Last weekend, after spending the afternoon at Kara Walker’s Domino’s Sugar Factory installation and grabbing dinner at Paulie Gee’s in Greenpoint, I took the G train back to my end of Brooklyn. It was a pretty easy ride, made easier by the fact that we didn’t have to wait long at Greenpoint Avenue, but when we got off in Ft. Greene, I realized I had left my credit card at the restaurant. So I got to enjoy a bonus pair of G train rides.

The ride back to Greenpoint was frustrating. I was annoyed with myself for leaving my card at the restaurant, and to make matters worse, I caught the tail lights on the G departing Fulton St. as I made it to the platform. On schedule 12 minutes later, the next train showed up, and I had better luck on the way home. All told, it was a fine ride that could have been much, much worse.

The next day, G train service got a little bit more frequent. Based on increased off-peak and afternoon demand, the MTA decreased weekday headways from 10 minutes to eight minutes. This move will reduce wait times across the board and alleviate crowds during the P.M. rush. This measure came about after the MTA, at the urging of the Riders Alliance and Daniel Squadron, conducted a line review, and these folks were happy. “These improvements will help commutes on this important line,” Squadron said, “and hopefully make lives a little easier for the riders who depend on it.”

So the politicians like it. But if you thought this increased service would make G train riders happy, guess again. Based on the reaction on social media, G train riders used this news to complain even more about the early morning crowds and the so-called G train sprint. They demand full-length trains from the MTA — though full length trains for the size of those IND Crosstown platforms would be an utter waste of resources — and they bemoaned that the MTA still doesn’t care about G train riders.

On the one hand, as the G train is seemingly ignored throughout the city, its riders are the ones most vocal on Twitter and New York City blogs. It runs through some hip and hipster neighborhoods but also through some areas without density. It doesn’t have the ridership to warrant longer trains, and the concept of induced demand — for which I’ve argued in the past — does not have evidentiary backing strong enough to warrant the costs of added service.

On the other hand, people sometimes have to run for trains! I have to dash down a few staircases if my train is pulling in as I arrive at the station, and sometimes, I miss a train on the weekends that doesn’t run too frequently. It’s all part of not knowing where my train is at all times, but that’s an issue for B division lines without countdown clocks. What makes the G worse of course is the platform sprint, but unless the MTA starts closing extra entrances — such as India St. — the trains won’t line up with the nearest staircases. The crowding complaints are easier to ignore. Let’s see how G riders would handle a rush hour 6 train.

I’m tempted to say the rider complaints can thus be dismissed, but they should be heard out. In an ideal world, the MTA would have the money and resources to run full trains at peak hours to avoid sprints and placate costumers. But they can’t, and the demand isn’t there. When it is, though, riders should be front and center making their voices heard. Today, the added service — which generally runs on time and fairly regularly — will have to suffice.

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Remember all the way back to February when, after a rather boring Super Bowl, thousands of fans got to hang out in East Rutherford or Secaucus Junction waiting for New Jersey Transit to run enough trains to get them home? You’d think the regional rail operators around the city would have learned the lesson that, for marquee sports events at inconvenient locations, regularly scheduled commuter rail service isn’t quite good enough and even the so-called “event” service isn’t enough either.

So when Saturday’s Belmont Stakes rolled around with California Chrome drawing attention for his shot at the Triple Crown, how do you think the Long Island Rail Road handled the post-race crowds? If you said “poorly,” come on down because you’re the next contestant on “The Train Service Is Wrong.” Matt Flegenheimer reports:

For both the horse and the agency, Saturday could have gone better. After watching the colt tie for fourth in the Belmont Stakes, tens of thousands of Long Island Rail Road riders struggled to leave, standing in serpentine lines for hours, berating police officers over a lack of communication from transit and racing officials and, at one point, packing themselves so tightly atop a rickety pedestrian bridge that it had to be cleared for safety.

And so, just over four months after New Jersey Transit’s misadventures at the Super Bowl, the New York City area has been faced with the same vexing question: How has a region that prides itself on handling large crowds for major events — baseball games, political conventions, New Year’s Eve — been tripped up yet again?

The answer, officials and transportation experts said, is a combination of misguided estimates, inexperienced riders and a bit of bad luck, at least at the track. The railroad expected about 20,000 people to ride to the races and had publicized its service throughout the week. Nearly 36,000 took the train to the Belmont station, prompting the railroad to summon extra service for the post-race crush at the track’s typically little-used station.

To make matters worse, MTA officials and rider advocates noted after the fact that the people who rely more heavily on mass transit were the ones at Belmont, something that perhaps should have been a consideration before the event and not after. Still, though, one statement in The Times was worrisome. The Belmont station is season, and the station can fit only an eight-car train set. Thus, with 36,000 people waiting, the MTA can clear out only around 1200 per train. “Could we have gotten three and a half hours down to three hours if everything ran like clockwork? Maybe,” LIRR President Patrick A. Nowakowski said to Flegenheimer. “But you weren’t going to do any better than that.”

Coverage in The Journal took on a different slant still. The delays, LIRR officials told Yoni Bashan, were expected. “There wasn’t a single extra train that we could have run that we didn’t run,” an agency spokesman said.

Therein lies the problem. The MTA isn’t going to upgrade Belmont for one day a year, and, as both papers noted, these complaints never pop up for regular service after events at Yankee Stadium, Citi Field or the Barclays Center, venues located near subway lines. So this may just become the new normal at places that were built for auto traffic without reliable, regular mass transit. Belmont and the Meadowlands will still see many many drivers, but as train travel in the region becomes the norm, longer waits due to infrastructure deficiencies will continue to be a problem. Who’s looking forward for a solution?

Categories : LIRR
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The plan to rezone Midtown East has returned, and so too have these renderings of Grand Central.

In the waning days of the Bloomberg Administration, the ambitious plan to rezone Midtown East died an expected death. The lame-duck mayor wanted to push through his vision for a modern, revitalized and taller Midtown, but the City Council and various stakeholders were more interested in both not rushing and waiting out the next administration. Now, the Midtown East rezoning plan is back on the table, and with it, the call for transit improvements have returned as well.

The rezoning plan itself returned on a Friday a few weeks ago with little fanfare, mostly due to the timeline. Mayor Bill de Blasio has elongated the timeline, and while some work around Grand Central can begin soon, the full rezoning effort likely won’t wrap until mid-2016. Whether it needs to take that long is a question ripe for debate, but this is certainly the polar opposite of Bloomberg’s attempt to push through rezoning in three months.

The MTA, meanwhile, wants to be front and center during the discussion, and the longer timeline should benefit them. Andy Hawkins of Crain’s New York explored the agency’s view in a piece this week. He writes:

The Metropolitan Transportation Authority is eyeing big changes to subway stations within the footprint of the proposed midtown east rezoning, and will need a trainload of cash to make it happen…MTA Chairman and CEO Thomas Prendergast said improvements would be needed at Grand Central Terminal, including the Lexington Avenue line and the shuttle to Times Square, and the E and F train station at 53rd Street and 5th Avenue, in order to accommodate more office workers that will come after the rezoning.

At Grand Central, new staircases linking the mezzanine where the turnstiles are to the ground-level station are under consideration, as well as improved pedestrian paths and sight lines to get straphangers from the platform to the mezzanine more quickly, an MTA spokesman said. Currently the station’s signal system allows for 29 trains to pass through every hour, but because of congestion typically only 26 to 27 trains make it through. Relieving that congestion would allow 4,000 to 6,000 more passengers per hour to move through the station.

In the past, Mr. Prendergast said, the development process has forced the MTA to be reactive to new construction, making transit upgrades only after large buildings have been built. “We didn’t do as good a job—we collectively, the city and the MTA—of making sure we identified those and dealt with them,” he said. But midtown east has been different. The MTA has had “a fairly long dialogue” with the City Planning Commission and the Department of Transportation about its funding needs for the rezoning. Those needs will likely be reflected in the MTA’s next capital budget, which is due in September.

When Midtown East first entered our collective consciousness, the MTA estimated its needs at around $465 million. It will update those numbers in the fall, and odds are the price tags have increased. Some of the funding could come from the planned sale of the MTA’s headquarters at 347 Madison Ave. and the transfer of the air rights exist above that rather diminutive building.

Still missing from the MTA’s wishlist for Midtown East though are future phases of the Second Ave. Subway. It’s not the easiest sell because these phases are years away from construction, let alone completion, but it’s possible to argue that nothing is more important to a successful rezoning effort, especially east of Grand Central, than a full-length Second Ave. Subway. Despite these planned renovations along the East Side IRT, the 4, 5 and 6 can’t really handle that many more daily riders, and the Lexington Ave. line doesn’t do the same job of redistributing commuters along the East Side as the Broadway and 6th, 7th and 8th Ave. lines do through Midtown West.

I’m not going to hold my breath here. The MTA is angling for incremental improvements to existing infrastructure — which it needs — but the future for SAS seems up in the air. I’ve heard rumblings that the MTA will soon look to refresh the Environmental Impact Statement for Phase 2, but Midtown East implicates Phases 3 and 4. Will we see those in our lifetimes? Your guess is as good as mine.

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A few weeks ago, I was chatting with a bunch of transit-minded folk, and we were joking about Tom Prendergast’s tenure atop the MTA. He has been officially in charge for a year now, and based on recent history, that means it’s about time for him to step down, get booted out or decide to run for mayor. Of course, we were joking, and barring something out of left field, Prendergast will not be surrendering his CEO-ship any time soon. But that we could make light of the fact that the MTA has gone through nearly a chairman a year since late 2006 speaks volumes of the political upheaval affecting the agency.

Over the course of the year, Prendergast has presided over the good and the bad. The MTA’s budget remains fragile, and out-year projections will be altered by the fact that the net-zero goal ended up proving elusive. Fare hikes, though smaller, are still on the table every two years for the foreseeable future, but beginning yesterday with the M train and today with the G, subway service is being increased for the first time in years. Meanwhile, a new five-year capital plan looms with the immediate future for subsequent phases of the Second Ave. Subway in doubt, and safety problems abound for Metro-North and, to a lesser extent, the Long Island Rail Road. The latter railroad will face its own labor issues in the coming months.

As part of a big feature recognizing his first year on the job, Crain’s New York this week looks back on year one and looks forward to Prendergast’s year two. Andrew J. Hawkins summarizes:

It’s been a bumpy ride for Thomas Prendergast, head of the world’s largest transit system: three derailments, two labor negotiations, a power failure, employee and commuter fatalities, megaproject delays, a budget raid, and persistent aftereffects from Superstorm Sandy.

And Mr. Prendergast’s second year as chairman and chief executive of the Metropolitan Transportation Authority doesn’t look any easier. The MTA’s capital plan, which will outline the next five years of spending on the transit system’s massive infrastructure needs, is unfunded yet is due in September, around the same time that Long Island Rail Road workers plan to strike unless their contract is settled. Soon after, the federal government will render judgment on the MTA’s long list of resiliency needs post-Sandy. Fare increases are scheduled for 2015 and 2017, technology to replace the MetroCard is in the works, and Gov. Andrew Cuomo has ordered a long-term plan to harden and transform the entire system.

“I’ve been losing sleep for a while,” Mr. Prendergast admitted. “You realize you’re responsible for a function that carries millions of people a day.”

Prendergast talks about “transformational change,” and that could come in any area, from capital projects set to open to that elusive Metrocard replacement initiative to sustainable funding sources that need to be identified and realized. But as I think back on Prendergast’s last year in office, I think it’s not so much a busy year as it was the status quo. Although much of the focus has been on storm recovery of late, in the year two years prior, the MTA had to confront and fight off those storms. Before that, the agency’s finances tanked, and before that, capital projects were launched, delayed, overbudget and plagued with problems. If we go back a few more years, the TWU strike looms. It is never easy.

For his second year, Prendergast must seal the deal on a new $25-$30 billion capital plan that doesn’t include the same sexy projects as the past few. The MTA needs to perform a behind-the-scenes overhaul of nearly everything, but those don’t come with commemorative plaques and ribbon-cuttings. Preparing for another storm remains a priority as well.

So year one is in the books and year two will, finally, belong to the same MTA CEO and Chair. His term actually is set to expire in 2015, a legacy of the fact that so many people have come and gone since 2009 when the current six-year term began. How Prendergast does this year will determine if he gets another bite at the apple. The MTA sure could use that stability.

Categories : MTA
Comments (5)

It’s been just over 10 months since the MTA announced the extension of the M train into Manhattan on the weekends, and that time is finally here. The M train will now terminate at Essex/Delancey, bringing BMT Myrtle Ave. riders over the Williamsburg Bridge and to midtown-bound F trains. This is the first regular weekend service along that route since the 1950s, and the Transit Museum is running a Nostalgia Train on Saturday to celebrate.

Here’s the rest of your weekend:

From 11:45 p.m. Friday, June 6, to 5:00 a.m. Sunday, June 8, South Ferry-bound 1 trains run express from 34 St-Penn Station to Chambers St due to track tie renewal at 34 St-Penn Station.

From 11:45 p.m. Friday, June 6, to 6:30 a.m. Saturday, June 7, and from 11:45 p.m. Saturday, June 7 to 5:00 a.m. Sunday, June 8, Flatbush Av-Brooklyn-bound 2 trains run express from 34 St-Penn Station to Chambers St due to track tie renewal at 34 St-Penn Station.

From 12 noon to 5:00 p.m. Saturday, June 7, the 116 St 6 line station will be EXIT ONLY due to the 116 St Festival. Customers will not be allowed entry to this station between these hours. Use the 110 St or 125 St 6 stations instead.

From 7:00 a.m. to 9:00 p.m. Sunday, June 8, the 77 St 6 line station will be EXIT ONLY due to the Puerto Rican Day Parade. Customers will not be allowed entry to this station between these hours. Use the 68 St or 86 St 6 stations instead.

From 2:00 a.m. Saturday, June 7, to 4:30 a.m. Sunday, June 8, 7 trains are suspended between Times Square-42 St and Queensboro Plaza in both directions due to CBTC related work and track panel installation south of Queensboro Plaza. EFNQS and free shuttle buses provide alternate service. Q service is extended to Astoria Ditmars Blvd on Saturday, June 7, from 7:00 a.m. to 9:00 p.m. Shuttle buses operate between Vernon Blvd-Jackson Av and Queensboro Plaza making station stops at Queensboro Plaza, Queens Plaza, Court Square, Hunters Point Av and Vernon Blvd-Jackson Av.

From 7:00 a.m. to 9:00 p.m. Saturday, June 7, the last stop on some 7 trains headed toward Queensboro Plaza will be 74 St-Broadway due to CBTC related work and track panel installation south of Queensboro Plaza.

From 11:45 p.m. Friday, June 6, to 10:00 p.m. Saturday, June 7, Coney Island Stilwell Av-bound F trains skip Sutphin Blvd, Briarwood-Van Wyck Blvd, and 75 Av due to rail work south of Parsons Blvd.

From 11:45 p.m. Friday, June 6, to 8:00 p.m. Saturday, June 7, Jamaica-179 St-bound F trains run express between Avenue X and Jay St-MetroTech due to rail work north of Ditmars Av and signal work at Church Av.

From 11:30 p.m. Friday, June 6, to 8:00 p.m. Saturday, June 7, G trains are suspended in both directions between Church Av and Hoyt-Schermerhorns Sts due to signal work at Church Av.

From 11:45 p.m. Friday, June 6, to 9:00 p.m. Sunday, June 8, Coney Island-Stillwell Av-bound Q trains run express between Newkirk Av and Kings Hwy due to station renewal work at Parkside Av, Beverley Rd, and Cortelyou Rd.

From 7:00 a.m. to 9:00 p.m. Saturday, June 7, Q trains are extended to Astoria Ditmars Blvd due to CBTC related work and track panel installation south of Queensboro Plaza on the 7 line.

(42 St Shuttle)
From 12:01 a.m. Saturday, June 7, to 6:00 a.m. Sunday, June 8, the 42 St Shuttle operates overnight due to CBTC related work and track panel installation south of Queensboro Plaza on the 7 line.

Categories : Service Advisories
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While rummaging through a drawer in my parents’ apartment a few years ago, I came across this great button. I don’t remember if I got it an Upper West side street fair in the early 1990s or on some trip to the Transit Museum, but it’s an excellent relic of another age. From the MTA logo to the plea to the public to assist the Transit Authority in wiping out something the overwhelming majority of riders didn’t want to see, graffiti was a constant way of life underground.

In May, the MTA celebrated a significant milestone. For 25 years, trains in service have been graffiti-free. It took a concerted effort, a few MTA heads and some aggressive policing tactics to clean the cars, but nowadays, no subway car will leave a yard with graffiti. This doesn’t, of course, mean that cars are always graffiti-free. Taggers still target yards, and post their conquests on Instagram. But riders see nothing worse than scratchiti or an occasional scribble in marker on a seat.

The MTA marked the occasion last month:

The nearly two decade-long scourge of vandalism began with felt-tip markers and soon escalated to spray-paint. The practice turned the subway system into an unwelcome underworld where it seemed that all official control had been lost. Subway cars and stations were covered with grime and layers of graffiti, which gave the system an air of rot and decay. During this period, ridership plunged, crime soared and a generation of subway riders was left thinking that things would never get any better.

At the height of this destructive urban phenomenon, subway cars were so completely “tagged” that it was nearly impossible to see out of the windows. NYC Transit’s initial attempts to squash graffiti all failed. In 1981, guard dogs and a double set of ten-foot high fences were deployed at the Corona Yard in Queens. Initially, the program worked but vandals eventually switched tactics. The low point came in 1983, when hundreds of subway cars were painted bright white, a virtual invitation to an army of graffiti vandals who took full advantage of a fresh canvas.

However, beginning in 1984, a new management team, the first capital program, new stainless-steel cars, and freshly painted older cars, along with stepped up security measures all combined to turn the tide. By May 12, 1989, major investments in the subway system had created a car fleet that was made up of either new or rehabilitated subway cars. Trains were taken out of service at the end of their runs and scrubbed when a piece of graffiti did appear and removal of graffiti from subway station walls and columns had to be accomplished in a defined period of time.

The MTA at the time was aggressive with their messaging. “When you’re sitting in a graffiti-covered car, you don’t feel safe. When the trains were covered with names, codes and epithets, there was a sense that the system was out of control,” then-Transit President David Gunn said, perhaps a bit hyperbolically. Still, for those that subscribe to the broken windows theory of transit attitudes, the end of graffiti was a welcome day. I remember those trains vividly, even if the button I have has to spur my memory.

For more on the history of graffiti in the subways, check out this Gizmodo post or Martha Cooper’s book. For more views from the subway system past, present and future, give me a follow on Instagram.

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As transit rank-and-file go, few workers are more vulnerable than bus drivers. For years, they sat behind the wheel with no protection between them and their passengers as New Yorkers of all stripes filed past. They weren’t asked to actively put themselves at risk, but to fare jumpers, disrespectful riders and those looking to do more damage, bus drivers were sitting ducks.

A few years ago, the MTA, under pressure from its unions, started installing partitions, and many — but not all — buses now afford their drivers some protection. Plans include an aggressive roll-out of partitions in the future, and with BusTime and the technology upgrades, the MTA is primed to protect its drivers and respond quickly to emergencies. You would think the New York State Senate would appreciate — or at least know of — these efforts, but instead, they’ve taken an interesting approach.

Earlier this week, the New York State Senate passed a bill requiring that the MTA install partitions in every busy by 2019 and ensure that all buses have a GPS system that can synchronize with alarm by 2016. The bill, which you can read right here, now awaits Assembly action, but it is an amazing example of shutting the barn door after the horse escapes. The State Senate has, in effect, ordered the MTA to do something that, with regards to GPS, it has already accomplished and, with regards to partitions, it is well on its way toward wrapping up.

Now you can accuse me of skepticism; I am, after all, no fan of the way Albany treats transit. Plus, this legislation, if it passes the Assembly and earns Gov. Andrew Cuomo’s signature, could protect future bus drivers as well. But to me, this is indicative of the way Albany reacts to transit. That is, they don’t. They latch onto something the MTA is doing on its own, mandate that it happen, and then try to take credit for the solution. Instead of examining the city’s traffic issues, transit’s funding problems or future growth, State Senators are content to put a good face on nothing. What a shame.

Categories : MTA Politics
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The day job has been very busy, and I haven’t a chance at night to delve into a longer post. So instead, enjoy this amusing video of New Yorkers just missing the G train. It is equally applicable to every subway line though and not just the poor, abused G train (which, I’ll always contend, isn’t nearly as bad operationally as its reputation). If you were to follow me on Twitter, you could have seen this video last night. More soon, hopefully.

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NextStopis We’re back with an all-new episode of “The Next Stop Is…,” the only Second Ave. Sagas’ podcast around. Eric and I talked today about delays, strikes, and ferries. Oh my?

We start with a discussion on the 7 train extension’s recent troubles and what it may mean for other MTA capital projects. We talked about the LIRR union’s offer to postpone a strike from July to September and delved once more into the love affair with ferries. We ended with some words on the sad passing of Massimo Vignelli.

This week’s episode runs about 20 minutes, and if you haven’t left work for the day, give it a listen on your ride home. (But don’t worry; it will still be timely in the morning.) You can grab the podcast right here on iTunes or pull the raw MP3 file. If you enjoy what you hear, subscribe to updates on iTunes as well and consider leaving us a review. If you have any issues you’d like us to tackle when we return in two weeks, leave ‘em in the comments below.

Categories : The Next Stop Is
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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.

Categories : 7 Line Extension
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