Archive for PANYNJ
Heading to Newark Airport after May 1? Boy, are you in luck. From May 1 through approximately July 15, the Newark AirTrain will be shut down, and Amtrak and New Jersey Transit trains will not stop at the Newark Liberty International Airport stop. To access the airport, the Port Authority first, sadly, urges people to drive. Second, the PA notes that shuttle buses will provide service from Newark Penn Station. (For more details, check out the Port Authority’s website. This is a pretty big deal.)
From 11:45 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28, Manhattan-bound 1 trains run express from 145 St to 96 St due to steel repairs from 125 St to 133 St.
From 11:45 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28, Bronx-bound 1 trains run express from Chambers St to 14 St due to Mulry Square vent plan upgrade.
From 11:45 p.m. Friday, April 25 to 6:30 a.m. Sunday, April 27, and from 11:45 p.m. Sunday, April 27 to 5:00 a.m. Monday, April 28, Bronx-bound 2 trains run express from Chambers St to 14 St due to Mulry Square vent plan upgrade.
From 11:45 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28 Bronx-bound 4 trains skip Fulton St due to Fulton Street Transit Center completion work.
From 5:45 a.m. to 10:00 p.m. Saturday, April 26, and from 7:45 a.m. to 10:00 p.m. Sunday, April 27, Bronx-bound 5 trains skip Fulton St due to Fulton Street Transit Center completion work.
From 7:30 a.m. to 11:00 p.m. Saturday, April 26, and from 11:00 a.m. to 9:00 p.m. Sunday, April 27, 6 trains run every 16 minutes between 3 Av-138 St and Pelham Bay Park due to track panel installation at St Lawrence Av. The last stop for some Pelham Bay Park bound 6 trains is 3 Av-138 St.
From 11:45 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28, Flushing Main St-bound 7 trains run express between Mets-Willets Point and 74 St-Broadway due to CBTC signal work.
From 11:30 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28, A trains are suspended between Jay St-MetroTech and Utica Av in both directions due to track tie renewal north of Hoyt-Schermerhorn. Transfer between A trains and free shuttle buses at Jay Street-MetroTech or Utica Av.
From 6:30 a.m. to 11:30 p.m. Saturday, April 26, and Sunday, April 27, C trains are suspended between W 4 St Wash Sq and Euclid Av due track tie renewal north of Hoyt-Schermerhorn.
From 11:30 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28, Manhattan-bound E trains are rerouted on the via the F line after 36 St in Queens to W 4 St Wash Sq (E trains travel via the 63 St and 6 Av corridors, stopping at F stations) due to Sandy related work in the 53 Street tunnel. Free shuttle buses operate between Court Sq-23 St and 21 St-Queensbridge, stopping at Queens Plaza.
From 12:15 a.m. to 6:30 a.m., Saturday, April 26 and Sunday, April 27, and from 12:15 a.m. to 5:00 a.m. Monday, April 28, Jamaica Center-bound E trains run express from Queens Plaza to Forest Hills 71 Av due to tunnel lighting installation south of the Jackson Hts Roosevelt Av.
From 12:15 a.m. Saturday, April 26 to 5:00 a.m. Monday, April 28, Queens-bound E trains skip 75 Av and Briarwood Van Wyck Blvd due to CPM signal modernization at Forest Hills 71 Av, and Kew Gardens Union Tpke.
From 9:45 p.m. Friday, April 25 to 5:00 a.m. Monday, April 28, Queens-bound F trains are rerouted via the E line from Jackson Hts Roosevelt Av to 47-50 Sts Rock Ctr due to Second Avenue Subway work at Lexington Avenue.
From 12:15 a.m. Saturday, April 26 to 5:00 a.m. Monday, April 28, Queens-bound F trains skip Briarwood Van Wyck Blvd and Sutphin Blvd due to CPM signal modernization at Forest Hills 71 Av and Kew Gardens Union Tpke.
From 3:45 a.m. Saturday, April 26 to 10:00 p.m. Sunday, April 27, Jamaica Center Parsons/Archer-bound J trains run express from Marcy Av to Broadway Junction due to track work from Flushing Av to Myrtle Av, and track repairs near Broadway Junction.
From 4:00 a.m. Saturday, April 26 to 10:00 p.m. Sunday, April 27, M trains run every 20 minutes due to track work from Flushing Av to Myrtle Av, and track repairs near Broadway Junction.
From 12:01 a.m. Saturday, April 26 to 5:00 a.m. Monday, April 28, Coney Island Stillwell Av-bound N trains run local between 36 St and 59 St due to track tie renewal south of 36 St.
From 6:30 a.m. to 12 midnight Saturday, April 26, and Sunday, April 27, Queens-bound R trains run express from Queens Plaza to Forest Hills 71 Av due to tunnel lighting installation south of Jackson Hts Roosevelt Av.
From 11:30 p.m. Friday, April 25 to 6:00 a.m. Sunday, April 27, and from 11:30 p.m. Sunday, April 27 to 5:00 a.m. Monday, April 28, R trains are suspended between 59 St and 36 St in Brooklyn due to track tie renewal south of 36 St.
Just a few weeks ago, the Rudin Center released a report on the future of the Port Authority that cast the PATH train’s fate into question. PATH, you see, is a drag on the PA’s finances as fares don’t come close to covering the exceedingly high operating costs and, unlike in New York with the MTA, there are no dedicated taxes or fees that support the popular trans-Hudson rail connection. The money for the system comes from the rest of the Port Authority’s user fees, and as more and more projects demand PA resources, PATH is starting to drag down everything else.
Yet, PATH is an important part of the New York-New Jersey transit picture. Despite recessions, terrorist attacks and massive hurricanes, ridership has increased by nearly 50,000 passengers per day since 1994, and as Jersey City and Hoboken continue to grow, PATH remains a vital connection to the region’s job centers. So how do you solve this problem? According to a new report released tonight by the Citizens Budget Commission, one solution could involve transferring control of PATH to New Jersey Transit to better align rail operations, raising fares and instituting a series of fees and taxes that would put the railroad on a more sound fiscal path.
“All other U.S. transit systems rely on tax subsidies,” Charles Brecher, CBC’s Consulting Research Director said. “PATH is the only outlier. The burden of funding PATH should not fall only on passengers and the Port Authority. A broader region benefits from PATH and should pay a fair share.”
The report — available here as a PDF — offers up a succinct summary of the current structure and the inherent problems facing PATH. It mentions that the cost per ride of operating the train system is over $8.40, third highest among U.S. transit agencies, and it doesn’t delve into ways to cut down these costs. To me, that’s a significant red flag. But still, the budget deficit of $387 million for 2014 is projected to reach nearly half a billion dollars in four years, and that’s a problem.
So what’s the CBC solution? As the nonpartisan agency notes, PATH is the only transit system in the U.S. that receives no state or local tax subsidies (while NYC Transit, for instance, relies on those fees for 52 percent of its revenue). Tax subsidies, the report says, “is appropriate because of the benefit the general public, including employers, derives from an efficient mass transit system and the broad labor market it supports.”
Meanwhile, the Commission recommends a steep fare hike in line with their 50-25-25 funding model. The idea is that the agency should draw 50 of its revenue from fares and 25 each from taxes and motor vehicle users. The taxes could come from a small bump of around .32 percentage points to the sales tax or a steeper increase to property taxes. The fares would likely climb to a single-ride price of $4.50 and an average cost of around $3.78. I worry that this amount is too high for a mass transit option and could lead to severe sticker shock that encourages more driving. An equal-shares approach would lead to higher taxes but only a $3 single ride.
Finally, the CBC recommends removing PATH from the purview of the Port Authority and transferring operations to New Jersey Transit. Notes the report’s summery, “New Jersey Transit trains and buses already account for 60 percent of the weekday commuters from New Jersey directly to the Manhattan central business district, and adding PATH would bring the share to 87 percent. New Jersey Transit could more effectively coordinate transit operations across the state while continuing to receive a guaranteed toll cross-subsidy from the Port Authority.” (Though we could debate for hours whether New Jersey Transit successfully runs its own transit operations and can effectively coordinate anything.)
No matter the outcome, though, as the report notes, something has to give” “Whether PATH stays in PANYNJ’s portfolio or is transferred to NJT, a rethinking of the system’s financing policy is appropriate. More equitably financing PATH’s significant annual deficits would enhance its long-term fiscal sustainability. Adopting one of the recommended guidelines ensures that no one group—PATH riders, toll payers, residents, or employers—pays a disproportionate share of the cost.”
In the ongoing debate over the future of the Port Authority, Wednesday looms as a potential turning point as the PA’s board gathers to vote on the fate of a loan for 3 World Trade Center. With leasing at a near standstill in his 4 WTC (and in the PA’s 1 WTC), Larry Silverstein has once again come to the Port Authority for a multi-billion-dollar loan guarantee for an office building, and for once the Port Authority board is showing signs of fighting back. With politicians, transit advocates and Port Authority reformists watching, Wednesday’s vote could be a monumental one; it will definitely be newsworthy.
The immediate controversy at Ground Zero has come about due to Silverstein’s desire to keep building up. It’s not currently an easy one to fulfill as, according to an article in the Wall Street Journal, the other two WTC buildings — both constructed either with PA money or with PA loans — aren’t exactly filling up. “Neither One World Trade nor 4 World Trade has signed a lease with a private office tenant in nearly three years,” Eliot Brown reported. “Between them, that leaves more than 2.5 million square feet of unleased space—double the size of the Chrysler Building—at a time of contraction of the big banks that are among such buildings’ likelier prospective tenants.”
With an increased attention on the desire to refocus the Port Authority on its transportation mission, Kenneth Lipper, an investment banker on the PA board, has led the charge against another tax giveaway to Silverstein. “We can’t have these peripheral distractions,” he said, calling the construction projects “an inappropriate investment” for the Port Authority.
In a column in yesterday’s Times, Joe Nocera expanded on this concept:
Whether or not building commercial skyscrapers was the right way to rebuild Ground Zero, what can be said for sure is that the Port Authority has shown, yet again, that it doesn’t belong in the real estate business. One World Trade Center is the most expensive high-rise building ever built in America, and it is costing the Port Authority a fortune. Only 55 percent of its 2.6 million square feet has been leased, and most of that is at a significant loss. Meanwhile, 4 World Trade Center, which was developed by Silverstein, has only 60 percent of its space leased. As The Wall Street Journal pointed out recently, between the two buildings, there is more than 2.5 million square feet of unleased space at Ground Zero.
So why in the world would the Port Authority be willing to back another $1.2 billion in loans to help Silverstein build 3 World Trade Center? Yet on Wednesday, that is exactly what the Port Authority board is supposed to vote on. Silverstein needs the loan guarantee for a simple reason: The market is saying that, with all that empty office space, this is not the time to be building another skyscraper downtown…This time, somebody on the board has finally stood up and said, “Enough.” That person is Kenneth Lipper, an investment banker and a former deputy mayor of New York, who was appointed to the Port Authority board last year by Gov. Andrew Cuomo of New York.
“There is simply no reason for the Port Authority to step in,” he told me on Monday. “The private sector is appropriately saying, ‘Not now.’ ” But he also had another objection, one that heralds back to the original purpose of the Port Authority. “Our role is to develop the transportation infrastructure of this region. We have more infrastructure needs than we can finance through our revenue base. As a result, we are triaging necessary transportation improvements to finance what will be an empty building.”
How this ends is anyone’s guess. While Lipper is leading the opposition, some PA board members seem willing to hand over a blank check to Silverstein, and Sheldon Silver, for one, is putting pressure on the board to approve the funding request. Silverstein and his team believe the loan will eventually be paid back down the line when the PA can realize revenues from these new office buildings, but between Ground Zero, Hudson Yards and a potential East Side rezoning effort, it’s not yet clear that all the square footage flooding the market over the next few years will go quickly.
Meanwhile, in the aftermath of the George Washington Bridge scandal, an independent panel has urged the PA to shed its shackles of governor control. PA doings should be public and books transparent. One way to start would be, as Lipper suggests, to refocus on transit and transportation at the expense of another World Trade Center building that may not be all that necessary.
While the Port Authority’s future has been in question lately, the bi-state agency’s present has come under the microscope as well Though we’ve long known just how the Port Authority has become a victim of its two overseers and how its projects have strayed far from its core mission into the realm of political whims, a new report issued by NYU Wagner’s Rudin Center for Transportation Policy & Management underscores just how deep these problems run.
The report…says the agency spent more than $800 million from 2002 to 2012 on “regional projects” chosen by the governors’ offices. In the coming years, the pace of spending on zero-return state projects is expected to accelerate. As a result, the most powerful testaments to the agency’s peril, according to former agency officials and transportation experts, are not found amid the bridge access lanes of Fort Lee, N.J.
They can be traced to the grounds of industrial parks built in the Bronx and in Yonkers, with little obvious transportation purpose, or along the Pulaski Skyway, which the agency agreed to rehabilitate after Mr. Christie canceled the construction of a rail tunnel beneath the Hudson River in 2010 and claimed billions in planned spending to be New Jersey’s money.
The prospect of reform is particularly urgent, according to the review, given the increasing burden posed by the PATH rail system. In 2012, the system lost about $400 million, according to data compiled by the authors, more than twice its loss in 2000.
The report estimated that between 2002 and 2020, the agency will have put more than $4.6 billion into the PATH system, and that excludes more than $1 billion in spending on a new PATH station at the World Trade Center. “It is no longer possible for the Port Authority to adequately fund its own facilities and services while simultaneously allocating hundreds of millions for non-revenue-generating state projects,” wrote the report’s authors, Mitchell Moss, the Rudin Center’s director, and Hugh O’Neill, a former assistant executive director at the Port Authority.
The report essentially follows these threads of argument deeper. The zero-return issue is a big problem, and one that strong leaders will have to tackle by defying the governors who appoint them. I doubt we’ll see too much movement in that regard any time soon.
But let’s look at the PATH problem. The PATH system should be one of the Port Authority’s bigger focuses. Unless PATH is somehow integrated into the MTA — a politically challenging move to say the least — it remains an important part of the Port Authority portfolio, but unlike the MTA, PATH is funded only through tolls and other PA revenue. As the report notes, “PATH is today the only major rail transit system in the U.S. that is funded entirely through a combination of farebox revenues and subsidies from other transportation facilities, without any support from broader-based tax revenues.”
That’s all well and good for PATH, but the taxes that fund the MTA, for instance, a key revenue driver. Without them, fares would be impossibly high or service highly inadequate. As Moss and O’Neill note, that could be PATH’s fate: “Without some broader base of support, the next decade is likely to see continued escalation of bridge and tunnel tolls and PATH fares, increased pressure to cannibalize revenues from other Port Authority businesses to further subsidize PATH, sharp reductions in service – or some combination of all three.”
Instead of bolstering what the report calls reliable, low-cost, trans-Hudson rail service that has fed Jersey City’s rebirth and Lower Manhattan’s recovery, the Port Authority has become mired in zero-return investments that New York and New Jersey Governors have pushed. It’s an unsustainable business model for the PA and one that has ramifications that extend well beyond the Port Authority’s little fiefdoms. Somehow it needs to change, but I’m not optimistic it will.
While I was out of town last week, Port Authority David Samson finally took one for the team as he resigned amidst the prolonged fallout over the Fort Lee traffic scandal. While driving across those very same lanes on Sunday night, I laughed about how those few miles of road leading to the George Washington Bridge could create such shockwaves both in New Jersey and on a national scale for politicians with ambitious that, at one point, extended well beyond Trenton.
The national politics are neither here nor there right now. Samson left without saying much more than two sentences: “Over the past months, I have shared with the governor my desire to conclude my service to the PANYNJ. The timing is now right, and I am confident that the governor will put new leadership in place to address the many challenges ahead.” Now, calls for reform are on the table, but will two governors who haven’t expressed much of a willingness to take on transit causes look to improve the Port Authority or simply aim to re-entrench their patrons in positions long known for patronage?
In the aftermath of Samson’s resignation, the Garden State’s governor said he is open to change. “I don’t think there’s any question that structural changes are a possibility,” Cuomo said. “It’s also very complex, because the entire legal and financing mechanism that exists has an asset base that is now a bistate asset base. So it’s much easier said than done.”
On the New York side, Gov. Andrew Cuomo has tried to circumvent the issue by directing state funds toward projects that were ostensibly under the Port Authority purview. Fed up with the pace of work at JFK and Laguardia, Cuomo has tried to reinsert the state in the planning picture. That’s a recipe for short-term progress but not for a long-term structural overhaul.
So where does the PA go from here? It won’t be easy to untangle a 93-year-old governing body that commands the area’s airports, a subway system, one of the largest development sites in the city and various bridges, but it may be worth a try. Here’s WNYC’s Kate Hinds toying with the idea:
At his press conference Friday, Gov. Christie said competing state politics lay at the heart of recent problems with the Port Authority of New York and New Jersey. Citing “a history of conflict between these folks at the Port Authority,” Christie said that the way to resolve the feud between the states was “taking the Hatfields and McCoys and moving them to separate homes. Because they haven’t been able to get along with each other, despite my best efforts, the best efforts of Governor Cuomo, and many of our predecessors.”
What he meant was converting the Port Authority from a bi-state operation into separate state agencies. Until today, Christie has blocked reform at the Port, while staffing it with political appointees who had no transportation experience. But what if he got his way and the authority were to be broken up?
The first task would be to untangle multiple bi-state facilities. The Port Authority oversees the region’s airports and interstate bridges and tunnels, not to mention the PATH trains, World Trade Center redevelopment, and… the ports. Its annual operating budget is $8.2 billion — and it has a ten-year, $27.6 billion capital plan. Transportation experts told TN that unwinding those co-owned assets would be a daunting task that probably should not be undertaken.
As Hinds — along with various regional transit and transportation experts — notes, breaking up the Port Authority is throwing out the baby along with the bathwater. Pointing to various other metropolitan regions with competing authorities, most experts seem to believe the blame lies not in the structure but at the top. “Breaking it up isn’t going to solve the problem,” City College professor Robert Paaswell said. “Managing it better will solve the problem.”
Can this agency be better managed? Can we get to a point where a tit-for-tat doesn’t involve a $1 billion investment at Ground Zero in exchange for a $1 billion PATH airport extension? Can two states with divergent political whims work together competently to improve the region’s transportation infrastructure? The answer has to be yes for the region to grow and Port Authority to succeed, but the current leadership hasn’t inspired much hope yet.
For the past month — and for the next 10 — PATH train riders trying to get to and from Jersey City have faced a very inconvenient weekend shutdown. Trains are not running through the Downtown Hudson Tubes, and the Port Authority, after announcing the work a week before the first weekend diversion, has Port Authority fingered Sandy repairs and signal system upgrades as the drivers of the work. But now questions are swirling around PATH’s ability to deliver the signal system upgrades on time, and while weekend shutdowns are expected to wrap on time in early 2015, the threat of more will loom over frustrated riders for the foreseeable future.
Ted Mann first reported on this development late on Thursday:
The PATH rail system may not install a new crash-prevention system by December 2015 after all, a person involved in the project said, even though the federal deadline was one reason that officials gave just weeks ago for shutting down weekend service between Jersey City and the World Trade Center for a year.
In announcing the work on the World Trade Center tunnels last month, PATH officials said they could meet the deadline, which would make it one of the few commuter railroads in the country to do so. Installing the system, known as positive train control, took on greater urgency for railroads after a Metro-North Railroad derailment last year killed four people.
But subsequent consultation with Siemens Rail Automation, the company performing the work, has made it clear that the goal was overly ambitious, said the person familiar with the matter. Project officials think the full system will be installed on fewer than half of the PATH system’s seven sections by the end of 2015, the person said.
According to Mann’s report, Port Authority officials feel that the initial timeline — somewhere between 2016-2018 is a much more realistic expectation for this project. The signal program is a CBTC installation with positive train control that rail agencies are expected to install before the end of 2015. In New York, though, none of the region’s agencies expect to meet that deadline as Metro-North and the LIRR have already said they can’t fulfill the mandate while this latest news pushes PATH’s compliance beyond 2015 as well.
In response to the piece in the Journal, a PATH spokesman reiterated the agency’s plans to meet their federal obligations. “PATH will have an operational positive train control system that meets federal mandates by the December 2015 deadline,” Ron Marsico said. Still, nearly all of Mann’s sources said PATH officials privately do not believe the 21 months remaining gives the agency enough time to complete the work. To do so could also add approximately $60 million to the project’s final price tag, and it’s not clear if the money is there to speed things up.
Meanwhile, Jersey City officials are seeking solutions. The Port Authority will try out a ferry from the waterfront to the World Financial Center, but it won’t be free. The easiest solution — run PATH trains to midtown but without the long delay at Hoboken — is staring the Port Authority in the face, but no one’s bothered to try this yet. And so anyone trying to travel between Manhattan and Jersey City will just have to hold their breaths and hope that this extended timeline doesn’t lead to years of sporadic weekend outages. The next 10 months is plenty.
The kicker to Charles Bagli’s latest Times article on economic shenanigans surrounding development at the World Trade Center site is a brilliant one. After delving into the fighting over a $1.2 billion loan the Port Authority is considering issuing to Larry Silverstein, Bagli coaxed out a quote from Kenneth Lipper, PA commissioner and Silverstein opponent, that highlights just how far away the Port Authority is from any sort of transit-related mission.
“It’s not a question of whether to build it,” Lipper said. “We’re only talking about timing and who’s going to pay for it, the public or the private sector. I want to finance it consistent with our mission, regional transportation.”
You may pause at that quote and wonder what financing another office building near Ground Zero when the first one isn’t fully rented has to do with regional transportation. You may wonder why the Port Authority is even considering giving out a $1.2 billion loan when that money could go toward better airports, another trans-Hudson rail tunnel, traffic studies or a whole slew of transportation-oriented studies. You may wonder, in fact, just what the Port Authority’s mission is these days and when it’s going to get back to it. Good question.
Since the days of 9/11 launched the Port Authority into an endless money pit of litigation and construction and since New Jersey and New York seemingly forgot, a few years later, how to run the agency, it’s been nothing but trouble. The PA is building the world’s most expensive subway station and the world’s most expensive office building. It’s not devoting resources to the region’s needs that it’s been tasked with overseeing, and it is debating whether or not to issue another loan to Larry Silverstein for another building.
Here’s the deal in a nutshell:
Eager to get the building up, Mr. Rechler, the authority’s vice chairman, crafted a proposal with the developers’ advisers at Goldman Sachs: The Port Authority would guarantee a $1.2 billion construction loan — half the cost of the building, and double the previous commitment — for Mr. Silverstein. That essentially promises Mr. Silverstein’s lenders that the authority would pay the loan if he could not. The developer would also have the use of $1.3 billion in tax-exempt bonds, which can be attractive to investors.
In return, Mr. Silverstein would have to put up about $450 million in cash and, unlike the old deal, pay interest and fees to the authority, which would also have to right to foreclose if Mr. Silverstein defaulted on his payments for the $1.2 billion loan.
I don’t think that’s a particularly great deal for the Port Authority (though Steve Cuozzo disagrees). Maybe this loan can push 3 World Trade Center higher; maybe it can help the PA begin to reach the cap of $25 million a year in rent payments it could receive when every square foot of space in the yet-to-be-built building is rented. But maybe not.
Outside of the maybes, it’s another real estate project funded by an agency that’s not a real estate investment firm. It’s another project that takes dollars away from solving Laguardia’s physical issues, from expanding JFK’s runways, from modernizing Newark, from building out the PATH. It’s a monetary move that isn’t consistent with the Port Authority’s mission, and it’s a New York-based chit that will push New Jersey to ask for a similarly diversionary expenditure on the other side of the Hudson.
As Ted Mann reported in the Journal this past weekend, a panel will soon convene to study ways to overhaul the Port Authority. It’s a tall order, requiring cooperation across a political aisle and a wide river. As Mann reports, PA appointees want “to return the authority’s focus to its core mission of building and maintaining transportation infrastructure in the region.” Something has to give to get there, and yet another billion-dollar loan should be just the thing to go.
As the PATH’s World Trade Center hub opens piece by piece, the city’s architect critics are starting to poke around inside of Santiago Calatrava’s marble-lined subway palace. In a piece scheduled to appear in The Times tomorrow, David Dunlap gives the new Platform A a once over, and he’s not impressed. As Dunlap sums it up, “Clunky fixtures and some rough workmanship in the underground mezzanine of the World Trade Center Transportation Hub…detract from what is meant to be breathtaking grandeur.”
As you read through the rest of Dunlap’s takedown, keep in mind that the structure is still unfinished, but in light of the fact that others have sued Santiago Calatrava over shoddy workmanship, this can hardly be a surprise. Great designs on paper that are tough and expensive to execute are, after all, a hallmark of the architect.
My favorite part of Dunlap’s column, though, comes in the form of a quote from Frank Lorino, one of the architects working for Santiago Calatrava New York/Festina Lente. “We have fought to bring the highest degree of quality to the project,” he said to The Times, “but the concerns of time, budget and scheduling have often taken precedence over quality.” Someone associated with Santiago Calatrava’s $4 billion subway station is complaining about the concerns of budget. I have no further words, your honor.
Earlier this week, on the same day that the first permanent platform at PATH’s new World Trade Center hub opened, Santiago Calatrava visited NYU’s Rudin Center to discuss his work. While it’s hard these days for Calatrava to find projects to discuss that aren’t subject to lawsuits from disgruntled municipalities, the architect gave a presentation that included a discussion on the PATH Hub. I’m not sure why anyone keeps glorifying Calatrava when his projects tend to bilk taxpayers and suffer from exceedingly high costs, but as the live Tweet stream from the event shows, costs are certainly an acknowledged issue with Calatrava’s work.
Calatrava himself has been very reticent about discussing costs. According to one person at the NYU event, when asked about escalating price tags on another project, Calatrava grew very defensive, and he spoke vaguely about costs escalating due to outside forces. By all accounts, it was not a satisfying answer, but we’ve come to expect that from the person whose Lower Manhattan subway stop has seen costs nearly double from $2.3 billion to well over $4 billion.
Meanwhile, a few blocks south at the PATH Hub, the Port Authority celebrated the opening of Platform A. The new platform retains a part of the World Trade Center’s original slurry wall and will service the WTC-to-Hoboken route. It also features, per the Port Authority, “new lighting, speakers, illuminated signs, escalators and elevators.” It’s also noticeably filled with white marble. It’s so noticeable, in fact, that one New York tabloid finally woke up to the opulence of the design.
The Daily News today has issued a diatribe against the white marble. Their arguments are focused around safety and cleanliness, but a discussion of the costs creep up as well. Calling the thing “lavish, extravagant, foolish and, very surely, dangerous,” the News opined:
This is a disaster in the making, and the Port Authority must stop the madness. After the terror attack destroyed the twin towers, the PA set out to rebuild the PATH station below the World Trade Center using the billions of dollars in federal money sent to the city. No matter how strong the objections, the authority’s six New Jersey commissioners insisted that the new station must be the grandest ever built — even though it carries only 50,000 a day, less than half of the Long Island Railroad’s Penn Station passenger load.
To fulfill its grandiose vision, the PA retained the world’s most over-the-top architect, Santiago Calatrava, a man famous, or infamous, for designing super expensive, eye-catching, sculptural public buildings without regard to their functionality….Calatrava would be just the guy you don’t want designing a New York station. It has long been known that this PATH station was going to be overbuilt. What was not known until its unveiling was that Calatrava sold the PA on cladding top, sides and bottom in white Italian marble.
While the authority insists that the floors (wet or dry) meet or exceed all safety standards, everyone knows that water makes marble slippery. That’s why the owners of office towers with marble lobbies roll out mats on wet days. That why the Metropolitan Transportation Authority uses concrete, tile or granite in the floors of its 468 stations… At this point, the PA has put only one white marble platform into use. The station has three more platforms. Now is the time to switch to a different material for all of them, something more suitable for commuters running for trains, not that anybody does that much in New York.
The Daily News point almost misses the forest for the trees. Marble isn’t absurd only because it’ll get dirty and may be slippery; Italian marble is absurd because it carries with it an astronomical cost. It’s probably too late for the Port Authority to do anything about the materials used, and at this point, the costs aren’t going down. The train has long ago left that proverbial station, but at least someone is paying attention to this convoluted mess of a subway station rebuild.
So here’s an odd, intriguing and important story, especially for those who live, work or play in Jersey City: For 45 weekends beginning seven days, the Port Authority will be shutting down the PATH tunnel between Exchange Place and the World Trade Center. Weekend service will continue to operate to 33rd St. via Hoboken, but signal upgrades and a Sandy response will knock out the Lower Manhattan connection for the rest of 2014 and into 2015. Next year, the same work will occur in the uptown tunnel.
Strangely, the PA did not announce this work until yesterday, just eight days before the project is scheduled to start. In a press release, the agency detailed the work to be done. A good portion of the work involves installation of Positive Train Control and a $580 million signal upgrade. Why PATH, basically the equivalent of NYC’s subway system, hasn’t applied for an exemption from the federal PTC requirements, is a good question. The remainder of the work involves Sandy remediation efforts that include desalination work and a full replacement of 90 percent of the utilities in the tunnel.
Unsurprisingly, as Ted Mann reports, the PTC project is already coming in overbudget. With a renewed push on safety in the aftermath of the Metro-North accidents, the PA is going to have to spend somewhere between $20-$60 million more than originally anticipated. On the bright side, PATH will also be able to run more trains once the full signal system is upgraded, but Jersey City residents are none too happy with this year-long inconvenience.