While looking into the history of the Hudson Yards’ subway stop last night, I came across a series of dates that represent a stark reality. That reality focuses around how we have essentially stopped growing out the subway system for nearly sixty years now. Even with massive investment in capital expenses since the early 1980s, the subway we have now is nearly the same subway we had in the early 1950s, give or take just a handful of stops.

Mull on this, the most recent opening dates for new subway stations per borough:

Manhattan: 2015 (34th St.-Hudson Yards)

Queens: 1989 (21st St.-Queensbridge)

Brooklyn: 1956 (Grant Ave.)

Bronx: 1941 (Dyre Ave. stops) or 1933 (Concourse Line)

Staten Island, of course, still doesn’t have connection to the rest of the New York City subway system and most of its modest Railway dates to the 1860s. The year for the Bronx is up for debate since the Dyre Ave. stations in 1941 reopened as part of the IRT after they were converted from what we would now consider commuter rail. The most recent original subway stations to open in the Bronx are the Concourse Line stops which date from 1933.

Even this figures obscure the depth of the lack of system expansion. Since Grant Ave. — also a replacement stop for a formerly elevated station along Fulton St. — opened in 1956, four stations opened in Queens and seven (including South Ferry) have opened in Manhattan. That’s 10 new stations and one replacement over 60 years. If you look at New York’s so-called peer cities, including Paris and London, what we’ve done is embarrassingly inadequate in comparison.

It’s relatively easy to trace the history of divestment in the subway. Robert Moses bears some of the blame as does a crippling forty-year insistence on a five-cent fare. White flight in the 1950s followed by the collapse of the city in the 1970s meant that money simply wasn’t available to invest back into the transit system, and national trends at the time didn’t really support federal funding for transit expansion either. It’s been a perfect storm of non-investment at both the local and federal level since my parents were children.

Yet, I have a nagging concern that we’re simply not thinking big enough. The MTA has a $28 billion capital plan on the table, and yet, the plan would add a handful of Metro-North stops to the Bronx and no subway stations. The three new Second Ave. Subway stations set to open this year are part of the capital plan that ended in 2015, and the next three that are a part of Phase 2 aren’t likely to be fully funded until the 2020-2024 plan. We’re not expanding, and we’re not keeping up.

So what happens next? It’s hard to deny the city is growing. Although Brooklyn’s population, for instances, remains a hair lower today than it did in the early 1950s, Queens has 50% more residents now than it did in the 1950s. Can we add transit on par with European counterparts? We would need massive investment and proper prioritization (unlike, say, the Brooklyn-Queens Connector). It’s possible but improbably as long as the city and state play a tug-of-war over control of transit planning within and around New York City.

At some point, though, this lack of investment and growth will come back to bite us as competitive cities can offer better and more efficient mobility. We should have a Utica Ave. subway, a circumferential line, extensions through Queens, and a new cross-Bronx subway (or light rail). That we do not and have no plans to build any or all of this should cause some internal urban soul searching. That it hasn’t so far is the problem.