A $1.9 billion project will replace signals dating to the 1930s along 42 track miles of the A and C subway lines in Brooklyn and Queens, with completion expected in 2032.

MTA signal replacement work has begun on what New York officials describe as the largest signal and track modernization project in Metropolitan Transportation Authority history. The project will replace nearly century-old equipment on the Fulton and Liberty lines with communications-based train control, commonly called CBTC.

The state says the $1.9 billion investment is funded by revenue from New York City’s congestion-pricing program. It covers the corridor from High Street in Brooklyn to Ozone Park-Lefferts Boulevard in Queens, including 23 stations and about 42 track miles. Those stations serve roughly 350,000 riders on a typical weekday. Across their full routes, the A and C trains carry about 750,000 weekday riders.

The work is expected to finish in the second quarter of 2032. That long timeline reflects the scale of replacing active subway equipment while trains continue serving riders.

What the MTA signal replacement project includes

The project will replace the oldest remaining signal equipment in the subway system. Traditional fixed-block signals divide the track into sections and detect whether a train is occupying each section. The system works, but it gives dispatchers and trains a less precise picture than modern technology can provide.

CBTC uses continuous communications to track train locations and speeds more precisely. With better location information, trains can safely operate closer together. That can support more frequent service, shorter waits and quicker recovery after a disruption.

The first phase will replace aging switches and more than 250 feet of specialized track between 104th Street and 99th Street in Queens. The broader contract also includes infrastructure that could support future cellular service for riders, plus work intended to keep existing equipment in good repair during the transition.

The contract was awarded to L.K. Comstock and RailWorks in December 2025. The MTA capital dashboard lists the Fulton and Liberty CBTC project at approximately $1.915 billion.

Why modern signals can improve service

Signal problems are the leading cause of subway delays, according to the Governor’s Office and MTA. Aging parts are also increasingly difficult and costly to maintain because some components are no longer commercially manufactured.

The MTA already operates CBTC on the full 7 and L lines and on sections of the E, F, M and R routes. The state reports that on-time performance on the 7 line increased from 68 percent to 91 percent after modernization. It also says train speeds on the E line in Queens rose by about 10 percent after CBTC was activated.

Those figures do not guarantee identical results on the A and C lines. The project covers different geography, service patterns and equipment. Still, the existing results show why the MTA views signal modernization as one of its most important tools for improving reliability.

MTA Chair and CEO Janno Lieber said signal failures are the system’s largest source of delays and called the old equipment “ancient relics.” The agency says the new system should allow it to run more trains more reliably while reducing maintenance burdens.

How the project is being financed

The state says this $1.9 billion contract is funded through congestion-pricing revenue. That program charges most vehicles entering Manhattan’s central business district and directs the proceeds to transit capital work.

That funding source matters because the project is part of a larger political and legal debate about who should pay for New York City’s transportation infrastructure. Supporters say congestion pricing reduces traffic while creating a dependable source of money for mass transit. Critics have raised concerns about toll costs and their effect on drivers and businesses.

For related Phoenix coverage, read our report on New York’s congestion-pricing program and the recent Bryant Park accessibility project funded through the same program.

The Governor’s Office says congestion-pricing revenue is supporting signal work across nearly 85 miles of subway track. The separate 2025-2029 MTA Capital Plan provides another $5.4 billion for more than 75 miles of signal modernization on the Broadway, Liberty Avenue, Rockaway and Nassau Street lines.

A new construction strategy

The MTA says its design-build contracting approach is expected to reduce the per-mile cost by about one-third compared with earlier CBTC projects. Under design-build, one team takes responsibility for both design and construction, which can reduce handoffs and place more project risk on the contractor.

The agency is also focusing on installing the modern system without maintaining every element of the old signal network throughout the full transition. Officials say that approach can reduce duplicate equipment, control costs and make better use of scheduled service outages.

Those savings remain projections until the work is completed. Readers should watch the MTA capital dashboard for changes in cost, schedule and project status. A project expected to run into 2032 will pass through several budget cycles and years of construction conditions.

What riders should expect

The release does not provide a detailed schedule of weekend or overnight service changes. Major track and signal work commonly requires planned outages, reroutes or shuttle buses, especially when workers must enter active track areas.

Practical steps before traveling

• Check the MTA service-alert page shortly before leaving.
• Use the MTA app or official trip planner for current A and C service.
• Allow extra time during nights and weekends, when major construction is more likely.
• Look for posted information about shuttle buses, express-to-local changes and station bypasses.
• If you need an accessible route, verify elevator status and alternate stations before starting the trip.

Why this matters to Mohawk Valley readers

This project does not directly improve bus or rail service in Utica, Rome or the rest of the Mohawk Valley. Its local relevance is mainly practical and fiscal.

Mohawk Valley residents use New York City’s subway for medical visits, airport connections, college travel, business trips, tourism and family visits. The A train connects with John F. Kennedy International Airport service through the AirTrain at Howard Beach, while the A and C connect with several other subway and commuter-rail lines. More reliable service can reduce uncertainty for travelers making time-sensitive connections.

The funding debate also matters beyond the city. New York’s transportation systems compete for public attention, construction capacity and capital resources. Readers should distinguish between this project, which the state says is funded by congestion pricing, and upstate road, bridge and transit projects that use other state and federal funding streams.

What comes next

Initial work will center on the Queens switch and track replacement. Signal, communications and track installation will then continue across the broader Fulton-Liberty corridor. The state expects completion during the second quarter of 2032.

The most useful measures of success will be whether the project remains close to budget and schedule, whether service disruptions are clearly communicated and whether riders ultimately see fewer signal-related delays, more consistent travel times and greater train frequency.

The full announcement is available from the Governor’s Office.

Reader question: When you travel to New York City, which subway problems create the biggest difficulty for you: delays, unclear service changes, accessibility barriers or missed connections? Share your experience in the comments.