Mysterious2train

Releasing a newsletter every month is interesting because it shows just how slowly the work is going at Lex-63rd! Even reading the announcements section makes it sounds like there was little to no progress. Can't wait to see almost the exact same wording in next month's newsletter (Maybe the plaza by the new station entrances will finally open, if we're lucky - MTACC has been "finalizing turnover to the Royale" for months now) Here's the direct link to the newsletters and other documents: http://web.mta.info/capital/docs_sas_alt.html Or, go to mta.info, scroll down to the "Building for the Future" section, click on "Second Avenue Subway" then on the SAS page click on "Publications" on the left side.

And in the PM Rush I would assume many trains are going into storage at the end of their runs and since the line's storage is at Broadway Junction/Canarsie there's little sense in them going out of service at Myrtle-Wyckoff.

The Second Avenue Subway Community Information Center just opened its 5th and newest exhibit: "Second Avenue Subway: Phase 2 and Beyond", Quoth the MTA: After the endless back-in-forth in this thread about what the alignment should be, will this exhibit change anybody's mind? I have to go see it myself. Here's the MTA's article.

Ha! It's been a month so I guess that means it's time for another delay on the Lexington Av-63 St renovation Congressman Maloney also released her report card for the project. I think it's a decent analysis of the MTA's efforts, except for the part which pretty much copy-pastes from MTA presentations because it sounds so stilted.

A new barge facility would be built on the East River near Pier 6. If built, barges would be used to help remove excavated rock and soil and bring in construction materials during phase 4. Phase 1 only used trucks for that purpose, and at the moment the same is planned for phases 2 and 3 - using barges for phase 4 would cut down on the number of trucks required to remove all the spoils.

I noticed the work in the 53rd St Tunnel originally planned for this weekend was cancelled, and these are happening instead. I'm guessing the outage at Lex Av-63 St was the main reason for the cancellation? If the reconstruction work at that station was finished already instead of limping along like it is now, these conflicts wouldn't be happening. It's disgraceful. Edit: quoting messed up, just ignore it.

Anybody see Charles Moerdler's threat to Horodniceanu this past Transit committee meeting? (although you can go back a few minutes for more context) Judlau of course, is the contractor for the 72nd Street finishes contract (And also for the reconstruction of Lexington Avenue-63rd Street). Granted, I doubt Judlau will actually be blacklisted and it'll be business as usual the next time they're gunning for a contract, but it was a nice gesture. Although to be honest I'm more disappointed in Judlau with the glacial pace of their work at 63rd Street. Even the MTA is essentially saying they're underperforming. Would you believe the reconstruction work at 63rd Street was originally projected to take 3 years (2011 to 2014), but now it's lasted 5 years? Also off-topic, but who does the close-captions for the MTA's board and committee meetings? Because they accidentally called Anil Parikh (one of the heads of the project) "Neal" which was a little funny.

Absolutely not. That map on nycsubway.org depicts the route planned in the 1970s. The most recent track maps for the current project come from the MTA's site, originally published as part of the project's final environmental impact statement (FEIS) back in 2004. Here's the link to the track maps: upper half and lower half. (For whatever reason the track map is split into two parts). Although, I have to point out this track map is also partially outdated since 72nd St was built with only 2 tracks, and this shows it with 3 tracks, as originally planned. (Keep in mind it is from 2004). Besides the 72 St area, these track maps show the most recent design that the MTA has publicly shown. Of course, more elements of the track layout could change as the MTA updates its designs for the latter phases. http://3.bp.blogspot.com/-d9ZK9TJxifE/TjFfHidpv1I/AAAAAAAAFEU/ujI7GljNhr0/s1600/72nd%2BStreet%2BStation.jpg This link shows what the track layout around 72 St actually looks like (with only 2 tracks). I also tried to draw the actual track layout of 72 St in the style of the track maps: http://imgur.com/MEsEcM0

Yes, the connection proposed in Phase 3 would be two tracks. Physically, it will be similar to how the 6 Av line local tracks split off from the Queens Blvd line west of 5 Av-53 St station. Right now under 2nd Ave there is nothing south of the curve to the 63 St line (around 65 St). The original plans for Phase 1 did include building the 2nd Ave malnline tracks (S1 and S2) down to 62 St, however, around 2006 the MTA decided to postpone building that section of the tunnels.

I bring links. Utility customers spared from having to pay for Second Avenue subway, other transit projects: (Crain's NY) Cuomo proposed to have Con Edison and other utility companies pay $375 million for utility relocations necessary for MTA projects, including SAS, although the state legislature rejected this. Maloney: Second Avenue Subway Project Entrances To Open On Time: (CBS Local) Pretty self-explanatory title, Congressman Maloney, who championed the project, is still confident the line will open on time. This month's presentation on construction to the NYCT and Capital Program Oversight Committee boards (starts on page 8). Includes an accelerated construction schedule with completion dates for activities such as track work, elevator/escalator installation, fire safety testing etc. in order to meet the December 2016 deadline Here's what's listed as the most pressing issues: - Because construction is still not done, there will be less time for testing than originally intended (3-4 months vs. 10 months) - Preparing to open 3 new stations at the same time will eat up resources - Not much room in the schedule for failure/retesting - The station entrances at 72 St are not projected to be completed until the fall, which could delay fire alarm testing - Small design changes are still being issued this late into construction I want to be optimistic but I can't help but be cynical. Also, this is not an issue that would affect revenue service, but it's also listed that equipment testing at Lexington Avenue-63rd St station won't be finished until the end of April, one month later than expected. I'm not surprised, but disappointed since the renovation at that station has just limping along slowly with the completion date being constantly pushed back. A few months ago the MTA attributed delays on "contractor productivity rate", so I'm certainly not imagining things. Thankfully it's almost done.

This month's NYCT board meeting talks more about the R211. It's mainly just fleshing out the arrangement of cars: - The MTA is looking to issue RFPs (request for proposals) - The 940 cars for the B Division would be split into a base of 565 cars and an option of 375. - So the base would include 565 cars for the B Division (referred to as R211A) as well as the 75 cars for SIR (R211S) and the open gangway prototype cars (R211T). - The first option would include 375 R211A cars. (All this in the 2015-19 capital program) - The second option would include anywhere from 280 to 520 cars to probably be ordered in the next capital program. Here's the link, on page 123.

Two sections of tunnel in East Harlem built in the 1970s: First segment is from 99 St to 105 St; this section is already connected to the Phase 1 tunnels and has track, signals and other infrastructure and will be used to store trainsets during Phase 1. Second segment is from 110 St to 120 St. It will have to be partially demolished and rebuilt to make room for a station at 116 St, since the 1970s plans (and the tunnel segment) did not include a station at 116 St.

MTA is looking to award contracts for preliminary work on Phase 2: Press Release: MTA Begins Procurements to Extend Second Avenue Subway to East Harlem

Board materials (page 128) The MTA is also modifying the 63rd St station renovation contract to add more fire dampers and do maintenance work in the tunnels between Lex Av-63rd St and 57th St-7th Ave. When it comes to the tunnels, you really can't help but wonder why the MTA didn't start this repair work until last month. It's not like this is an issue that just appeared out of nowhere one day, right?

Here's the link to the MTA's press release: http://www.mta.info/press-release/nyc-transit/mta-advances-work-second-avenue-subway-service

MTA's latest presentation to Community Board 8 Also just advertising that you can find a lot of information on their website.

Just another day on the Lex, right?

Both and service suspended between Brooklyn and Manhattan this weekend, that's going to be fun.

No. It's perfectly usable. Rerouted trains will still use the line sometimes in an emergency, and they just switch to the Queens-bound line right outside Lex Av-63 St station, like always. Edit: Better 10 days late than never.

Something small and interesting: three weeks ago when I checked the GOs for this weekend one listed southbound trains as rerouted via the and the from 71 Av to Jay St, with southbound and trains both running local in Queens. The reroute GO was eventually removed from the site and obviously isn't happening this weekend, but according to the MTA's site southbound trains are running local from 71 Av to Queens Plaza all weekend, but the is not listed as running local. so I assume it's running express like normal. And just to keep this story going, on the posters for this weekend's GOs put up in stations, southbound trains are listed as running local from 71 Av to Queens Plaza (Queens Plaza, not Queensbridge), which seems like 2 mistakes in 1.

http://www.ny1.com/nyc/all-boroughs/news/2015/12/16/mta-chairman-confident-in-second-avenue-subway-deadline--despite-consultant-s-report.html Sure am glad Prendergast/the MTA didn't miss a chance to name-drop Cuomo.

Latest report from the Capital Program Oversight Committee: The MTA with Con Edison hoped to turn on permanent power for all 3 stations by this month... but 96 St station's energization date was pushed back to next month, 72 St pushed back to the end of March and 86 St (the slowest of the 3 stations) won't be energized until the end of April. That's only one issue. Probably best summed up when the Independent Engineering Consultant said "The Project’s Schedule carries a moderate risk of delay to completion in December 2016." Article from Second Av Sagas about the topic The MTA's latest photos on construction, including a map of track installation area by area

Speaking of Rogers Junction, the original 2015-2019 capital program proposal from last year included $12 million to study redesigning Rogers Junction and Flatbush Av terminal, but the final program approved last month doesn't mention it at all. I hope its omission is just a typo or something. I'd hate to think it got postponed again...

The at Lex/125 would give Metro-North riders an easier trip to West Midtown. Right now if you’re a MNR rider going to somewhere like Herald Square or Columbus Circle you have to make 2 transfers after getting off at Grand Central. The will shorten those trips. This is a perfectly legitimate riderbase that’s being overlooked. Why? It’s no different from how LIRR riders transfer to the at Woodside or Hunterspoint to get to the East Side. There are many LIRR trains that don't stop at Woodside and Hunterspoint Av is rush hours only, but that doesn't mean that there's a lack of demand. Also, while I don’t think a westward extension down 125 St is an upmost priority, people here are really underestimating its usefulness. It would help riders in the Bronx by connecting all the north-south routes. I mean, right now traveling between the east and west sides of the Bronx and Upper Manhattan is a complete pain (and a few Select Bus Service routes does not negate that point). Being able to easily get from the to the via the would make a lot of Bronx trips shorter. Trainmaster, you say that Harlem has adequate subway coverage now but you seem to be ignoring the fact that these new connections would benefit people beyond those who live/work in Harlem. That's like me saying the MTA shouldn't have spent money to build the transfer at Jay St-Metrotech because Downtown Brooklyn already has adequate subway service. The Jay St transfer obviously benefits people whose destinations are not Downtown Brooklyn. Don't get me wrong, I obviously think a Bronx segment should be built, but it and a 125/Lex stop are not mutually exclusive. One isn't preventing the other. If the MTA suddenly decided tomorrow to scrap the 125/Lex stop and just build a terminal station at 125 St and 2 Av instead that wouldn't make a Bronx extension come along any faster. Censin does have a point on the reduction in capacity but most of the Bronx's local stations have 15 TPH or less so express stations aside the most major loss is a possible 2nd branch which is even further down the line than a 1st one.

Statement from Prendergast yesterday in response to all the criticisms of the Phase 2 funding. Basically the same as the one made last week. I know Maloney has been around since the beginning, but why are many of these politicians only coming out of the woodwork in these past few weeks? It's great to see something, but these projects need constant political support and oversight, not just in stints. Also, on the topic of omitting the curve onto 125 St, I agree with the need for service to the Bronx, but a stop at 125 St is important because of the transfer opportunities. Take the numbers with a grain of salt, but between 106, 116, and 125/Lex, the MTA projects that the lion's share of ridership will come from 125 St. As in, by making 116 St the last stop you're throwing away a lot of potential ridership. Even a stop at 125 St and 2 Av with a walking tunnel would see less ridership. If you're on Metro-North the is really not a bad option for heading to West Midtown since it goes straight to the W 57 St area and Herald Square. Not to mention that the fact that MNR riders and Bronx riders get the easier access to east of 2 Av. Much easier than a long walking transfer. If you're a rider who catches the at 125 to head to the far east side, it might be easier to just cut out the entirely. And I can't imagine transfer at Lex/125 would be any worse than the transfer at 53 St; probably faster if you're coming off the . It's another option people have. While building tracks under 125 St is an expense, that one stop brings in a big chunk of riders. And how far would an initial segment of a Bronx line go? Even if it only goes to say, 149 St, or all the way to Fordham, there's the expense of going cross-borough. Also, the stop at 125 St and Lex Av doesn't preclude building an extension to the Bronx in the future. When Phase 2 is under construction, the MTA plans to either build tail tracks up to 2 Av and 129 St or leave bellmouths around 121 St. Either way, a Bronx route can be built down the road without disrupting Manhattan service.