Second Ave. Sagas

May

The Low Line as fait accompli

By Benjamin Kabak · Comments (6) ·

The Williamsburg Bridge Trolley terminal as seen in its younger and more vulnerable years.

The Low Line — the ambitious and futuristic plan to send sunlight into an underground trolley terminal while turning the space into a park — is the project that just won’t die. For the better part of three years, we’ve heard about the efforts to convince the city to support this project at the expense of transit space. The Wall Street Journal in particular seems to be in the pocket of the Low Line’s opponents, and the paper has run yet another glowing article about the park plan with nary a nod to potential transit uses for the old Williamsburg Bridge Trolley Terminal.

The latest piece of pro-park prose comes to us from Gabrielle Hamilton. She calls the Low Line plan a “startlingly vivid apparition of an evanescent and vanished city.” Even though it’s been six decades since the trolley terminal was still in use, turning it into a hyper-gentrified, hyper-yuppified park that is designed to be intentionally imitative of Chelsea’s High Line is somehow evocative of the grittier New York from the 1970s and 1980s. Along with this nostalgia for a much worse time in the city’s history, Hamilton writes of the Low Line as though it’s definitely happening and nothing can stop it. In her words, she writes of the impact the Low Line plans made upon a first viewing:

It was living in a walk-up, with a decades-defunct buzzer. Friends hollering up from the street and you throwing the key down in a balled-up sock. In the sweltering summers you hung out on the fire escape, took cold showers in the tub in the kitchen and reached your wet hand through the curtain to turn off the burner under your hissing stove-top pot of Café Bustelo…

It may not have been like 30 years ago, when the cool kids who would shape the future met each other Monday nights at the Pyramid Club on Avenue A or, later, sobering up with blintzes and coffee at the Kiev as dawn broke. But [Dan] Barasch, 36—the computer-game-playing ultra smartie, who’d worked at Google and also for New York City government and who can speak in easy, fluid paragraphs about “silos of knowledge” and “curating global intelligence”—had met [James] Ramsey, 35, here in New York, through a friend. Their work reflects the politics and aesthetics of their generation’s sensibility, which is all about being green, recycling, repurposing and community building through technology. But the connection to my generation—and to all New Yorkers, both permanent and transient—is that Ramsey and Barasch’s inclination toward technology, green space and community stands tall, but not so tall as to cast in shadow their dedication to art, the urban and the gritty…

Ramsey and Barasch’s vision of the Lowline has become anything but fiction. There’s been a Kickstarter campaign backed by 3,000 supporters. The $150,000 they raised online financed a full-scale model, with working remote skylights and parabolic dishes, which the duo and their dedicated team exhibited for a month…There’s been legal vetting; a budget and a business plan; and endorsements from community board #3, the City Council, the State Assembly and the New York State Senate. What they most need now—apart from the $55 million it will take to build—is for the MTA to let them have the space. It may take another 5 years, or 10, but the Lowline, with its even spread of political, financial and community support, is poised to become the New Yorkiest thing to happen to New York City since the Double-Dutch tournament at the Apollo Theatre.

This isn’t the first time we’ve heard such an over-the-top adulation of the Low Line from The Journal. Earlier this year, in the Real Estate, Journal writers spoke of enhanced property values the park could bring, again ignoring any potential transit uses. The Journal has decided the Low Line shall exist, and exist it shall.

But those hurdles Hamilton mentions aren’t insignificant. She speaks of $55 million as though it’s a drop in the bucket, but it is exactly the opposite. Barasch and Ramsey won’t be able to fund that total through Kickstarter, and if we cast a glance across town, even the High Line raised only $44 million from donors for its first two sections. Will the city fork over the dough for the Low Line? Should it?

Meanwhile, getting the MTA on board won’t be easy either. There is no real reason for the agency to give up on valuable transit space. True, it has sat unused for longer than it was in use, but as Cap’n Transit explored last year, it could and should be in use again. Until we know for sure there are no transit uses for the space and until the MTA is adequately compensated for the terminal, it will remain in this limbo of past ghosts and future promises.

A few years ago, the Low Line had the ears of some higher-ups at the MTA, but those higher-ups have long since moved on and out. The Low Line gets press because it’s a unique idea, but ultimately, we don’t even know if it’s a sustainable or realistic idea. The MTA would have to go through an RFP process for the space, and build-out and maintenance costs won’t decrease. It’s not going to be five years or ten, as Hamilton imagines, and it probably shouldn’t be ever.

Categories : Abandoned Stations

Comments (6)

Reminder: FASTRACK on the IRT’s Lexington Ave. Express · Due to some pretty seamless site maintenance last night, I didn’t have a chance to post about the FASTRACK treatment for the week, but as far as service changes go, it’s pretty harmless. In fact, it’s barely a change in regular service patterns. Beginning at 10 p.m. and running until 5 a.m. for the next two nights, 4 and 6 trains will run local in Manhattan while 5 train service into Manhattan will end early. The 5 will still run in the Bronx.

Basically, this FASTRACK moves up the regular weeknight service patterns by about an hour or so and will have a small impact on commute times. It’s barely a bump in the road. The next overnight closure will be during the first full week of June on the Queens Boulevard lines between either 5th Avenue-53rd Street or 21st Street-Queensbridge and Roosevelt Avenue. · (0)

Some Metro-North, Amtrak service to resume today · While the MTA continues to say that Wednesday service will be normal, some limited Metro-North and Amtrak service will resume today through the track in Connecticut damaged by Friday’s derailment/collision. With one of the two tracks now in service, the 3:07 p.m. from Grand Central will ride through to New Haven, and the 4:23 p.m. from New Haven will operate to Grand Central. The MTA plans to run half of the regular eastbound peak service this evening and hourly westbound service.

“We recognize the critical importance of both Metro-North Railroad and Amtrak to the regional economy,” said Metro-North President Howard Permut. “Although reconstruction and testing of the second track will not be completed until late tonight, enough work has been completed to allow us to operate this limited service in advance of resuming our regular schedule on Wednesday.”

Trains will pass through the area at just 30 miles per hour, and for seven miles around Bridgeport, Connecticut, trains will be single-tracked. Metro-North is warning its customers to expect delays. Amtrak, meanwhile, will run an Acela leaving Boston at 3:15 p.m. and an Acela departing New York at 4 p.m. Service along with the Northeast Corridor will run as scheduled after those two trains. · (1)

May

A gift for the Garden and Penn Station’s future

By Benjamin Kabak · Comments (42) ·

No matter what happens with Madison Square Garden, this Penn Station, shown here in 1910, isn’t going to return.

For the last few months, we’ve heard a lot about the future of Madison Square Garden and its relationship to Penn Station. Community groups and various city stakeholders believe MSG should not be granted an unlimited license to operate about Penn Station, but there’s a sneaking suspicion that these efforts are fronted by those who care first about reclaiming a grand building for Penn Station and second about expanded transit access into and through New York City. The debate may soon come to a head with a time limit on MSG but also an out that could render the time limit pointless.

In a story published last night on Capital New York, Dana Rubinstein reports on a gift for Madison Square Garden from the city that could arrive as early as Wednesday. Here’s her take:

The city will in fact propose a 15-year renewal, rather than a 50-year one, which is in theory a victory for the planners. But the proposal also contains a major loophole: if the Garden meets certain conditions during those 15 years, it can get a permit to remain on top of Penn Station in perpetuity.

Namely, the Garden would have to come to some sort of an agreement with the three railroads that run beneath it to make improvements to the station, like adding new escalators and elevators. If such an agreement were to reached, and the City Planning Commission’s chair (who is appointed by the mayor) were to approve it, then the Garden could remain where it is, on top of the ever-more-crowded Penn Station. Its special permit, in other words, would have no expiration date.

“We think this exception would be a mistake,” wrote Robert Yaro, president of the Regional Plan Association, and Vin Cipolla, the president of the Municipal Art Society, in a letter to planning commissioner Amanda Burden last week. “Although the City Planning Commission cannot solve this problem singlehandedly, we would like to underscore that the only way to regain a train station worthy of New York’s status as a global city and to meet the needs of a growing economy and population is to relocate the Garden and build a new station from the track and platform level up.”

Without knowing the full details of the agreement, I’m withholding full judgment on the deal. There has to be more to it than some new escalators and elevators as those are instead seemingly the centerpieces of the $1.6 billion Moynihan Station plan. Hopefully, there is more to it, and we’ll find that out on Wednesday.

On the other hand, Yaro’s concern again seems to focus around the building, but if you read his statement closely, it’s more of an appeal to sensibility. He wants that new station from the track and platform level up, and that’s the key. New York City needs to redesign Penn Station from the bottom up, and if it comes with a new headhouse that looks nice and doesn’t cost an arm and a leg, then fine. If MSG can figure out a way to improve the track, platform and station concourse levels while maintaining an arena above ground, that’s fine too really. Simply put, we need to focus on the transit experience at Penn Station first.

Of course, not everyone agrees. In The Post yesterday, Steve Cuozzo penned a persnickety piece on Penn Station. Comparing a potential new Penn to the absurdly expensive and functionally questionable buildings at Fulton St. and the PATH WTC Hub, he writes, “Penn Station remains tolerably clean, safe and functional. Its lack of sex appeal hardly justifies the cost and years of chaos that trying to beautify it would entail… Let Penn Station be Penn Station. Remember, many thought it a fine idea in the 1960s. Let it remind us that change is not always to our good.”

But that’s quite right either. Penn Station has stretched the boundaries of functionality, and at rush hour, frequent users would question even that limited appeal. It also has no room for growth in ridership or trans-Hudson service. Right now, all we know is that something needs to be done. We don’t know what or how, and if it means keeping MSG on ice for a few years, so be it. The arena will still recoup of the costs of its recent renovations and then some, but the chance to right the Penn Station transit wrongs doesn’t come around too frequently.

Categories : View from Underground

Comments (42)

Metro-North ‘confident’ Wednesday service will be normal · As repair continues along the 2000-foot section of track damaged by Friday’s derailment and collision, Metro-North officials said today that they anticipate restoring full peak service in time for Wednesday morning’s commute. “We are confident that the reconstruction work, inspection and testing will be completed in time for a normal rush hour on Wednesday,” Metro-North President Howard Permut said in a statement. The shuttle bus/train combination in place on Monday will last through the day on Tuesday.

The MTA, meanwhile, reported that 750 people took the train/bus combo from Bridgeport to Stamford. That figure represents that 20 percent of the usual a.m. peak ridership at New Haven, Milford and Stratford. But overall peak ridership declined by just 20 percent on Monday as Connecticut travelers drove to nearby stations to catch their trains. The Harlem Line saw a bump in ridership by around six percent over a typical Monday.

Despite Metro-North’s good news, Amtrak has yet to announce restoration of service along the Northeast Corridor from Boston to New York. I’ll have more as news breaks. · (1)

SI Council member highlights the 44-inch problem · As part of the MTA’s effort at making travel easier for parents with small children, kids 44 inches tall and under may ride the subways and buses for free when accompanied by an adult, but this rule has some strange consequences. The problem, as one Staten Island Council member recently noted, is that height isn’t consistent across ages. As growth charts show, some kids may reach 44 inches at 4 while others may not get there until almost 7 years of age.

Debi Rose wants the MTA to address this problem by moving toward an age-based solution. Based on the 50th percentile on the height charts, children five and under can ride for free. “Due to healthy eating and diet, and the fact that some families are just predisposed towards height — towards tallness — they are being charged the full fare for children who look like they’re older than 5, but in essence are not,” Rose said to the Staten Island Advance.

Of course, age is just as challenging to enforce as a height limit. Kids taller than 44 inches frequently pop under the turnstiles, often at the urging of their parents, and there’s no real way for a bus driver to ascertain a child’s age. Still, for those that embrace the honor system, an age limit seems more reasonable than a height limit, no? · (32)

May

A collision response with little overall coordination

By Benjamin Kabak · Comments (43) ·

A glimpse inside one of the damaged Metro-North trains. (Photo via @KarenLeeWFSB)

As Metro-North crews work to repair the twisted rails and investigators continue to probe Friday’s derailment/collision, the MTA is warning that commute woes could continue well into the coming week. The accident has snarled traffic throughout the Northeast Corridor, and it serves to underscore how fragile the region’s transportation is and how disjoined coordination across entities can be.

The MTA and Connecticut’s Department of Transportation have put in place a plan for the 30,000 customers impacted by the 31-mile outage near the east end of the New Haven Line. On Monday morning, a shuttle train will run between New Haven and Bridgeport with express buses providing service to Stamford where trains to the city will be running. Local buses will operate to and from Bridgeport, Fairfield Metro, Fairfield and Westport, but no buses will serve Southport or Greens Farms. All in all, 120 buses from CT Transit, MTA Bus and other local companies will provide service. It won’t be enough.

The MTA has a full list of service changes and advisories posted on its website but offers up some bullet points, a few more obvious than others, as well.

Travel times will be significantly longer than normal and trains will be significantly crowded.
New Haven Line Customers east of South Norwalk are encouraged to seek alternative ways to get to and from work or stagger their work schedule.
If possible, customers are advised to use the Harlem Line as an alternative. New Haven Line rail tickets will be cross-honored.
ConnDOT will cross-honor New Haven Line pre-paid rail tickets (as a temporary Bus/Rail uniticket) on I-95 Corridor Bus Service.
Metro-North will cross-honor Amtrak tickets.

Speaking of Amtrak, let’s how the nation’s rail carrier is handling it. On their alert page, they warn that service is suspended between New York and New Haven with limited service from New Haven to Boston. “There is no estimate on service restoration,” Amtrak warns.

Their solution is to foist every alternative planning onto Metro-North’s shoulders. “Starting Monday, Metro-North Railroad will offer alternate transportation for passengers traveling between New Haven, Conn., and Grand Central Terminal via a train-bus-train connection,” Amtrak’s website advises. “Amtrak passengers using this option will need to arrange for transportation between Grand Central and New York Penn Station.”

In Connecticut, the state is offering more free parking for commuters impacted by the service outages. As Chris O’Leary noted, this is likely to lead to more traffic and delays as buses are held up by drivers fighting for parking spots. It’s a transit armageddon, and I can’t even begin to imagine what I-95 will resemble come the morning.

Meanwhile, the alternate routes are a bloody mess. Cap’n Transit has been retweeting choice complaints in his Twitter timeline, and Northeast Corridor riders are finally experiencing the ineptitude of bus companies. There are complaints about routes to Manhattan that go through surface streets in the Bronx and routes to New Haven from Port Authority via New Jersey. Lines are hours long, and the bus companies offering extra service or even acknowledging the problems.

So we’re in a bad situation with no overall coordination. Two tracks are out of service due to scheduled track work while another set were heavily damaged by Friday’s collision, and no one has picked up the slack. Considering how many people are dependent upon this route for work, for life, for anything, this response is an indictment of the way we as a society view transit even in the most transit-accessible parts of the country.

Categories : Metro-North

Comments (43)

At least 60 injured in Metro-North derailment/collision accident in Connecticut · In the first major accident in 25 years, two Metro-North trains collided on the tracks in Connecticut. The two trains crashed at around 6 p.m. on Friday evening, and although 60 people were injured, no deaths have been reported yet. Service on Metro-North has been suspended between South Norwalk and New Haven, and Amtrak trains are not running between New York and Boston.

According to a statement just released by the MTA, the 4:41 p.m. from Grand Central New Haven derailed near the I-95 overpass in Bridgeport, and the 5:30 from New Haven struck the derailed train. As yet, no official cause of the derailment has been ascertained, and investigations are ongoing. A few minutes ago, the National Transportation Safety Board announced via Twitter a Go-Team to head up its investigation, and MTA Police, local police, Connecticut Office of Emergency Management, the Federal Railroad Administration and the FBI are on the scene as well.

To make matters worse, although this is an area with four tracks, two of the tracks are out of service for catenary work, and the remaining two tracks were badly damaged by the collisions. The trains cannot be moved until the on-scene investigation is over, and normal service will not resume until the infrastructure has been repaired. It may yet be a while, and I’ll have more as the story unfolds.

N.B. If you’re looking for the weekend service advisories, scroll down or click here. · (19)

May

Weekend work impacting 13 subway lines

By Benjamin Kabak · Comments (4) ·

This is a big weekend for Brooklyn with the Googa Mooga festival all weekend and the Brooklyn Half Marathon, which I’m running, tomorrow morning. That said, there are a lot of service advisories impacting travel to both the Prospect Park area and Coney Island. So allow extra time for travel.

From 11:45 p.m. Friday, May 17 to 5 a.m. Monday, May 20, uptown 1 trains run express from Chambers Street to 34th Street-Penn Station due to station painting at 28th Street and Canal Street.

From 11:45 p.m. Friday, May 17 to 6:30 a.m. Saturday, May 18, from 11:45 p.m. Saturday, May 18 to 6:30 a.m. Sunday, May 19 and from 11:45 p.m. Sunday, May 19 to 5 a.m. Monday, May 20, uptown 2 trains run express from Chambers Street to 34th Street-Penn Station due to station painting at 28th Street and Canal Street.

From 11:45 p.m. Friday, May 17 to 6:30 a.m. Saturday, May 18, from 11:45 p.m. Saturday, May 18 to 6:30 a.m. Sunday, May 19 and from 11:45 p.m. Sunday, May 19 to 5 a.m. Monday, May 20, downtown (Queens-bound) A trains run express from 59th Street-Columbus Circle to Canal Street due to track tie block renewal north of Spring Street and fan plant rehabilitation south of 14th Street.

From 11:45 p.m. Friday, May 17 to 6:30 a.m. Saturday, May 18, from 11:45 p.m. Saturday, May 18 to 6:30 a.m. Sunday, May 19 and from 11:45 p.m. Sunday, May 19 to 5 a.m. Monday, May 20, uptown (Manhattan-bound) A trains run express from Broadway Junction to Utica Avenue due to platform area rehabilitation at Utica Avenue.

From 6:30 a.m. to 11 p.m., Saturday, May 18 and Sunday, May 19, downtown (Brooklyn-bound) C trains run express from 59th Street-Columbus Circle to Canal Street due to track tie block renewal north of String Street and fan plant rehabilitation south of 14th Street.

From 6:30 a.m. to 11 p.m., Saturday, May 18 and Sunday, May 19, Manhattan-bound C trains run express from Broadway Junction to Utica Avenue due to platform area rehabilitation at Utica Avenue.

– WEEKEND FASTRACK
From 5:30 a.m. to 8 p.m., Saturday, May 18 and Sunday, May 19, there is no service between Coney Island-Stillwell Avenue and Bay Parkway on the D and between Coney Island-Stillwell Avenue and 86th Street on the N due to weekend FASTRACK inspection, testing and maintenance of signal equipment. Customers may use the F or Q trains instead. D customers may use the B64 bus at Stillwell Avenue and Bay 50th Street/Harway Avenue; the B82 bus at Bay Parkway; or the B1 at 25th Avenue. N customers may use B1 and B4 buses to Avenue X for F train service or to Ocean Parkway or Sheepshead Bay for Q train service.

From 11:30 p.m. Friday, May 17 to 5 a.m. Monday, May 20, Manhattan-bound E trains are rerouted via the F line after 36th Street, Queens to 2nd Avenue due to track tie renewal in the 53rd Street tube.

From 11:30 p.m. Friday, May 17 to 5 a.m. Monday, May 20, there is no E train service between World Trade Center and West 4th Street due to track tie renewal in the 53rd Street tube. Customers should take the A or C instead. E trains originate and terminate at the 2nd Avenue F station.

From 9:45 p.m. Friday, May 17 to 5 a.m. Monday, May 20, Jamaica-bound F trains are rerouted via the M line from 47th-50th Sts to Queens Plaza due to station work at Lexington Avenue-63rd Street for Second Avenue Subway project.

From 11:45 p.m. Friday, May 17 to 5 a.m. Monday, May 20, Jamaica-bound F trains skip Fort Hamilton Parkway, 15th Street-Prospect Park and 4th Avenue-9th Street due to work on the Church Avenue Interlocking.

From 11 p.m. Friday, May 17 to 5 a.m. Monday, May 20, northbound G trains run express from Church Avenue to 4th Avenue-9th Street due to work on the Church Avenue Interlocking.

From 12:01 a.m. Saturday, May 18 to 5 a.m. Monday, May 20, G trains run every 20 minutes in both directions between Court Square and Bedford-Nostrand Avs. In addition, the last stop for some Court Square-bound G trains is Bedford-Nostrand Avs. due to lighting and cable work north of Nassau Avenue.

From 9:30 p.m. Friday, May 17 to 4:45 a.m. Monday, May 20, H (Shuttle train) service is suspended due to track panel installation between Far Rockaway-Mott Avenue and Beach 67th Street. Free shuttle buses operate between Far Rockaway and Rockaway Park-Beach 116th Street, making station stops at Beach 25th Street, Beach 36th Street, Beach 44th Street, Beach 60th Street, Beach 67th Street, Beach 90th Street, Beach 98th Street and Beach 105th Street.

From 3:45 a.m. Saturday, May 18 to 10 p.m. Sunday, May 19, Jamaica Center-bound J trains run express from Myrtle Avenue to Broadway Junction due to track panel installation north of Myrtle Avenue.

From 11:45 p.m. Friday, May 17 to 5 a.m. Monday, May 20, M service is suspended. Free shuttle buses operate between Metropolitan Avenue and Myrtle Avenue making all station stops due to station renewal at Fresh Pond Road, Forest, Seneca, Knickerbocker and Central Avenues.

From 11:45 p.m. Friday, May 17 to 5 a.m. Monday, May 20, uptown (Queens-bound) N trains skip 39th Avenue, 36th Avenue, Broadway and 30th Avenue in Queens due to station painting at 30th Avenue.

From 12:01 a.m. to 5 a.m. Saturday, May 18, Sunday, May 19 and Monday, May 20, uptown (57thStreet-7th Avenue-bound) Q trains stop at 49th Street due to station painting at 30th Avenue.

Categories : Service Advisories

Comments (4)

May

Non-redacted, NJ Transit’s hurricane plans sparse

By Benjamin Kabak · Comments (8) ·

When WNYC and The Record published their in-depth examination of New Jersey Transit’s failures leading up to Hurricane Sandy, one aspect of their story seemed like a bad joke. In response to a FOIA request for the agency’s storm preparedness plans, NJ Transit had released a four-page memo, all of which had been redacted. It harkened back to an old Onion story, and The Record had filed suit to gain access to the documents.

Today, facing pressure from lawmakers and that lawsuit, NJ Transit released a less redacted version of their storm plans, and unsurprisingly, the document is light on details. Whereas the MTA keeps five three-inch binders worth of materials, New Jersey Transit’s plan is four pages long and offers mainly boilerplate warnings. It urges crews to keep trains out of flood-prone areas without divulging what those areas are and features timelines that many NJ Transit officials admit aren’t sufficient.

Karen Rouse has more:

Details in the plan are sparse and offer little explanation as to why so much of the fleet was left in low-lying areas. The plan does not specify an estimated number of locomotives and railcars that need to be moved to higher ground; system locations that need to be sandbagged; or the impact a storm could have on the shutdown. Such details, however, are in a hurricane plan released by New York’s Metropolitan Transportation Authority.

The NJ Transit plan includes language similar to what the agency used in its pre-Sandy press releases. It says that an orderly shutdown will ensure customers and employees are not at risk, cites the need to protect rolling stock and infrastructure from flooding, and warns that the agency should not announce to the public a date for service resumption until after inspections are completed.

But in contrast to press releases and statements from agency officials following Sandy — which told the public a minimum of 12 hours is needed to shut down the system — the plan says “the actual suspension of service” is triggered “at least 8 hours prior to the storm impacting the state.”

Rail operations Vice President Kevin O’Connor, however, has said that it is not possible to move the fleet in less than 12 hours. “Having a plan to remove the equipment is not possible in 12 hours,” he said in an interview last week. “There is no way I can move every piece of equipment out of the MMC [Meadows Maintenance Complex in Kearny] in 12 hours.”

A full copy of the plan, courtesy of Transportation Nation’s coverage, is embedded at the end of this post.

What we’re left with though is a confounding conclusion: New Jersey Transit lived through Hurricane Irene; it witnessed the MTA implement its own storm preparedness efforts; and it did the bare minimum to protect its key assets. Nothing that’s come out has made me reassess my view that NJ Transit’s response to Sandy was an absolute failure in leadership. That no one has been held responsible is a real insult to the 940,000 people who use the system every day.

NJ Transit Rail Hurricane Plan

Categories : New Jersey Transit

Comments (8)

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The Low Line as fait accompli

A gift for the Garden and Penn Station’s future

A collision response with little overall coordination

Weekend work impacting 13 subway lines

Non-redacted, NJ Transit’s hurricane plans sparse

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