Jump to content

MTA announces $51 billion plan to save the subway, treat NYC’s transit sickness


Union Tpke

Recommended Posts

1 minute ago, Deucey said:

Still requires two things:

1) delaying thru traffic to merge into that exit lane (and related backups on the on/off ramps), and 

2) attentive motorists who plan ahead versus last minute changes.

There’s a reason the Feds mandated this - it’s best practice.

And given people drive like they walk, and in NYC people don’t pay attention to who’s behind them - on roads or even subway stairs - this is a beneficial project.

Even if it is beneficial, it's hard to see it being worth spending a large portion of $1.13 billion. Even worse, as I said before, those ramp connections are almost brand new (built as part of the previous bridge rehab). So it's really not a good value.

Link to comment
Share on other sites


@RR503 This is incredible. $4.7 BILLION will be in the Capital Program for Penn Station Access, in addition to the $895 Million in the 2015-19 Program. The whole advantage of the project is that it is using EXISTING rights-of-way, making use of EXISTING tracks. What the heck went wrong? I just can't..... All that is involved is some track work, substations, a bit of electrification, and new stations. UGH!

 

https://www.lohud.com/story/news/2019/09/16/mtas-51-5-b-capital-plan-help-pay-penn-station-access/2341595001/

Link to comment
Share on other sites

You know what stockholders do when they see a company in decline? Sell. The writing is on the walls: crippling costs of investing in infrastructure, extreme inequality, and Trump. The country is going to hell. Get out of NYC at least while everyone is still oblivious. Somebody is going to pay those corrupt contractors, cronies, and the wealthy puppet masters pulling the strings.

Link to comment
Share on other sites

1 hour ago, Union Tpke said:

@RR503 This is incredible. $4.7 BILLION will be in the Capital Program for Penn Station Access, in addition to the $895 Million in the 2015-19 Program. The whole advantage of the project is that it is using EXISTING rights-of-way, making use of EXISTING tracks. What the heck went wrong? I just can't..... All that is involved is some track work, substations, a bit of electrification, and new stations. UGH!

 

https://www.lohud.com/story/news/2019/09/16/mtas-51-5-b-capital-plan-help-pay-penn-station-access/2341595001/

This is giving me heartburn. Also reinforces my thesis that the future of American urbanism is on the West Coast. NYC is so stuck, and without really anyone who can unstick it meaningfully. 

Link to comment
Share on other sites

All I can think of while seeing these obscenely large price tags is a tweet from a while back where a person who worked in construction claimed that contractors had whole budgets devoted to paying bribes to politicians for contracts, favors and permits and it was the only way to get anything done in the tristate area.

Something similar has to be going on here and until we get a proper audit or someone blows the whistle on the whole thing it will just continue.

Link to comment
Share on other sites

Full report is out

https://new.mta.info/sites/default/files/2019-09/MTA 2020-2024 Capital Program - Full Report.pdf#page=14

I would post highlights, but there's honestly nothing too earth shattering in here. They're replacing Bergen St interlocking, which is funny, and it seems we may get work train CBTC, but beyond that the stuff in here is either super unspecific or already in the public domain. 

Link to comment
Share on other sites

4 minutes ago, RR503 said:

Full report is out

https://new.mta.info/sites/default/files/2019-09/MTA 2020-2024 Capital Program - Full Report.pdf#page=14

I would post highlights, but there's honestly nothing too earth shattering in here. They're replacing Bergen St interlocking, which is funny, and it seems we may get work train CBTC, but beyond that the stuff in here is either super unspecific or already in the public domain. 

That interlocking didn’t get any work during the Culver rehab 10 years ago?

Link to comment
Share on other sites

10 minutes ago, CenSin said:

That interlocking didn’t get any work during the Culver rehab 10 years ago?

No, it was NYCT's first solid state interlocking. Cut in in 2004 or thereabouts. 'Twas a disaster -- the thing is a lemon, and its (poorly signed, questionably calibrated) sea of GTs easily lose 90 seconds against what existed previously. I'm thankful it's being replaced, though am a bit apprehensive we may get something even more wacky. 

Edited by RR503
Link to comment
Share on other sites

59 minutes ago, RR503 said:

No, it was NYCT's first solid state interlocking. Cut in in 2004 or thereabouts. 'Twas a disaster -- the thing is a lemon, and its (poorly signed, questionably calibrated) sea of GTs easily lose 90 seconds against what existed previously. I'm thankful it's being replaced, though am a bit apprehensive we may get something even more wacky. 

Solid state interlocking?

Link to comment
Share on other sites

3 hours ago, Around the Horn said:

I think its criminal that they're spending $51 billion and not one LIRR diesel branch is getting electrified. Not even Port Jefferson which has been in planning since the 80's.

They'd have to stop filing suit for injunctions for that to happen. Look at how much Floral Park was able to hold up 3rd Main Track.

 

Also EMUs wouldn't gain as much as you think without basically rebuilding the line.

Link to comment
Share on other sites

6 minutes ago, RR503 said:

Full report is out

https://new.mta.info/sites/default/files/2019-09/MTA 2020-2024 Capital Program - Full Report.pdf#page=14

I would post highlights, but there's honestly nothing too earth shattering in here. They're replacing Bergen St interlocking, which is funny, and it seems we may get work train CBTC, but beyond that the stuff in here is either super unspecific or already in the public domain. 

After a Transit Center event I was at yesterday, I found Pete Tomlin and Andy Byford on the corner of Stone and Broadway. I thanked both of them for their work. Tomlin said that the Astoria Line was prioritized due to its high ridership.

Link to comment
Share on other sites

I am going to start my analysis of the long-awaited Capital Program. I will have to stop for class.

On Page 9:

Quote

Greater ability to get work done on nights
and weekends

One of the greatest obstacles to accelerating capital projects is the amount of time available to perform work, given the 24/7 operation of the subway and the extended hours of the MTA’s commuter railroads. The amount of work done in the subway system has now been increased by 40% by managing resources more effectively.

This is a lie. They have been doing this by increasing the hours in which they work and by reducing service, not by increasing productivity.

On Page 12:

Quote

Ultra-Wideband (UWB) Signaling/Axle Counters
UWB and axle counters are emerging innovative technologies currently being tested by the MTA that have the potential to enable conversion to modernized signaling to be executed more quickly, more cheaply, and in a less intrusive manner – supporting this capital program’s goal of resignaling six lines in five years.

Axle Counters are not an emerging technology. They are proven. It is good that they are being used.

Quote


Jamaica Station expansion
At Jamaica Station, which serves 10 of the 11 LIRR Branches, we’re spending $235 million dollars to rebuild the signals, tracks, and infrastructure. This will dramatically improve both the reliability and train speed through Jamaica, and improve what we all know as the “Jamaica Crawl.”

This is part of the stupid project to turn the Atlantic Branch into a shuttle.

On Page 14:

Quote

We’ve allocated more than $5.2 billion toward accessibility improvements in this Capital Program, and we will make 70 additional stations ADA accessible including four that may be advanced into an earlier program. By 2029, over 50% of stations will be fully accessible. The pace of investment will continue, with the goal of achieving maximum possible system-wide accessibility by 2034.

These four are likely the ones in '15-'19 that have design funded:

  • Tremont Avenue (B)(D) 
  • 14th Street (1)(2)(3)
  • 14th Street (F)(M) 
  • Sixth Avenue (L) 

It is nice that they are stating the goal of maximum accessibility by 2034. Adding elevators to some elevated stops, like those on the Flushing Line, will be a challenge. Property will have to be taken.

On Page 21:

Quote

Purchase approximately 900 A-division cars on numbered lines, equipped for modernized
signaling.

They state it later, but some R62/As will be kept, meaning that they will likely be kept for the (1), which won't use any track sections with CBTC.

Quote


Station circulation & access improvements and reconfiguration

This is good news. I want the details. Please redo Canal Street!

Quote


Renewal work at up to 13 stations on 10 lines in the Bronx, Brooklyn, Manhattan and Queens

These are supposedly stations where a lot of components need to be repaired. Are these the pushed back ESI stations or not?

Quote

Install wider fare-gates for all ADA stations

This is inaccurately shown in the Track section. This is good, and could allow for the elimination of emergency exits.

Quote

Install protective netting on elevated structures

It seems like that this is a bigger problem than the MTA admitted to.

Quote

 Make priority repairs and improvements at maintenance facilities system-wide including major work at the Livonia Maintenance and Atlantic Ave Power & Cable shops

This is superseded from the '15-'19 program. When will 240th get repairs?

Link to comment
Share on other sites

Page 24

Quote

Stations
Customers’ first experience with the rail- road is in the stations – they need to be accessible, safe, and comfortable. LIRR will renew 14 stations, replace as many as 8 elevators and escalators, and make 7 stations ADA accessible (in addition to the 108 stations already accessible or under construction) – progress towards the railroad’s goal for 100% accessibility by 2029.

This is interesting. Many stations are wheelchair accessible, but not completely ADA accessible. I don't know whether this will include those stations.

Page 25

Quote

Platform extensions at up to 5 stations

Finally! We need more.

Quote

Advance restoration of navigability of the Dutch Kills by demolishing an unused bridge & designing one bridge rehabilitation

This is interesting.

Quote

Improve and extend track at Port Washington Yard to increase branch capacity

Waste of money.

Page 26

Quote

Rolling Stock
Modernizing the fleet ensures more reliable service and increased passenger comfort. In this plan, Metro-North will replace train cars and locomotives that have reached the end of their useful lives – as many as 80 M-3 electric cars and 30 locomotives.

Only 80 M3s will go.

Quote

Power improvements are required to deliver reliable and safe service in a system near capacity with growing demands. This program will construct 2 new upper Harlem Line substations, supporting increased train capacity and reliability, and preparing for a future third track. Normal replacement of equipment, cables, and 3 substations will help preserve continued safe electric operations.

The power upgrades are much needed. The lack of power north of NWP is why so many M3s run on the Harlem Line. The third track is interesting.

Quote

ADA Improvements on the Harlem Line at up to 3 stations
ADA Improvements at Ludlow Station on the Hudson Line

Interesting.

Quote

Station renewals on the Harlem Line in the Bronx and Lower Westchester, including platform replacements, canopy repairs, and new customer amenities

Interesting.

Quote

Relocate/expand Southeast parking to enable future yard expansion

Design for this was in the '15-'19 program

Quote


Replacement of high speed turnouts on main lines

Quality investment.

Quote

Electrification of select segments of Track 1 on the Hudson Line

New Haven Line yard improvements planning for existing New Haven Line service

Great. More money wasted on yard improvements. Run off-peak service!

Page 28

Quote

Verrazzano Narrows Bridge
Approach ramps will be reconstructed while reconfiguring the non-standard left- exit Belt Parkway off ramps into a modern set of right-hand exits. The Belt Parkway will be widened between its east-bound VNB merge ramp and the Bay Parkway exit to eliminate its substandard traffic merge, reducing traffic congestion and improving motorist safety.


RFK Bridge
The next phase of work includes upgrades to support modern load criteria for trucks, meet seismic standards, and eliminate wind vulnerabilities. Design for new or widened ramps will reduce delays at specific traffic choke points at junctions with the Major Deegan and FDR drive.

Waste of funds. Stop expanding highways!

Page 43

Quote

The latest planning cycle began with the development of the Capital Needs Assessment. The initial results were then used to inform the development of the proposed 2020-2024 Capital Program (see Exhibit 3).

This is what they used instead of the Twenty Years Capital Assessment.

Pages 55-56

Quote

For the B Division, NYCT will purchase 640 cars to complete the replacement of the R46 fleet, and purchase an additional 437 cars for fleet growth, including for Second Avenue Subway Phase 2. These cars will be purchased via options to the ongoing R211 contract.

These investments will provide a sufficient number of railcars compatible with new signal
technology;

The MTA will exercise the R211 option order.

Page 56

Quote

For the A Division, car investments need to be accelerated to align with signal
modernization that is planned for the 2020-2029 period. NYCT will purchase approximately 900 cars to replace a portion of the R62/62A fleet (36-39 years old). The purchases will be coordinated to support the rollout of advanced signal technology on the A Division. Production of the new cars is anticipated to extend into the 2025-2029 program.

I wonder why they elected to not replace the whole fleet. The (1) will likely keep get the remaining cars.

Link to comment
Share on other sites

Page 59-60

Quote

Perform work at more stations, in a shorter period, than would be possible with other approaches;

Sounds good, but will they get it done?

Quote

 Stations with a high number of component defects may be considered for a more significant and comprehensive investment level known as station renewal. Up to 13 stations will be renewed in the next program. While many stations are eligible for this approach, NYCT will select renewal stations according to need and synergies with other capital work, to minimize impact on customers during construction and lower the cost, such as by combining renewals
with other initiatives such as ADA improvements;

It is about time.

60

Quote


Additional ancillary investments in stations ($385 million) include:
 The construction of a new customer connection between Livonia Avenue station on the Canarsie (L) line and Junius Street station on the New Lots (3) line, to be coordinated with ADA investments;

Great! Now don't renege on this promise a second time!

Quote


 Purchase of turnstiles and other fare collection equipment, including wider turnstiles/gates for improved access for customers with disabilities;

The ulterior motive is to make fair evasion harder.

Page 61

Quote

To achieve these goals NYCT will undertake the following projects:
 Make up to 70 subway and SIR stations accessible. (SIR investments are discussed in a later section);
 Four of these stations may be advanced into the 2015-2019 Capital Program.
This capital program’s plan for MTA New York City Transit and the Staten Island Railway includes accessibility investments at up to 70 selected subway stations, including any stations accelerated into earlier programs, for a total commitment not to exceed $5.2 billion in the 2020- 2024 Capital Program. If, however, the MTA determines or is compelled by a third party to progress major accessibility capital investments at any station other than one of the selected stations, the MTA reserves the right to substitute such station for one of the selected stations.


These projects will increase the percentage of total stations that are accessible to approximately 43%. The maximum distance to an accessible station will decrease from seven stops away (in some areas that are currently lacking coverage) to no more than two stops away, system-wide.

I wonder how Byford got them to fund the 50 Fast Forward stations, and 20 additional ones. We are truly blessed to have him at the helm.

Page 62

@RR503 Not looking good.

Quote

An additional principle for mainline switch replacement is to align investment with signals projects. In support of the accelerated rollout of advanced signal technology (discussed in the Signals section), all switches within the limits within signal modernization projects will be analyzed to determine their utility and confirm if they should be replaced or removed, based on an evaluation of how each switch contributes to flexible rail operations. A portion of the planned switch investment will be contractually packaged with this signal work.

Page 64

Quote

$325 million to install protective netting.

Now NYCT is afraid of lawsuits

Page 65

Quote

Note, however, that related investments in fleets, power, and other infrastructure are typically required to achieve the capacity increases enabled by advanced signal technology;

Now they realize. Why aren't these related improvements being funded?

More later.

Link to comment
Share on other sites

Page 66

Quote

All railcars purchased in the 2020-2024 program will be provided with necessary equipment to operate in upgraded territories. Funding is also included to provide compatible equipment for work train locomotives;

Yes!

Page 67

Quote

PA/CIS upgrades at approximately 76 stations on the B Division (lettered subway lines). These locations are the last remaining stations still utilizing antiquated analog PA systems with very limited announcement capabilities and signage. New state-of-the-art PA/CIS systems with clearer audio, digital signage, and remote announcement capabilities will improve communication with customers, under both normal operations and in the event of a service disruption;

About time.

Page 72

Quote

The ongoing rollout of Automated Bus Lane Enforcement (ABLE) will aid in improving bus travel speeds and reliability. More than half of the existing fleet with be retrofitted with ABLE systems;

Another good project

Page 73

Quote

 Bolster the locomotive and flat car fleets. Enhanced reliability of these core work train sub- fleets will be necessary to support the faster rate of investment proposed for signal modernization (discussed in the Signals section) and other initiatives in this and future programs;
 Replace other work train cars and rubber-tire vehicles based on age, condition, and functional needs. Each work train and vehicle type have a specialized role to play in keeping the system running for our customers. Investments will be focused on the replacement of over-age, low-performing, and service-critical portions of the work fleet.
Proposed 2020-2024 Capital Program - $354 million
To achieve these goals NYCT will undertake the following projects:
 Purchase locomotives and flat cars to replace older models;
 Purchase selected other classes of work train cars, such as tampers, crane cars, signal
supply cars, and a track geometry car;

Page 75

Quote


The 2020-2024 program includes over $500 million for environmental and system safety items, engineering services, insurance, and other program reserves to support the entire capital program; and nearly $200 million for other miscellaneous investments.

Page 84

Quote


Improving ADA accessibility to stations is a key driver behind the LIRR’s 2020-2024 capital investment strategy supporting the goal of making all stations accessible by 2029. The number of wheelchair accessible LIRR stations has increased steadily over the years, with over 85% of the LIRR’s 124 stations currently being accessible. Under prior capital programs, ADA ramps were installed at LIRR stations where a ramp solution was feasible. The remaining 16 non- accessible stations require the construction of new elevators in order to be made ADA accessible. At many station locations, replacement of deteriorated components such as platforms and station electrical systems are required to support elevator installation.
 

I am glad that they are focusing on making the entire system accessible. There was little talk about this in the last program.

Page 88

Quote

The 2015-2019 Capital Program includes investment to replace the aging M-3 cars which have been in service since the mid-1980’s. In 2019, the latest generation of MTA commuter rail rolling stock, the M-9 cars, are entering revenue service. This fleet incorporates modern customer amenities and other new features. Investing in LIRR's fleet will increase the MDBF, while the M- 3 fleet has an average MDBF of 65,000 miles, the new M-9 cars are designed to have an MDBF of 400,000 miles. Improving the fleet performance will mitigate up to 11% of train delays.
The fleet investments include growing the electric fleet by approximately 54 cars. This will support ESA service, projected ridership growth, and future service operations. This is in addition to 160 cars provided under the ESA project, for a total of 214 new electric cars, which will expand LIRR's fleet by 15%, or 23,000 seats. The replacement of the M-3s was funded in the 2015-2019 Capital Program, with the M-9 cars currently undergoing testing.

Please, order off the shelf European-type trains for the M9As! The FRA changed regulations. Why is the MTA so stupid and stubborn. They are wasting money.

Quote

This program will purchase 12 revenue locomotives and 17 coaches to support service to the LIRR’s non-electrified territory and address peak period service demands.
To address service needs and ridership growth, the LIRR will expand the non-electric fleet. Around 20% of LIRR customers begin their trips at non-electrified territory stations on the Montauk Branch, the Port Jefferson Branch, the Oyster Bay Branch and east of Ronkonkoma.
 

How about doing a no brainer and electrifying the Port Jefferson Branch and double-tracking it!

Quote


In addition, parking and station access improvements will alleviate parking shortages and accommodate future ridership growth while also supporting station access via biking, walking, drop-off, and other means of access.

Great, more parking. How about TOD?

Quote

At the completion of the 2020–2024 Capital Program, 92% of stations and their related assets will be in a state of good repair, 3 out of 7 stations on the Main Line and the Babylon Branch with short platforms will be extended, and up to 7 additional LIRR stations will be made ADA accessible.
The proposed program focuses investment around those stations with the worst rated platforms, as per the most recent LIRR Asset Condition Assessment. Replacement of platforms will be paired with platform extensions where applicable and with ADA elevators, tactile strips and braille signage. These stations include Hollis, Forest Hills, Hunterspoint Avenue, and Copiague. In addition, replacement and upgrade of the LIRR’s Mets-Willets Point Station will include platform, track and station infrastructure upgrades, including new elevators and a seamless, direct access from the LIRR Station to the proposed LaGuardia AirTrain Station, to support full-time service. The design and construction of this project will be closely coordinated with the Port Authority of New York and New Jersey. At Locust Manor and St. Albans, new elevators will be installed to make these stations ADA accessible, building upon other station investments undertaken in the 2015- 2019 Capital Program.

A lot to unpack here. Finally, platform extensions. Forest Hills needs the platform extensions. I don't know why they are adding elevators! The station is already ADA-accessible and has ramps! There is no reason for them, and there is no place to put them! Hollis is good, but I wish that they would extend my home station of Kew Gardens. 

It appears as though the MTA will be funding the renovation of Mets-Willets.

 

This is enough for now.

Link to comment
Share on other sites

 

Page 94

Quote

In support of anticipated service demand following the opening of ESA, the LIRR continues to undertake a multi-phase effort to modernize and improve the infrastructure in Jamaica – a critical hub and main transfer location for LIRR, located in central Queens. Current track and station capacity constraints limit the volume of train service which Jamaica can accommodate during peak periods. Building upon the Phase I and II projects undertaken in the 2010–2014 and 2015-2019 Capital Programs, the 2020-2024 program will focus on replacing, upgrading and modernizing the signal system which serves the Jamaica area. In addition, the Jamaica E Yard Extension will construct a new closed-deck rail bridge over 150th Street to allow for increased train capacity in the Jamaica Complex. This work will provide a new train route from east of the station directly into the station tracks. Completing these projects will improve operational reliability, reduce unscheduled infrastructure maintenance, and lay the ground work for implementing future aspects of Jamaica Capacity Improvements, including reconfiguration of both Hall and Jay Interlockings, located just east and west of Jamaica Station.

Page 96

Quote

The LIRR also plans to demolish abandoned and out-of-service structures, including the Main Line Cut-Off and Montauk Cut-Off structures, as well as Cabin M Bridge, all in Long Island City.

Stupid!

Page 99

Quote

Additionally, a design effort will be undertaken for new interlockings and strategic sidings on the Montauk Branch (which will enable construction in a future capital program), signal improvements to Divide Interlocking in Hicksville will improve operational flexibility, and there will be continued investment in lighting protection upgrades and replacement.

http://www.27east.com/news/article.cfm/General-Interest-Southampton/589628/State-Looks-To-Designate-Funds-For-Expansion-Of-The-LIRR-Montauk-Branch

Page 101

Quote

Also included is the second phase of enhancing Maintenance of Equipment facilities at Mid- Suffolk Yard in Ronkonkoma and progressing an environmental review for a new East End Maintenance Shop.

Anyone know anything about this?

Page 109

Quote

Commence the replacement of the M-3 electric multiple unit fleet that will exceed its expected useful life in 2020;

 

Quote

 Significant investment in the GCT trainshed – Begin construction to replace the first critical sector of the trainshed and advance design work for the next sector;
 Progress the first phase of the multi-phased replacement of the Park Avenue Viaduct including: in-depth inspections, design work and the initial construction phase;
 Undertake important safety enhancements in the Park Avenue Tunnel;

Page 110

Quote

Begin the first phase of the Brewster Yard improvements initiative by relocating and improving parking at the Southeast station, critical to allow for future expansion of the yard.

Page 113

Quote

The current 140-car M-3 fleet was originally built in 1984 and the cars will begin to exceed their useful life in 2020. These cars typically serve customers in electrified territory on the Harlem Line from GCT to Southeast and on the Hudson Line from GCT to Croton-Harmon. Since 2015, the annual MDBF of this fleet has decreased by more than 30% and the out of service rate has nearly doubled. Balancing this need for new cars with the needs of the rest of the system and available funding, Metro-North will replace the worst-performing units in the 2020-2024 Capital Program and continue in the next capital program to replace the remainder of the existing M-3 fleet, and provide for growth.

I presume that they are keeping the M3s until the power is upgraded.

According to a post here: https://pedestrianobservations.com/2015/09/30/lirr-scheduling/

Quote

— Electrical constraints on the Harlem are for 8 cars @ 6 minute headways on the 1984 electrification extension to Southeast. Not south of there; up to N. White Plains it can take 12-car trains and the craptacular signal system is the ultimate headway limiter. MNRR does a little bit of sleight-of-hand around those substation limits by assigning a lot more M3’s to the line at peak hours and play keep-away with the power-hungrier M7’s, then juggling the headway vs. train length ratio to sneak a long set or closely trailing set into certain slots. Substation upgrades are planned in prep for the M9’s because that M3 segregation option won’t be available any longer to skirt the limits. But that does not end up improving overall service levels or overall train capacity until they upgrade the signals and start lengthening those short 6- and 8-car platforms out to Southeast so platform dwells from over-long trains don’t start becoming their own limiter.

Pages 116-117

Quote


The less visible GCT trainshed is the operational backbone of Metro-North’s train service, with more than 700 daily trains carrying over 200,000 riders in and out of Midtown Manhattan. Metro- North is planning aggressive investments to address critical SGR needs of the GCT trainshed. A recent study identified areas of significant degradation of the GCT trainshed roof and its supports due to water and salt intrusion from Park Avenue and other areas over decades. Addressing the deteriorating condition of the trainshed is critical to operating one of the busiest passenger railroads in the country. Priority repairs continue to preserve safe operations, but the deteriorating condition of the trainshed has reached the point where critical elements of this over 100-year-old structure needs to be replaced. To minimize the impact on train service, the trainshed will be replaced in sections over several phases, with critical construction work undertaken in the first section while design work prepares Metro-North for construction of the next section to be completed as part of the 2025-2029 Capital Program. Investments in the trainshed address structural integrity and help to lower the risk of train service disruptions. The Park Avenue Tunnel project will construct four additional emergency exits in two new locations, improving egress from six to ten exits along in this critical tunnel running under the streets of Manhattan.

Anyone know where the new emergency exits might go?

Quote

Outlying Stations Projects - $340 million
Stations between Botanical Garden and North White Plains will be considered for renewal investment based primarily on the severe deterioration of the hollow core platforms initially constructed in the 1980s, and balanced with service level and track outage requirements, resource constraints, and other work within this segment. Station upgrades may include new platforms, new lighting, improved customer information systems, new platform canopies, and modernized passenger waiting areas.
Mobility access for customers will be improved at up to three stations on the Lower Harlem Line and at Ludlow on the Hudson Line. Work targeted for this investment will also balance service, outage and resource constraints. Upgrades may include new elevators and/or ramps. Following the completion of accessibility improvements in this program, 93% of Metro-North riders will use stations with full wheelchair access.

More accessibility on Metro-North is good.

Pages 117-118

Quote


The Brewster Yard Improvements – Southeast Parking project will improve parking at the Southeast Station by relocating, upgrading and expanding the existing parking to a new parking structure east of the existing station. The project includes an access route from existing roadways as well as numerous other passenger amenities, such as a pedestrian bridge from the parking facility to the platform, an intermodal area for connecting services, upgrades to the existing station overpass/elevator, and convenient Kiss & Ride drop-off/pick-up zones within the parking facility. The new garage will replace surface parking spaces on the western side of the station that must be relocated to make room for the critical northern expansion of Brewster Yard in a future capital program. The future yard expansion is essential to accommodate additional and longer trains, and to improve future capacity on the Harlem Line in conjunction with power, signal, third track and fleet improvements. Component investments in parking assets are also planned to be undertaken as part of the MTA SBD Program.

The third track is coming in the 2025-2020 program. Are they going to rebuild White Plains, which they are currently rebuilding, with a third track?

Page 120

Quote

In select locations, turnouts are replaced with high-speed turnouts to help reduce travel time for Metro-North customers and provide greater flexibility for the railroad.

@RR503 Any idea where it would make sense to replace turnouts?

Pages 125-126

Quote

n the Harlem Line, Power Improvements investments in this program include constructing two new power substations that are needed to support current and future service levels on the Line, currently in design in the 2015-2019 Capital Program. Design for the next three new substations on the Harlem Line is also included in this program, to be constructed in future capital programs. These new substations are an integral piece of a strategy to improve reliability and capacity on the Harlem Line, along with future signal system upgrades; a future mid-Harlem 3rd track; and expanded, reconfigured shop facilities. NHL power investments include the construction of a permanent substation at Pelham to replace the current mobile substation that has long exceeded its useful life. Two AC traction autotransformer power substations will also be replaced, located at Mamaroneck and Harrison in Westchester County, New York on the NHL. Design of these substations is included in the 2015-2019 Capital Program. On the Hudson Line, an allowance is included for the preliminary estimate to electrify Track 1 on the Hudson Line at select locations between Hastings and Croton-Harmon. The program to replace motor-alternator (MA) sets at all six Metro-North sites with a signal substation continues as well with one site to be designed and constructed.

Page 127

Quote

A recently completed study of Metro-North’s facilities informs the many significant interrelated investment needs for Metro-North’s shops and yards and related facilities, including supporting service expansion, train lengthening and yard improvements. The study defines the future needs of Metro-North’s Harlem and Hudson Lines and includes the improvements required so that yard and shop facilities that are currently at capacity can accommodate the projected future needs. These proposed improvements will allow Metro-North to more efficiently support planned operations and service levels and this work will aid in prioritizing investments in future capital programs, necessary due to funding constraints.
Using this study as a roadmap, Metro-North will make readiness investments in this capital program to relocate the Southeast Station parking facility in support of a significant overhaul and expansion of its Brewster facility to occur in future capital programs. The existing Brewster yard is over capacity, restricting Metro-North’s ability to meet projected ridership growth.
 

10 car trains on the Harlem Line?

Quote

Planning work needed for a new yard on the NHL to support existing non-Penn Station Access NHL service and operational needs is also scheduled to begin in this program. 

Page 140-

Quote

MTA Interagency
MTA Planning Initiatives Category N-811

 Increase capacity and reliability. Inadequate capacity on several subway lines results in overcrowded and unreliable service. The MTA will enhance its system to deliver reliable capacity to meet record ridership while incorporating new technologies to reduce costs and enhance service delivery;
 Improve geographic coverage. Regional development is creating new employment opportunities and access needs beyond the reach of the rail network, exacerbating existing accessibility issues in the furthest areas of the outer boroughs and the suburbs. The MTA will partner with key stakeholders to optimize new expansion opportunities, recognizing local smart growth policies and encouraging value participation;
 Serve a changing travel geography. Robust development and population growth are revitalizing neighborhoods across the City, and new travel patterns are less oriented to the Manhattan CBD. The MTA will augment the existing radial CBD-oriented network to serve the growing intra-borough and inter-outer borough travel markets;

Is TriboroRx in our future?

Page 145

Quote

LIRR Expansion (3rd Track) will enable greater capacity and reliability on the Main Line and for the first time allow for reverse commuting, as well as eliminating all grade crossings along the project corridor. The project will replace seven substations and replace railroad bridges with improved clearance to avoid bridge strikes. In addition, the project will improve quality-of-life in adjacent communities by improving the appearance and functionality of stations within the corridor by extending platforms to fit 12 railcars, reducing noise using noise attenuation walls, and reducing air pollution and eliminating wait time associated with idling vehicles at grade crossings;

Page 150

Quote

Budget and Schedule Status
After entering into a Memorandum of Understanding with Amtrak in February 11, 2019, allowing the MTA to advance design and construction and to run service on the Hell Gate Line, a Notice to Proceed was issued to the General Engineering Consultant on February 12, 2019.
Recent progress includes the commencement of preliminary design in which alternative track alignments are being developed. The Design Phase Agreement with Amtrak was executed in August 2019. Additionally, a revised Environmental Assessment is being finalized in advance of securing Congestion Mitigation/ Air Quality (CMAQ) funding for the project.
A pre-design estimate was developed with a total project cost of $1.583 billion. Reductions to the total cost will be targeted during preliminary design, incorporating cost containment principals.
Proposed 2020-2024 Capital Program - $1.131 billion
The proposed 2020-2024 Capital Program contains $1.131 billion, which will fully fund completion of the PSA Project.
It also includes the replenishment of $243 million, which LIRR is borrowing in the 2015-2019 Capital Program to advance the purchase of M-9 railcars for fleet growth related to future ESA service assumptions.
All elements of project management, design, construction management, insurance, and real estate necessary to support construction are also funded.
Funds totaling $452 million have been allocated in the MTA’s 2015-2019 Capital Program. The balance of funds required to complete the project is being proposed in this program.

Page 153

Quote

Regional Investments include work at Harold interlocking, the busiest railway junction in the country and the busiest passenger rail corridor in the United States. The introduction of ESA service will result in an additional 24 trains in the peak hour traveling through this already busy interlocking. The work includes Metro-North bringing trains from the Hudson Valley and Connecticut through Harold Interlocking and Sunnyside Yard to Penn Station. Recognizing the long term regional benefit of building an operationally “robust” complex through Harold interlocking that would accommodate the future needs of the LIRR, Amtrak, NJT and Metro- North, Regional Investments will provide critical operational flexibility for all the railroads to meet their long-term service plans. The investments include: an East Bound Re-route, which eliminates existing train conflicts between Amtrak and LIRR and increases speeds heading east and north; a Westbound Bypass, which will allow Amtrak and Metro-North to travel through the Harold complex without conflicting with trains heading into or out of Penn Station; and a Loop Track Interlocking, which allows flexibility for access to both Penn Station and the Mid-day Storage yard and increases capacity and speeds for Amtrak and NJT entering Sunnyside Yard.
Regional Investments also include the purchase of a small number of LIRR cars to support ESA growth.

Page 170

Quote

Robert F. Kennedy Bridge: Reconstruct/Relocate RI Ramps (QR & RM to and from Manhattan Plaza) - $92 million
This project will design and construct new Randall’s Island (RI) Ramps to replace the existing ramps. The current location of the RI Ramps (Queens to RI and RI to Manhattan) does not meet highway standards. Relocation of the ramps is necessary to improve traffic management for the Manhattan Leg of RI Interchange, facilitate future reconstruction of the old Manhattan Plaza concrete cellular structure, and improve access to and from Randall’s Island.

Page 171-172

Quote


Verrazzano-Narrows Bridge: Replacement of Upper Level Elevated Approach Decks - Phase 2 - $604 million
The reconstruction of the upper level approaches has been broken down into three Phases with Phase 1 starting construction within the 2015-2019 program. This multi-phased project is part of a multitude of projects identified within the master plan study to rehabilitate the VNB and upgrade it to current standards. Phase 2 construction will reconstruct the eastbound mainline approach and reconfigure both the upper and lower level Belt Parkway off ramps to a right-hand exit configuration (currently both are left hand exits). Eliminating the left-hand exits will significantly improve both safety and operations and meet current standards.


Verrazzano-Narrows Bridge: Lower Level Main Span Deck Rehabilitation - $102 million
Due to the sequencing of work required under the VNB Master Plan, the replacement of the lower level suspension deck at the VNB cannot be accomplished for many years. This project will perform all necessary rehabilitation of the existing lower level deck and joints to extend the service life of the deck until it can be replaced.


Verrazzano-Narrows Bridge: Widening Belt Parkway, Phase 1B - $82 million
This project will reconfigure the eastbound VNB exit ramp merge with the Belt Parkway, and address the need to widen the eastbound Belt Parkway to add an auxiliary lane, from the VNB exit ramp merge to the Bay Parkway exit ramp. The improvement will eliminate an existing lane drop that is the root cause of traffic backups and is a major safety improvement that will directly address B&T’s to traffic safety hotspot.

More to come

Link to comment
Share on other sites

Link to comment
Share on other sites

On 9/17/2019 at 11:03 AM, CenSin said:

Any think that they’ve decided to install CBTC in all the wrong places? Methinks CBTC should be added around where trains do a lot of switching, like:

  • 145 Street to 103 Street ((A)(C)(B)(D))
  • 72 Street to 42 Street–Port Authority Bus Terminal/47–50 Streets–Rockefeller Center ((A)(C)(B)(D))
  • 49 Street to 23 Street ((N)(Q)(R)(W))
  • 57 Street to 42 Street–Bryant Park ((F)(M))
  • West 4 Street–Washington Square to Delancey Street–Essex Street ((F)(M)(J)(Z))
  • York Street/Fulton Street to Carroll Street ((F)(G))
  • 7 Avenue to Church Avenue ((B)(Q))
  • Prospect Avenue to 53 Street/9 Avenue ((D)(N))
  • Manhattan Bridge to Atlantic Avenue–Barclays Center ((B)(D)(N)(Q))
  • West 4 Street–Washington Square to Fulton Street/World Trade Center ((A)(C)(E))
  • High Street to Clinton–Washington Avenues ((A)(C))

I was pleasantly surprised they decided to include the Astoria (N) line as part of phase I of mass-CBTC installation (2019-2024). The 14 TPH cap at Ditmars Blvd really hinders Broadway Line service (along with the car shortages), and the mere 23 TPH capacity of the 60th Street tunnel needs to be mitigated to allow an increase of rush hour service from Queens.

 

I also bolded/highlighted the segments I agree with in terms of CBTC installation for the first phase.

 

The Bronx IRT (2)(5) between East 180 St and 125 St is also in need for upgrades.

Link to comment
Share on other sites

  • 2 weeks later...
On 9/18/2019 at 7:57 PM, CenSin said:

You know what stockholders do when they see a company in decline? Sell. The writing is on the walls: crippling costs of investing in infrastructure, extreme inequality, and Trump. The country is going to hell. Get out of NYC at least while everyone is still oblivious. Somebody is going to pay those corrupt contractors, cronies, and the wealthy puppet masters pulling the strings.

Actually More and More Americans mostly Young are Fleeing US due to all of these that you've mentioned.

Link to comment
Share on other sites

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

Guest
Reply to this topic...

×   Pasted as rich text.   Restore formatting

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

×
×
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.