility.[41][42] In response to this move, the MTA initiated federal litigation seeking to prevent Westfield from prematurely ending its lease agreement.[35]

See also

References

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  3. ↑ 3.0 3.1 3.2 3.3 3.4 3.5 3.6 ...
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  15. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  16. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  30. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  31. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  33. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  39. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named :2
  40. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  42. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

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