History of Grand Central Terminal

Grand Central Terminal arose from a need to build a central station for the Hudson River Railroad, the New York and Harlem Railroad, and the New York and New Haven Railroad in what is now Midtown Manhattan. having been incorporated in 1831. The railroad had been extended to Harlem, in upper Manhattan, by 1837. The first railroad structure of any kind on the modern-day site of Grand Central Terminal was a maintenance shed for the Harlem Railroad, built 1837 on the west side of Fourth Avenue between 42nd and 43rd streets. The building was later converted into the first Madison Square Garden. and had trackage rights to operate on the Harlem Railroad's tracks from Wakefield, Bronx, to Manhattan. The business magnate Cornelius Vanderbilt, who operated steamboats along the Hudson River, started buying the Harlem Railroad's stock in 1863. Vanderbilt attempted to get permission to merge the railroads in 1864, but Daniel Drew, a one-time competitor in the steamboat industry, bribed state legislators to scuttle the proposal. Drew unsuccessfully attempted to short-sell Harlem and New York Central stock, and Vanderbilt made large profits after buying stock in both companies. Vanderbilt became the president of the Hudson River and New York Central railroads in 1867, and merged them into the New York Central & Hudson River Railroad two years later, on November 1, 1869. He then built a connecting line along the Harlem River's northern and eastern bank, running from the Hudson River Railroad in Spuyten Duyvil, Bronx, to the junction with the Harlem Railroad in Mott Haven, Bronx, as part of the Spuyten Duyvil and Port Morris Railroad. Concurrently, the Harlem Railroad expanded in the area around the 42nd Street depot, which at the time was still sparsely developed. By the mid-1860s, the railroad owned 11 parcels bounded by 42nd and 48th streets on either side of Fourth Avenue, between Lexington Avenue and Madison Avenue. The structures on these parcels included two locomotive sheds, a car house, and a stable and horseshoeing shop for the horses that pulled Harlem Railroad carriages from 42nd Street to Madison Square. Vanderbilt developed a proposal to unite the three railroads at a single central station, replacing the separate and adjacent stations that created chaos in baggage transfer. The three lines would meet at Mott Haven, then run on the Harlem Railroad's tracks along Park Avenue in Manhattan to a new hub station at 42nd Street. == Grand Central Depot ==

By 1869, Vanderbilt had commissioned John B. Snook to design his new station, dubbed Grand Central Depot, on the site of the 42nd Street depot. Snook worked with engineers Isaac Buckhout and R.G. Buckfield to design the structure. Snook's final design was in the Second Empire style. Its design, materials, and convenience rivaled European train stations; it was considered the first in the U.S. to measure up to those in Europe. Construction started on September 1, 1869, and the depot was completed by October 1871. Structure The terminal consisted of a three-story head house as well as a train shed to the north and east of the head house. Grand Central Depot contained three innovative features of note: high-level platforms, level with train cars' floors; a balloon roof for the train shed, enabling a clear span over the tracks; and inspectors who allowed only ticketed passengers on the platforms. In particular, Snook took inspiration for the train shed's roof from St Pancras and London's Crystal Palace, as well as from the Louvre museum in Paris. Later modifications The tracks laid to the new terminal proved problematic. Accidents began immediately at the grade crossings along Fourth Avenue from 42nd and 59th streets; seven people died within 12 days of the New York Central & Hudson River Railroad's move to Grand Central. The following year, in 1872, Vanderbilt proposed the Fourth Avenue Improvement Project. while the segment between 56th and 97th streets, which was in a rock cut, would be covered over. Designed in the same style as the original station, with a mansard roof, it handled passengers disembarking to New York City, while the original building handled outbound traffic. If the annex had been a standalone station, it would have been the country's fourth-largest at the time, The New York Sun wrote just before it opened. The project included the construction of Depew Place, a marginal road on the east side of the annex named for longtime Vanderbilt lawyer Chauncey Depew and meant to complement Vanderbilt Avenue on the station's west side. The train yards were also expanded, and various maintenance sheds were moved to Mott Haven. == Grand Central Station ==

Grand Central Depot reached its capacity again by 1897, in an effort to reduce congestion and turn-around time for trains. Finally, the renovation added a new facade in the Neo-Renaissance style, based on plans by railroad architect Bradford Gilbert. The architect Samuel Huckel Jr. was commissioned to make further modifications to the terminal's interior. Park Avenue Tunnel crash and aftermath As train traffic increased in the late 1890s and early 1900s, so did the problems of smoke and soot produced by steam locomotives in the Park Avenue Tunnel, the only approach to the station. A week later, New York Central president William H. Newman announced that all of the railroad's suburban lines to Grand Central would be electrified, and the approach to the station would be put underground. All this prompted Wilgus—who had become the vice president of New York Central—to write a fateful letter to Newman. Dated December 22, 1902, Electrification would also remove the issue of smoke and soot exhaust; as such, the open cut could be covered over, and the railroad would benefit from enabling new real estate to be built along sixteen blocks of Park Avenue. The railroad's board of directors approved the $35 million project in June 1903; ultimately, almost all of Wilgus's proposal would be implemented. == Replacement ==

The entire building was to be torn down in phases and replaced by the current Grand Central Terminal. It was to be the biggest terminal in the world, both in the size of the building and in the number of tracks. The Grand Central Terminal project was divided into eight phases, though the construction of the terminal itself comprised only two of these phases.{{Refn|The projects included: a high-end electric-train hub being built on Manhattan's west side for the arch-rival Pennsylvania Railroad by McKim, Mead & White. Wilgus wanted the new Grand Central Terminal's architecture to match the grand design of Penn Station. In 1903, New York Central invited four well-known firms and architects to compete for the job: Daniel H. Burnham; McKim, Mead & White; Reed and Stem; and Samuel Huckel Jr. The two firms entered an agreement to act as the associated architects of Grand Central Terminal in February 1904. The design team, called Associated Architects of Grand Central Terminal, had a tense relationship due to constant design disputes. The New Haven refused to approve the final design until December 1909, when the two railroads and agreed to include foundations to support a future building above Grand Central Terminal. The railroad then entered a contract solely with Warren and Wetmore, who took full credit for the station's design. Before construction, the architects tested several aspects that were to be included in the building. They installed ramps of different angles and watched as people of a variety of ages, heights, and weights walked up and down them, in unblinded and blind trials. The incline chosen was 8 degrees, reportedly gentle enough for a child to toddle from a train to 42nd Street.).The variety eventually chosen was Indiana limestone. Construction starts Meanwhile, Wilgus, who had been tapped to lead the project, started to figure out ways to build the new terminal efficiently. To prevent interrupting railroad service, he decided to demolish, excavate, and build the terminal in sections. The construction project was enormous. About of the ground were excavated at depths of up to 10 floors, with of debris being removed from the site daily. Over 10,000 workers were assigned to put of steel and of track inside the final structure. but was loath to hire more workers because it would cost more money. This considerably slowed construction progress. The first bite was described as being largely complete the same year. The total cost of improvements, including electrification and the development of Park Avenue, was estimated at $180 million in 1910. Of that, the construction of Grand Central Terminal alone was expected to cost $100 million. Ongoing construction and completion The New York Central Railroad tested third-rail-powered electric trains in 1904, using a fleet of new MU Sprague-GE cars from the General Electric Company, and found that their speeds were adequate for service into Grand Central. Over the next few years, the New York Central and New Haven Railroads electrified their tracks, allowing trains to enter Grand Central Terminal upon its completion. The first electric train departed for the soon-to-be-demolished Grand Central Station, to the Harlem Division's High Bridge station in the Bronx, on September 30, 1906. Electrification was eventually extended to Croton–Harmon station, the Hudson Line's northern terminus. By late 1906, Harlem Division trains were also electrified, and its operations moved to the basement of Grand Central Palace; Harlem Line electrification would ultimately stretch as far north as Southeast station. New Haven Division electric trains started running to Grand Central in October 1907. Though the segments of the lines into Grand Central were electrified by 1907, The second and third bites were harder to construct than the first bite, as these were located over the most active sections of track on the west and center sides of Grand Central. The first and second bites had been completed by 1910. The last train left Grand Central Station at midnight on June 5, 1910, and workers promptly began demolishing the old station. The design of the new station was not finalized until 1910 because certain design elements of the new terminal, such as the Main Concourse, were not decided until most of Grand Central Station had been demolished The last tracks from the former Grand Central Station were decommissioned on June 21, 1912. It was later discovered that a motorman had accidentally broken a gas storage tank, causing a leak. A jury later declined to find the motorman guilty of wrongdoing. == 1910s–1940s: Opening and heyday ==

IRT elevated station, c. 1914 , in foreground, was built as part of Terminal City, a commercial and office district created above the tracks. On February 2, 1913, the new terminal was opened. Passengers boarded the first train at one minute past midnight. The opening had been celebrated one day prior with a private dinner for Warren and Wetmore and 100 guests at the Grand Central Terminal Restaurant. Within 16 hours of its opening, an estimated 150,000 people had passed through the new station. The building was nearly finished by this point, although some additions would take place later, including the installation of Glory of Commerce in 1914. Land values along Park Avenue and in Terminal City more than tripled from 1904 to 1926. Terminal City would eventually include office buildings such as the Chrysler Building; luxury apartment houses along Park Avenue; and an array of high-end hotels. The Commodore Hotel, built on the east side of Grand Central Terminal, was opened in 1919. Terminal City was mostly complete by the late 1920s with the completion of the Graybar Building in 1927 and the Helmsley Building in 1929. The development of Terminal City also included the construction of the Park Avenue Viaduct, surrounding the station; and another part of the viaduct opened in 1928. The electrification of the commuter lines and subsequent completion of Grand Central Terminal contributed to the development of affluent suburbs in the lower Hudson Valley and southwestern Connecticut. New York Central promoted new private suburban developments through its “Four-Track Series" magazine. By 1920, a total of 37 million passengers used the station. However, Grand Central was not the most-used station in New York City after 1919, because Penn Station consistently saw more passengers than Grand Central. Even so, Grand Central's development led to the rapid growth of New York City's northern suburbs. The Bronx's population nearly quadrupled between 1900 and 1920, while Westchester's population more than doubled. In 1918, New York Central proposed expanding Grand Central Terminal. Three tracks would be built on the outside of the suburban level, new platforms would be built, and the ramps to the platforms would be widened. A power plant would also be constructed at 43rd Street. Passenger numbers continued to grow, and by 1927, the terminal saw 43 million annual passengers. Minor improvements were made to Grand Central Terminal during the 1920s and 1930s, such as the 1926 opening of the Graybar Passageway, as well as the 1937 opening of Grand Central's newsreel theater. In 1938, two lower-level platforms were extended to allow commuters to board more easily. By that year, the terminal was regularly accommodating 100,000 passengers and at least 300,000 visitors on an average weekday. The ridership of New York Central as a whole declined slightly during the Great Depression. Regulations from the Interstate Commerce Commission and competition from automobile traffic were cited as factors in this decline. The railroad's finances were also put in danger because of the large amounts of debt incurred during the construction of Grand Central Terminal and Terminal City. New York Central's debt had grown from $299 million in 1911 to $377 million in 1914. By 1932, the railroad could not pay dividends to its stockholders, though this financial deficit was somewhat ameliorated by the end of the decade. Associated structures When Grand Central Terminal opened, it contained a direct connection to the adjacent IRT subway station. The current 42nd Street Shuttle platforms were part of the original IRT subway, which opened in 1904. The IRT Flushing Line platform, served by the , opened in 1915, two years after Grand Central Terminal's opening. The IRT Lexington Avenue Line platforms, served by the , opened in 1918. The Grand Central Art Galleries opened in the terminal in 1923. The space was operated by the Painters and Sculptors Gallery Association, founded by artists John Singer Sargent, Edmund Greacen, Walter Leighton Clark, and others. At its opening, the Galleries extended over most of the terminal's sixth floor, , and offered eight main exhibition rooms, a foyer gallery, and a reception area. The Grand Central School of Art remained in the east wing until 1944. In 1958, the Grand Central Art Galleries moved out of the terminal, to the Biltmore Hotel. A power and heating plant had been built in conjunction with the terminal, on the east side of Park Avenue between 49th and 50th streets. as well as to nearby buildings. The power plant was torn down starting in 1929 and replaced by the Waldorf Astoria New York hotel. J. P. Carey & Co. In 1913 when the terminal opened, J. P. Carey leased and opened a shop adjacent to and one level below the terminal's waiting room (now Vanderbilt Hall). Carey's business expanded to include a barbershop, laundry service, shoe store, and haberdashery, all under the name J. P. Carey & Co. In 1921, Carey also ran a limousine service using Packard cars, and in the 1930s, he added regular car and bus service to the city's airports as they opened. The businesses were very successful due to their location and show windows that Carey installed. Terminal shops were known to inflate prices, so the Carey businesses displayed affordable items with visible price tags in its show windows, as opposed to the norm of displaying the most expensive and luxury items. Carey would store his merchandise in an unfinished, underground two-story section of the terminal, which railroad employees and maintenance staff began calling "Carey's Hole". The name has remained even as the space has been used for different purposes, including currently as a lounge and dormitory for railroad employees. World War II mural to promote the sales of war bonds During World War II, the terminal became heavily used by troops moving across the United States, and thus additional ticket offices were opened. Mary Lee Read, an organist playing in the terminal from 1928 to the late 1950s, brought commuter traffic to a standstill during the war while playing the U.S. national anthem, and was subsequently asked by the stationmaster not to play the anthem and delay commuters. Also during the war, retired employees rejoined the terminal's staff, and women first began being trained as ticket agents, both to make up for the lack of younger men. Due to Grand Central's importance in civilian and military transit, the terminal's windows were covered with blackout paint, which would prevent aerial bombers from easily detecting the building. The terminal also hosted a canteen operated by the United Service Organizations. Known as the Service Men's Lounge, the space on the east balcony had pool and ping pong tables, a piano, lounge chairs, and lunch counters. The terminal was used for military funeral processions as well. == 1950s–1980s: Decline and gradual restoration ==

1950s: Demolition and modification proposals , 1954 Grand Central's ridership began to rise again during and after World War II. Its annual passenger traffic reached its apogee in 1946, with more than 65 million passengers. Around this time, passenger volumes had declined so dramatically that there were proposals to demolish and replace the station. Fellheimer & Wagner's proposal called for a 55-story building, the largest office building in the world with four to six million square feet. I. M. Pei, along with the developer William Zeckendorf, initially proposed an 80-story, tower that would have succeeded the Empire State Building as the world's tallest building; The plans by Fellheimer & Wagner and I. M. Pei prompted 235 letters from American architects to Grand Central's railroad directors, urging them to save the terminal. Neither design was ultimately carried out. However, Grand Central remained a busy hub. In 1960, the terminal had 2,035 employees, including its own fire inspection team, a 37-member police force, and two doctors and two nurses in its own emergency facility. It also held religious services hosted three times a week on track 13. Developer Erwin S. Wolfson proposed a 65-story tower to replace the six-story baggage structure north of the terminal. A modified proposal for a 50-story tower was approved in 1958. The tower became the Pan Am Building (now the MetLife Building), which was opened in 1963. 1960s: Further proposals and court decisions Another controversial proposal, put forward in August 1960, called for the upper of the 58-foot-tall waiting room to be converted into a three-story bowling alley. The proposal was controversial and critics referred to it as a "desecration" of Grand Central. The city vetoed the proposal in January 1961. The New York Central and New Haven Railroads unsuccessfully challenged the decision in state and federal court. Although the Pan Am Building's completion averted the terminal's imminent destruction, the New York Central continued to decline, and in 1968 it merged with the Pennsylvania Railroad to form the Penn Central Railroad. The Pennsylvania Railroad had started demolishing Penn Station's original station building in 1963, and over the following years, it was replaced with the current Pennsylvania Station, above which was built Madison Square Garden. The demolition of Penn Station directly resulted in the creation of the New York City Landmarks Preservation Commission, which made Grand Central Terminal a designated city landmark in August 1967. With a proposed height of , the tower would have stood taller than the Pan Am Building, and its footprint would have measured , the same size as the Main Concourse. The tower would have spared the Main Concourse, using the existing building's support structure and four huge trusses to cantilever over the concourse, but the southern third of the terminal would have been destroyed to make way for elevator lobbies and a taxi drop-off area. The plans drew huge opposition from the public and from architects. The most prominent criticisms came from Jacqueline Kennedy Onassis, who stated: In response to criticism, Penn Central modified the proposal in June 1969, decreasing the footprint of the proposed building and relocating it closer to the Pan Am Building. However, because of Grand Central's landmark status, the Landmarks Preservation Commission prohibited Penn Central from executing either of Breuer's two blueprints. and in January 1975, a judge for the New York Supreme Court invalidated the New York City landmark designation. Major personalities and the public held rallies to prevent the demolition of the terminal, and the New York Supreme Court's decision was overturned by an appeals court that December. The railroad's lawsuit against the city, Penn Central Transportation Co. v. New York City, was decided by the Supreme Court of the United States in 1978. In a 6–3 decision, the Supreme Court ruled in favor of the city, holding that New York City's Landmarks Preservation Act did not constitute a "taking" of Penn Central's property under the Fifth Amendment. That final ruling prevented Penn Central from constructing the proposed tower. Ownership changes The Metropolitan Transportation Authority, formed in 1965 and expanded through mergers with other transit agencies in 1968, started leasing the Penn Central trackage upon its formation. and gained ownership of the Hudson and Harlem Lines in May 1972. After Penn Central went bankrupt in 1970, its railroad operations were taken over by Conrail in 1976, but Penn Central retained title to Grand Central Terminal. and the Westclox "Big Ben" clock over the south concourse. In 1971, with state legalization of off-track horse race betting, ten ticket windows were repurposed for wagering on horse racing. In 1975, real estate developer and later U.S. president Donald Trump bought the Commodore Hotel to the east of the terminal for $10 million and then worked out a deal with hotel magnate Jay Pritzker to transform it into Grand Hyatt New York, one of the first Grand Hyatt hotels. Trump negotiated various tax breaks and, in the process, agreed to renovate the exterior of the terminal. The complementary masonry from the Commodore was covered with a mirror-glass "slipcover" facade; the masonry still exists underneath. In the same deal, Trump optioned Penn Central's rail yards on the Hudson River between 59th and 72nd streets that eventually became Trump Place, the biggest private development in New York City. The Grand Hyatt opened in 1980 and the neighborhood immediately began a transformation. Trump would sell his half-share in the hotel for $140 million in 1996. To improve passenger flow, a new passageway at Grand Central was opened in May 1975. Grand Central Terminal was listed on the National Register of Historic Places in 1975 and declared a National Historic Landmark in the following year. The interior was ultimately designated as a city landmark in 1980. On September 10, 1976, a group of Croatian nationalists planted a bomb in a coin locker at Grand Central Terminal. The group also hijacked a TWA airplane (Flight 355). After stating their political demands, they revealed the location of the planted explosives, which were removed and taken to a bomb squad demolition range in the Bronx. The bomb exploded as the police attempted to disarm it, injuring three New York City Police Department officers and killing another, a bomb squad specialist. 1980s: Air rights and withdrawal of intercity service After the failure of the Breuer proposal, Penn Central had some of air rights above Grand Central Terminal and its rail yards, of which only had been used to date. In 1983, it transferred about of these air rights to a partnership led by G. Ware Travelstead and First Boston Corporation. The group proposed to use the air rights to construct a , building on the site of an existing office tower at 383 Madison Avenue, near 46th Street, which partially overhung the underground rail yards. This would use up of the air rights. However, when the local community board vetoed the office building proposal, the developers threatened to build the tower above Grand Central's station building instead, or risk losing money because they could not use the air rights. In August 1989, the New York City Planning Commission rejected the plan to transfer the air rights to the 383 Madison Avenue site because the proposed site was not adjacent to the terminal, but rather, was only connected via a series of underground properties. A state judge upheld the city's decision in 1991. In the early 1980s, plans were developed for a series of passageways at the northern end of the station, leading to brand-new exits at locations at 45th through 48th Streets. The project, which later became Grand Central North, would be the first major expansion to Grand Central Terminal since 1913. though final approval for the project was not given until 1991. The MTA performed some restorations at Grand Central in the late 1980s, in advance of the terminal's 75th anniversary in 1988. The project restored the building's cornice, removed blackout paint applied to the skylights during World War II, installed new doors, and cleaned marble floors and walls. The Biltmore Room was renovated in 1985 by Giorgio Cavaglieri, and new departures and arrivals boards were installed above the ticket booths in the Main Concourse that June. == 1990s: Major restoration ==

Planning {{external media|width=220px|float=right In 1988, the MTA commissioned a study of the Grand Central Terminal, hiring the architects Beyer Blinder Belle, Harry Weese, and Seelye Stevenson Value & Knecht to create a master plan. The total cost of an extensive renovation was estimated at $400 million, which was considered an exorbitant amount. Minor maintenance continued to occur. By the end of 1989, the Kodak Colorama advertisements were planned to be removed from the Main Concourse, though the removal of the Colorama exhibit did not happen until March 1990. The MTA rehabilitated the large clock at the south facade in 1992, giving the clock its first-ever complete restoration. By December 1993, the MTA was finalizing plans to sign a 110-year, $55 million lease on the Grand Central Terminal as part of an agreement to renovate the terminal. In the same transaction, the amount of retail space was increased from . When Penn Central reorganized as American Premier Underwriters (APU) in 1994, it retained ownership of Grand Central Terminal. APU would later be absorbed by American Financial Group. Simultaneously, the adjacent subway station was slated to receive an $82 million renovation. Rehabilitation constellation points toward it During the 1995 renovation, all billboards were removed and the station was restored. The renovations included the construction of the East Stairs, a curved monumental staircase on the east side of the station building that matched the West Stairs. The stairs were proposed in 1994, and were built on the site of the original baggage room, which had since been converted into retail space. Although the baggage room had been designed by the original architects, the restoration architects found evidence that a set of stairs mirroring those to the West was originally intended for that space. The original quarry in Tennessee was reopened to provide stone for the new staircase and to replace damaged stone elsewhere. Each piece of new stone was labeled with its installation date and the fact that it was not a part of the original terminal building. Other modifications included a complete overhaul of the superstructure and a replacement of the mechanical departures board with an electronic one. squash championship in 2012 The project involved cleaning the facade, rooftop light courts, and statues; filling in cracks; repointing stones on the facade; restoring the copper roof and the building's cornice; repairing the large windows of the Main Concourse; and removing the remaining blackout paint on the windows. A cast-iron eagle from the facade of the former Grand Central Depot, which had ended up at a house in Bronxville, New York, was donated back to Grand Central Terminal and installed above a new entrance on Lexington Avenue. The renovation also nearly doubled the terminal's retail space, from to 170,000 (). An official re-dedication ceremony was held on October 1, 1998, marking the completion of the interior renovations. The cost of the project had ballooned to $196 million. Since 1999, the terminal's Vanderbilt Hall has hosted the international Tournament of Champions squash championship annually. The event involves installation of a 21 x 32-foot free-standing theatre in the round, made of glass, with spectators sitting on three sides around it. == 21st century ==

2000s and early 2010s In 2001, the September 11 attacks that destroyed the World Trade Center complex, also in Manhattan, led to increased security in Grand Central and other transit hubs across the city. The Joint Task Force Empire Shield (personnel from the New York National Guard) has since maintained a constant presence in the terminal. Shortly after the attacks, the MTA ordered two American flags to be hung in the terminal's Main Concourse, including a 20 x 40 ft. flag hung from the ceiling in the center of the room. By 2010, the station house was undergoing a 5-year project to replace its flooring, which was scheduled to be completed in 2012. This included of marble tile and an additional of terrazzo. Obtaining the matching marble required reopening the Tennessee quarry where the original marble was cut from. In 2011, one of the fine dining restaurants in the terminal, Charlie Palmer's Metrazur, closed. The restaurant, named after a French train line, was soon replaced by an Apple store. Centennial and improvements at the 42nd Street entrance, dedicated to Jacqueline Kennedy Onassis in 2014 On February 1, 2013, the terminal celebrated its centennial with a rededication ceremony and numerous displays, performances, and events. On that day, the American Society of Civil Engineers gave the terminal recognition as a Historic Civil Engineering Landmark. The New York Transit Museum exhibited Grand by Design, a history of the terminal, in the structure's Vanderbilt Hall. It was displayed there from February 1 to March 15, 2013, and subsequently at the Riverfront Library in Yonkers, New York from January 11 to March 17, 2014. Grand Central also became a sister station with Tokyo Station in Japan, in a similar agreement to those of sister cities. The agreement commemorated the two stations' centennials and recognized both as historic landmarks with important social and economic roles. Later in the year, Grand Central became a sister station of the Hsinchu railway station in Taiwan, a Baroque-inspired building that also opened in 1913. The main entrance foyer on 42nd Street was renamed after former U.S. first lady Jacqueline Kennedy Onassis on June 30, 2014, following a renovation. Also in 2014, following the rezoning of East Midtown, the One Vanderbilt supertall skyscraper was proposed for a site to the west of Grand Central Terminal, across Vanderbilt Avenue. The building, constructed from 2016 to 2020, has a transit hall at its base, underground access to Grand Central, and a pedestrian plaza between the skyscraper and terminal. Another improvement project near Grand Central Terminal, the replacement of the Grand Hyatt New York hotel, was announced in 2019. The structure would be torn down and replaced with a mixed-use structure with office and retail space, as well as a smaller hotel. In December 2017, the MTA awarded contracts to replace the display boards and public announcement systems and add security cameras at Grand Central Terminal and 20 other Metro-North stations in New York state. The next-train departure time screens will be replaced with LED signs. As part of the 2020–2024 MTA Capital Program, the Grand Central Terminal train shed's concrete and steel will be repaired. The work will tear up portions of Park Avenue and adjacent side streets for several years. The project would start in 2021 or 2022 and cost $250 million. Since trains will continue to run during the project, the MTA will conduct a pilot renovation of Park Avenue between 53rd and 55th streets. Long Island Rail Road access Work on the East Side Access project, which brought Long Island Rail Road trains into the Grand Central Madison station under the existing terminal, started in 2007. LIRR trains reach Grand Central from Harold Interlocking in Sunnyside, Queens, via the existing 63rd Street Tunnel and new tunnels on both the Manhattan and Queens sides. LIRR trains arrive and depart from a bi-level, eight-track tunnel with four platforms that will sit more than below Park Avenue and more than below the Metro-North tracks. Reaching the street from the lowest new level, more than deep, will take about 10 minutes. A new 350,000-square-foot retail and dining concourse is accessed via stairwells, 22 elevators, and 47 escalators connecting to Grand Central's existing food court. The MTA also planned and built new entrances at 45th, 46th, and 48th streets. The first proposals for Long Island Rail Road trains entering the east side of Manhattan date to 1963. In 1968, the 63rd Street Tunnel and a new "Metropolitan Transportation Center" at 48th Street and Third Avenue were proposed for the LIRR as part of the Program for Action. After people living near the proposed transportation center objected, the MTA's board of directors voted to use Grand Central as the terminal for the proposed LIRR route in 1977. However, due to the 1975 New York City fiscal crisis, the LIRR project was postponed indefinitely before the 63rd Street Tunnel could be completed. The East Side Access project was restarted after a study in the 1990s that showed that more than half of LIRR riders work closer to Grand Central than to the current terminus at Penn Station. Cost estimates jumped from $4.4 billion in 2004, to $6.4 billion in 2006, then to $11.1 billion. The new Grand Central Madison station and its tunnels opened on January 25, 2023. Purchase by the MTA Midtown Trackage Ventures, LLC, an investment group controlled by Argent Ventures, As part of the transaction the lease with the MTA was renegotiated through February 28, 2274. The MTA paid $2.4 million annually in rent in 2007 and had an option to buy the station and tracks in 2017, although Argent could extend the date another 15 years to 2032. The purchase would include all inventory, operations, improvements, and maintenance associated with each asset, except for the transferable air rights over Grand Central. At the time, the Hudson and Harlem Lines were owned by a holding company that had taken possession of Penn Central's assets upon its bankruptcy, while Grand Central Terminal was owned by Midtown Trackage Ventures. Under the terms of the leases for each asset, the MTA would only be able to exercise an option to purchase the three assets before October 2019. The MTA wanted to purchase the assets in order to avoid future double-payments on its existing leases for these assets. If the option were exercised, the closing of the sale was not proposed to occur until at least April 2020. The deal finally closed on February 28, 2020, with the MTA taking ownership of the terminal and rail lines, and with the final purchase price for the terminal at $33 million. Late 2010s to present In 2017 and 2018, the terminal planned to replace several of its longstanding foodservice tenants with more upscale eateries. MTA officials said they were willing to take lower rents in order to move trendier businesses into its retail spaces. One of the new operations is Art Bird, which is co-owned by chef Art Smith and Joseph Germanotta, father of musician Lady Gaga. Art Bird replaced Dishes, a grab-and-go business. Another is Prova Pizzabar, owned by restaurateur Donatella Arpaia, which replaced a Two Boots location. In September 2019, the MTA board approved its 2020–2024 Capital Program, which includes $348.8 million to repair the Grand Central Terminal train shed. The train shed project will be completed in multiple stages and will be completed in future capital programs. During the first part of the train shed project, the first section of train shed will be replaced and design work will be completed for the next part. The train shed repairs will address the deterioration of the train shed's roof and its support due to the intrusion of water and salt from Park Avenue. The Park Avenue Tunnel project will construct four new emergency exits in two locations. As part of the train shed project, about of the roof would be replaced; this involved replacing the roadways and sidewalks above the train shed. By 2024, the cost of the train shed replacement had increased to $1.7 billion. In 2020, Art Bird refused to pay rent to the MTA, complaining about the increasing use of the dining concourse by the city's homeless population. In response, the MTA threatened to evict the restaurant just as the COVID-19 pandemic was beginning to affect New York City. Another tenant, the Campbell, objected to the MTA's refusal to alter the bar's $1 million annual rent agreement while the agency was requesting a $4 billion bailout. As the outbreak became a pandemic and the state was put on lockdown, ridership declined, and the terminal was reported by The New York Times and other sources to be one of many typically busy locations in the city that had become nearly empty. A cartoon of the terminal's empty Main Concourse by Eric Drooker was the cover of The New Yorkers March 30 issue. In July 2020, the Great Northern Food Hall closed permanently; its space was leased in April 2022 to City Winery, which in September 2024 was replaced by a 400-seat restaurant called Grand Brasserie. ==Events and exhibitions==

Special events and exhibits at Grand Central Terminal have included: • In 1916, plans for then-controversial improvements to Riverside Park were displayed at Grand Central. • In 1955, a model of the , an aircraft carrier, was displayed in the Main Concourse. ==Incidents==

In 2015, the terminal banned protests known as die-ins, which were taking place there in reaction to police brutality. Among those arrested in the protests was the activist Reverend Billy. In the same year, the terminal was also host to several Black Lives Matter protests. Freedom of Information Act requests showed that MTA Police and undercover officers were monitoring and photographing the protesters there illegally. The Metropolitan Transportation Authority Police Department's actions within the terminal have received significant attention in the media, including a 1988 scandal involving seven officers behaving inappropriately in the terminal, including harassing a homeless man and patrolling the terminal unclothed. The department also arrested and harassed two transgender individuals, Dean Spade in 2002, and Helena Stone in 2006. Both were denied access to restrooms aligning with their gender identities; after lawsuits the MTA dropped its charges and changed its policy to allow use of restrooms according to gender identity. In 2017, an MTA police officer assaulted and arrested a conductor who was removing a passenger from a train in the terminal. ==References==