Archive for 7 Line Extension
For a long time, I took to calling the 7 line extension the “Train to Nowhere.” It’s not that it would always be the train to nowhere, but when it was supposed to open in late 2013, it would be the train to not very much. The first major Hudson Yards building still isn’t set to open until later in 2015, and the entire complex won’t be completed until the mid-2020s if all goes according to plan. And then the delays struck.
During Monday’s MTA Board committee meetings and in materials made available over the weekend, the MTA announced yet again that the opening for the 7 line would be delayed. While they’re holding out hope that the one-stop extension to 34th St. and 11th Ave. will open in late February, and Independent Engineering Consultant expects the line to enter revenue service some time during the second quarter of the year, and MTA officials did not dispute this finding during the meetings on Monday. Thus, potentially 18 months after Mayor Bloomberg’s ceremonial ride, the 7 line might open.
A problem of course is that 10 Hudson Yards is inching toward completion. The Subway to Nowhere will soon morph into the Somewhere Without a Subway, and the cushion between the projected opening of the 7 line and the projected opening of the Hudson Yards office buildings is disappearing before our eyes. If the MTA can’t deliver this project on time, what hope do we have for the Second Ave. Subway, which is supposed to open two years from now?
To add insult to insult to injury, the problem remains technologies that aren’t exactly new. Yet again, the inclined elevators are behind schedule, and this time, the fire alarm testing has not gone as planned. While the MTA notes that “all parties are working together to bring the construction
completion as close as possible to the original agreed upon date,” with no contingencies remaining in the schedule, the IEC sees the second quarter as a more likely revenue service start date.
I’ve said what I’ve had to say about these seemingly never-ending delays. In ten years, we’ll forget about it, but it’s imperative for the MTA to use this experience as a learning point if they are to continue to grow our transit network. We’ve gone from a short delay to November to eventually in 2014 or maybe 2015 to February and now to the second quarter of next year. The MTA just can’t get this project across the finish line, and if that’s not a metaphor for the capital construction issues, I don’t know what is.
As Monday dawns, the MTA Board Committees will gear up for a full day’s worth of meetings. Despite the fact that the fare is set to rise in March, we won’t hear hand-wringing over the fare hike amounts or even new proposals as, by a few accounts, Gov. Andrew Cuomo is putting pressure on MTA leadership to delay public announcement of any fare hikes and toll increases until after Election Day. There’s nary a mention to be found of the looming rate increases in this month’s Board materials, and usually, the MTA announces the plan in mid-October.
What’s done is done — or better yet, what’s not done isn’t done — on that front, and for now, we’ll move on to other things such as what’s up with these never-opening capital projects? October will end this week, and the Fulton St. Transit Center, once expected to open in late June, will remain shrouded in construction. This week’s Board materials offer few clues to the project’s opening. A note in a presentation to the Transit Committee states only that “the Fulton Center Opening date is currently under review” while the opening date is projected to be some time in Q4. Work started, by the way, in December of 2004.
The presentation to the Capital Program Oversight Committee offers a little bit more information. The Transit Center building contract is expected to be completed before the end of December, and it seems that only a few items remain outstanding. But a few items are enough to delay the whole thing. As the materials say, “Substantial completion of this contract has been delayed due to extended testing and commissioning and subsequent punchlist items.”
Information regarding the 7 line is even harder to find this month. The MTA isn’t offering its Board any further information on the problematic elevators and escalators that have delayed the project, and although we’ve heard February 2015 as an opening date, the latest MTA docs give the agency some leeway. Currently, revenue service is projected to begin during the first quarter of 2015 — which runs through the end of March. The one-stop subway extension was once supposed to be open by the end of 2013, the first quarter of 2014, fall 2014 and then Q4 2014, but now it seems, one way or another, we’ll wait until late winter or even early spring.
All of which brings me to the Second Ave. Subway. Construction on the three-stop East Side extension of the Q train is continuing apace, and the MTA still believes they have approximately 26 months left on this project before revenue service begins. The Board materials confidently state a December 2016 ribbon-cutting, and although a few years ago, the feds disputed this projection, the MTA has vowed to open the subway on time. That said, the MTA has also vowed to open the Fulton St. Transit Center on time and the 7 line on time. Given the betting line, wouldn’t you take the “over” on December 2016? I know I would.
On a more immediate level, though, as the MTA wants political support for its $30 billion, five-year capital plan, the agency needs to show that they can deliver something somewhere on time or at least learning why they can’t. The aspect of the Fulton St. project that’s being delayed is a fancy headhouse while, seemingly, the complicated underground work has largely wrapped; the 7 line hasn’t opened because of vent fans, inclined elevators and long escalators — hardly technology unique to New York. We won’t know what happens with Second Ave. for another 18-24 months, but whatever remains of the MTA’s capital project credibility is riding on it.
Mark your calendars. Save the date. Scratch out the last reminder. For real this time, the MTA has re-announced a new opening for the 7 line extension, and if all goes according to the latest plans — a big “if” recent developments considered — the one-stop westward swing will be in revenue service by February 24, 2015, only 14 months after then-Mayor Michael Bloomberg’s photo op/ribbon-cutting ceremony in the waning days of his tenure.
For the MTA, capital delays are nothing new. No major project has opened on time, and even something as simple as the Fulton St. Transit Center headhouse has been pushed back until October. The 7 line has been beset by delays throughout the course of this project as it was originally proposed as part of the 2012 Olympics bid, should have been opened mid-way through 2013 and then prior to the end of Bloomberg’s tenure. At the December ceremony, the MTA discussed a spring opening, and then they mentioned summer, and then they mentioned fall and Q4 2014. Now, it seems this thing, with its problematic ventilation fans and prickly elevators, will open next year. Maybe.
According to materials released by the MTA on Friday, the project will be approximately $16 million under budget, but challenges remain to meet even that February date. According to these materials, the MTA is still struggling to see ventilation fans and communications system pass factory acceptance tests, and the elevators too remain a question mark. Final tests on the vent fans are planned for November while the high-rise escalators and incline elevators will undergo their examinations next month.
In an independent examination, though, the MTA’s external engineers noted that a February start date may be aggressive. If the accelerated schedule for wrapping the tests cannot be met, the MTA and its contractors won’t meet the February date, and in fact, the Independent Engineering Consultant predicts a March 2015 revenue service date for this project, one month later than the MTA’s goals. We’ll find out soon enough.
One of the problems with this project was the way it was scheduled. Original plans contained no contingency time in order to meet the goal of finishing with Bloomberg was still in the office. The MTA has blown past that deadline with an end vaguely in sight; yet, the agency still promises an on-time completion for the Second Ave. Subway. We’ll find out about that soon enough too.
Meanwhile, the IEC urges the MTA to finish its coordinated review of Capital Construction projects to ensure adequate resources are allocated internally. With Sandy work ongoing, and moving at a brisk pace, it seems there is a push and a pull on the MTA’s finite resources. Improving management and on-time delivery will help garner public support for the next few billion dollars in capital expenses. Right now, we’re just waiting for the 7 line to open.
Later on Monday, the MTA Board’s committee meetings will meet to discuss the various business before the agency, and one of those meetings — for the Capital Program Oversight Committee — will get an update on the 7 line extension. Shockingly, the MTA isn’t quite right to announce a firm opening date for this project, and it may not be ready for passenger service until early 2015. Will we have hoverboards, flying cars and a Cubs World Series win or the one-stop 7 line extension first?
When we last heard of the delay, The Times explored some reasons for the elusive revenue start date, and this month’s Board materials shed further light on the problems. Notably, the project just isn’t finished. It’s now six months beyond when the MTA had planned to wrap the project, and the 34th Street Station is only 95% complete. Now, it’s true that the station can open prior to 100% completion, but the outstanding problems are significant.
Notably, the Finishes and Systems contract is only 89% completed, and this is the last contract required for completion prior to revenue service. This contract includes the elevators and escalators and the communications system — all of which won’t be tested until July — but the tunnel ventilation system hasn’t passed acceptance testing yet. The project had no contingency built in, and it’s starting to show.
According to the MTA materials, while the elevators have earned headlines, the ventilation fans are more problematic. The fans for certain sites failed factory acceptance, and the contractor is performing additional pre-tests to ensure that certain corrective measures work. Tests are supposed to begin again this month, but we won’t know for a few weeks how this part of the project is progressing. Without the fans, the MTA cannot begin servicing this station.
Meanwhile, the escalators and elevators at the 34th St. site remain an open question. Testing will begin again next month, and the contractors have agreed to speed up work on these elements of the project. This sounds well and good, but while the MTA is remaining vague on the completion date, their independent engineering consultants are now predicting revenue service by February 2015, a full 14 months after then-Mayor Bloomberg’s ceremonial ride back in December. The IEC notes that the MTA’s own December 2014 date relies on accelerated contractor schedules that the contractors haven’t been able to meet. Any slippage will push the opening date back further.
As I’ve noted before, these opening dates won’t matter in a few years once people are passing through this station on a regular basis, the 7 line won’t fulfill its potential until the Hudson Yards project is more fully realized. But the IEC also urges the MTA to consider how this failure to meet promised revenue service dates could impact other ongoing projects. For the Second Ave. Subway, the IEC urges the MTA to conduct a coordinated review to ensure resources can meet revenue service projections. It’s not clear if contractors can fulfill this aggressive schedule either.
So we wait, and the MTA shuffles its feet. It’s important to show to politicians who control purse strings that the MTA can deliver a functional project relatively on time. But right now, this 7 line extension remains a promise and not a reality.
Toward the end of December as his days in office dwindled away, then-Mayor Michael Bloomberg rode a 7 train from Times Square into the still-unfinished station at 34th St. and 11th Ave. It was the first — and so far the only — train to make the ride, and while it wasn’t quite a ribbon-cutting, it was a valedictory ride. If all had gone according to plan, the mayor would have inaugurated the station he funded while still in office, but all did not go according to plan.
Since late 2013, all we’ve heard about the 7 line extension are delays. Completion was pushed back from 2013 to early 2014, then mid-2014, then late summer, early fall and now before the end of the year. The MTA is so close to wrapping this project, but with around $60 million worth of work remaining, the finish line has remained frustratingly out of reach. Last week, Matt Flegenheimer explored a source of the delays in a Times article that focused on the station’s incline elevator.
Because the new station had to burrow underneath the 8th Ave. IND, Port Authority underpinnings, the Amtrak tunnel into Manhattan and the Hudson Yards, and the Lincoln Tunnel, the station at 34th St. is very deep. Most riders will be surprised by just how deep it is when they first arrive there, and to build out the station to ADA specifications, the MTA has gone with incline elevators. This is hardly a new technology, but it’s new to New York. That is a recipe for problems, and the elevator failed initial testings last summer. Here’s Flegenheimer’s take on the tale to date:
This is the anatomy of a transit delay — pocked with tales of an ambitious plan, the vagaries of an Italian summer, an unusual funding model and a complex elevator design that had roots in a global landmark and a pyramid-shaped casino, but not in New York’s transportation system…The station, and its unusual elevator, provide a useful case study in the difficulties of capital construction in the city. The idea for a diagonal elevator — two, actually, to go with the station’s escalators and vertical elevators — dates to the project’s genesis more than 10 years ago, the authority said. Angling the structures at an incline was thought to be less expensive than tunneling in relatively straight lines, down and across.
It would also prove a boon to wheelchair users, officials said. A traditional vertical elevator from the upper to the lower mezzanine would have left such passengers about 150 feet from a second elevator that could take them to the platform. But because the incline elevators run parallel to the escalators, Mr. Horodniceanu said, “you are providing a similar experience, irrespective of your handicap.”
Before construction began, the transportation authority led an international search for elevator manufacturers, recommending two companies to Skanska, the project’s general contractor: Maspero and Huetter-Aufzuege, in Germany.
Maspero’s résumé was impressive. Its angled lifts, calling to mind Jetsons-style transport pods, have been chosen to climb slopes in the French Riviera, the Kek Lok Si Temple of Malaysia and a Renzo Piano building in Genoa. The company was selected for the New York elevators. But project administrators preferred that the software and other components come from American companies with whom they were more familiar. (The authority said its contractors, not the agency itself, made these decisions after being presented with performance specifications.) The controller was made on Long Island. The speed governors, or limiters, came from Ohio. Other pieces, like buttons and speakers, were manufactured in Queens.
Dr. Michael Horodniceanu, head of MTA Capital Construction, calls this elevator a “mutt,” and officials have subsequently blamed winter, Italian summers and time for delays in retesting. (It is not the only cause of the delay though as tunnel ventilation tests are delayed and fire protection tests await.) Still, this elevator the description raise some concerns. Though the MTA tells me the “hodgepodge” approach shouldn’t impact maintenance or reliability, there sure are a lot of cooks stirring the soup. It’s concerning that something as relatively simple as an elevator should be so problematic.
Meanwhile, the 7 line can afford this delay. Though some 27,000 daily riders are one day predicted to arrive at this station, that number is dependent upon the completion of the full Hudson Yards project. It’s still years away, and no one will really notice if this station opens now or in 10 months. (In fact, in twenty years, no one will care, but that’s besides the point.)
I bring this up though because uptown and to the east, another subway is growing, and this one is more complicated. It features three new stations and one retrofitted old one. It too will have relatively deep stations, modern ventilation structures and the requisite fire proofing. The Second Ave. Subway is due to wrap in December of 2016, just 31 months from now, and the MTA has vowed to stick to that date. But one would be forgiven for casting a skeptical eye on the Upper East Side as the issues with finishing the 7 line station on time come to the fore.
It’s tough to cross that finish line. We saw a platform gap a few centimeters too wide at South Ferry, and now we’re seeing incline elevators fail testing at Hudson Yards. What troubles await the end of the Second Ave. Subway? Eventually, we’ll find out.
The proverbial ship has long since sailed on a 7 line station at 41st St. and 10th Ave. in the foreseeable future. While the provisioning exists for the MTA to construct two side platforms at the spot when the money and the will to build materialize, the 7 line extension will open at some point this year without that station. It’s just another in a long line of missed opportunities that plague the history of the New York City subway system.
With that in mind, consider the news of the first intra-Manhattan commuter ferry. It will not be subsidized by the city and will operate between the Far West Side and Lower Manhattan. The Post offers up a short bit on this new service:
The first commuter ferry to travel within Manhattan on the Hudson River will launch next week to serve residents of midtown’s transit-starved Far West Side. The westside Ferry boats will travel between West 44th Street and the World Financial Center every 15 minutes during the morning and evening commutes.
The New York Water Taxi service kicks off Monday with a week of free rides. After that the price will be set at $8 for round trip — but frequent users will get a discounted rate…The company hopes to get sponsorships from real estate developments on the Far West Side, as well as Lower Manhattan.
Even with an eventual bulk discount, that $8 fare is steep for intra-Manhattan transit. When the 7 line extension opens, riders closer to 34th St. will be able to access the subway system with the swipe of a MetroCard, but this ferry terminal at 44th St. serves a growing area that doesn’t have easy subway access. Imagine though if a subway stop were months away from opening at 41st and 10th Ave., and think — but not too hard — about why the city and MTA had to fight over $500 million.
As time marches on and the subways enjoy record-setting crowds (more on that later), various capital construction deadlines are fast approaching. As we know, two megaprojects — the 7 line extension and the Fulton St. Transit Center — are due to wrap this year, after nearly seven years of construction. Due to the delays plaguing the escalators and elevators at the deep 34th St. station along 11th Ave., the Fulton St. ribbon-cutting has leap-frogged the 7 line. According to MTA Board documents released yesterday, Fulton St. will open to public on Thursday, June 26, 2014. Save the date.
Meanwhile, mitigation work and acceptance testing continues on the Far West Side, and the MTA is still committed to delivering the 7 line in the fall, nearly 11 months later than scheduled. For now, the official word is still “November,” but according to an engineering report contained within the MTA’s materials this week, that date could hit December if problems aren’t resolved. The winter solstice is December 21. So the MTA has three weeks in December in which it is still technically fall to deliver the project. Hold your breath.
Finally, over on the East Side, the Second Ave. Subway continues to be on pace for a December 2016 revenue start date, but the documents detail some slippage. Construction crews have burned through approximately half of the project’s planned contingency days, and a few delivery dates have been pushed back. Still, until we hear otherwise, December 2016 it is. That’s only 33 months away, and the real estate market is responding in turn.
Surprise! The 7 line extension isn’t likely to open by late summer or early fall, as the MTA had promised in January. That date has once again slipped a few months, and in a comment to NBC’s Andrew Siff following today’s MTA Board meeting, Capital Construction President Michael Horodniceanu said that mid fall — November, to be exact — is more likely.
— Andrew Siff (@andrewsiff4NY) February 26, 2014
It’s a bit concerning that, for a station so far underground, the escalators and elevators have become a problem. How else are straphangers going to ascend and descend the 11 stories that separate 34th St. and 11th Ave. from the subway platform beneath? (Never mind the fact that nearly everyone other than transit agencies can install escalators and elevators without a problem.)
Meanwhile, for the 7 line, this is yet another delay, even if it is just a minor one. The project was originally supposed to open before Mayor Bloomberg left office in December, but the projected launch date hit June of 2014 nearly 24 months out. When Bloomberg took a ceremonial ride late last year, MTA officials spoke of a “summer” launch, and Board materials last month, as I mentioned, referenced late summer/early fall. Recently, Horodniceanu has discussed an October date, and today, we hear it is November. The Second Ave. Subway, for what it’s worth, is still due to open in December of 2016. I’d probably bet the over.
While we all gathered to celebrate Mayor Bloomberg’s 7 line extension a few weeks ago, the rest of New York City is going to have to wait even longer as this project too has been delayed a few months. According to MTA documents to be presented to board members on Monday, due to issues with the escalators and elevators at 34th St. and the transmission backbone system, the opening of the station at Hudson Yards will be delayed until at least late summer/early fall of 2014 and possibly into the fourth quarter of 2014.
The three main concerns seem to focus around equipment. The hand rail motor for the high rise escalators at 34th Street failed the Factory Acceptance Test; the transmission backbone system which operates all major systems including HVAC, fire alarms and the elevators and escalators were delayed; and the inclined elevators at 34th St. have twice failed Factory Acceptance Tests. The MTA notes as well that “installation logistics and access…may become an issue.”
According to the documents, the MTA is working with contractors to mitigate the delay, but it’s not likely that the agency will meet the previously promised June 2014 date. The delay should not impact the cost, but it is yet another sign of problems managing major construction projects. By the time it opens, the 7 line extension will be nearly two years late past original estimates and one year off of its revised timeline that had service commencing in December.
It will be six months yet — and, judging from the photos I snapped, maybe more — before passengers can ride the 7 train to 34th St. and 11th Ave., but as Friday’s ceremonial first ride demonstrated, uncharted territories of Manhattan will soon be on the (subway) map. When the official ribbon-cutting arrives, it will be a big day with New York’s first new subway stop nearly three decades, and as with any project of this magnitude, the gains are real but so are the mistakes. As Mayor Bloomberg stood at his podium Friday afternoon, I pondered some of those mistakes.
As has been the party line for some time now, Bloomberg repeated that the 7 line extension was “on time and on budget.” It’s a $2.4 billion, one-stop extension from 41st St. between 7th and 8th Avenues to 26th and 11th with a station that spans 34th-36th St. in front of the Javits Center. By the time the Hudson Yards development is in full swing, it will see tens of thousands of riders per day and has already opened up some of the last underutilized space in Manhattan to development. Even in 2013, where the subways go, people and business will follow.
But what did we give up to make sure the 7 line extension was on time and on budget? The economics of it all are a bit shady. The city forked over $2.1 billion initially, and the MTA had to pick up some cost overruns. Ultimately, as the MTA didn’t want to build this subway extension if it had to fund any of it, the parties agreed on a funding scheme that worked for all involved but at a big cost. The initial plans called for a two-stop extension with a interim station at 41st St. and 10th Ave. Shortly after I started this site in 2006, that station fell by the wayside, and the MTA and Mayor’s Office engaged in a battle of attrition over the project’s plans.
When it became clear that the second station wouldn’t see the light of day during the initial stages of construction, the city and MTA tried to come to an agreement on a station shell. The construction would have cost around $500 million. Again, the city wouldn’t pay, and the MTA had no spare capital funding. So the shell was axed, and the MTA built in bare provisioning for a future station. The incline of the tunnel flattens out for a few hundred feet near 10th Ave. should money materialize in the future for two platforms on either side of the street. In a fight over the paltry sum of half a billion dollars, New York residents of today and tomorrow lost out. That station will cost significantly more to build in the future than it would have today.
During the battle over that station, we had a glimpse into the machinations of the Mayor’s Office. Dan Doctoroff, when he was the deputy mayor for economic development, was the public face of the fight over the second station, and one line from a Bloomberg P.R. rep, in particular, highlights Doctoroff’s and Bloomberg’s thinking. “Unlike the extension to 34th Street and 11th Avenue, which the city is funding, a 10th Avenue station is not necessary to drive growth there,” the statement said. “A Tenth Avenue station would be nice, but it’s really a straight transportation project versus an economic development catalyst. We do recognize the difficult financial situation in which the M.T.A. finds itself as pressure on all of our budgets intensifies.”
Doctoroff has pursued this line of thinking in recent comments on the Second Ave. Subway, and I worry about what it means for future city investment in transit expansion. During Friday’s ceremony, Ann Weisbrod of the Hudson Yards Development Corporation spoke, and Stephen M. Ross, the chairman of the Related Companies took the mic as well. For all the pomp and circumstance over infrastructure expansion, this was about development first and transportation a distant second.
So what happens in the future? Are we doomed to subway expansion efforts funded by the city only if they feed development in the relative wildness of New York? If so, we’re out of luck because there are no more Hudson Yards-type spaces in New York City. The need to invest in transportation for the sake of transportation looms large, and Bloomberg, as a fighter for congestion pricing, traffic calming and pedestrian safety, should have recognized it five years ago as he did through his words on Friday. Where can we expand next is a very good question indeed.