The floors of the subway system are known for their grimy, gumminess. (Photo by flickr user Susan NYC)

About once a year, it seems, the disgusting floors of the New York City subways take center stage. Last year, the problem focused around rising concrete and porcelain costs. This year, it’s all about cleanliness.

According to Pete Donohue of The Daily News, the MTA is looking for ways to better demarcate emergency exists while improving the sanitary conditions of the system’s floors. He reports:

NYC Transit is testing a new type of flooring with iridescent flakes that can illustrate routes to exits if the lights go out in an emergency…The resin-based material is poured like concrete, allowing flakes to be set in a pattern.

Safety aside, the resinous flooring might conquer an unsightly foe that’s defeated many a subway cleaner: gum. Many subway stations have porous concrete surfaces that are difficult to maintain and deteriorate into gum-spattered eyesores. Some stations have granite floors, which are easier to scour but expensive to install: $1.7 million for an average-sized station.

Resinous flake flooring is easier to maintain and less expensive, about one-third the cost of granite, officials said. “If this really works [it] gives the ability to essentially do away with the gum problem,” Roberts said. “It could make an order of magnitude difference in the appearance of stations.”

Currently, the Chambers St. stop on the IRT is serving as the guinea pig. As the station is rehabilitated, New York City Transit has poured the new materials on the mezzanine. I’ll try to swing by and snap a picture soon.

It’s hard to argue with this approach if it does indeed make it easier to clean the station platforms. Right now, those floors are among the least appealing aspects of waiting for a train. With food stains, gum splotches and various other unidentified liquids pooling up, the floors are ugly at best and unwalkable at worst.

This move reflects well on NYC Transit and the rider report card projbect. They’re actively looking to address a problem — cleanliness — identified by many as one of the drawbacks of the system, and the riders should benefit for it.

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The 7 line stop at 41st St. and 10th Ave. may be saved by the stimulus.

Before the weekend, we learned that the national stimulus plan would finally deliver a transit hub for Fulton Street. In fact, the stimulus may save another faulty MTA Capital Construction program from a giant budgetary mistake.

In the comments to that Fulton-inspired post, SAS reader Kris Datta dropped in a note about the 7 line extension. “I understand some of this stimulus money is also being used to fund the 10th Ave. station on the 7 line extension,” he writes.

To recap, the 7 line extension is a city-funded project that extends the 7 line from Times Square west along 41st St. and then south along 11th Ave. to 34th St. The planned development at Hudson Yards spurred on the city investment in this project, and while talks for the Yards are scheduled for Monday, it is resting on unstable ground.

When the city and the MTA agreed on the extension deal, the city promised to pay for the project up to a certain point and not more. The MTA wouldn’t take on cost overruns for a project that doesn’t benefit too many people and serves simply to fatten the wallet of whatever real estate companies winds up with the Hudson Yards lands. With costs on the rise, the MTA couldn’t promise to build the station stop at 41st St. and 10th Ave., and it seemed that the city would be investing a few billion dollars in a subway extension to nowhere when other, more necessary projects — such as the LIRR East Side Access and Second Ave. Subway — tottered along.

But now it sounds like the government’s infusion of cash will save another station. I’ll try to nail down a list of the MTA’s planned stimulus projects this year, but restoring this station seems to make a lot of sense. The MTA can start spending this cash on a construction project nearly immediately, and it will have long- and short-term benefits for the economy.

As much as this 7 line extension isn’t a necessary plan in ways other extension proposals are, omitting a stop at 41st and 10th would have been an insult to the neighborhood. The Hell’s Kitchen area needs more transit options, and while it’s true that the area is already developed, that shouldn’t preclude subway access.

In the end, though, the MTA can’t always rely on stimulus money for proper project funding. The authority has a whole bunch of plans in the works to expand and enhance subway service throughout the city, but these plans are plagued with high price tags. It’s great that the government’s efforts to kick start the economy will benefit the city, but one day soon, the state, the city and the MTA will have to find a more permanent solution to this capital funding problem.

Categories : 7 Line Extension
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On Thursday afternoon, I published a bit about rising costs at the Yankee Stadium Metro-North stop. As reported by Metro’s Patrick Arden, the new stop was supposedly suffering from cost overruns. My reading of Arden’s article was incorrect, and I’d like to offer up a correction.

In a nutshell, there are no cost overruns. Aaron Donovan, deputy press secretary at the MTA, writes to clarify:

The costs ($52 million from the MTA and $39 million from the City) have not changed since the project was approved by the MTA board in May 2007. There have been no cost escalations or overruns in the construction of the station, which is proceeding on time and on budget.

The $800,000 approved for station cleaning A) was anticipated at the outset and so does not represent an “overrun,” and B) is a cost to operate the station that appears in the Metro-North’s operating budget. It is not a capital expenditure associated with the construction of the station. Further, this amount represents a substantial savings over what Metro-North would pay if it were to hire additional Metro-North staff station cleaners to handle the facility. While every Metro-North station is cleaned every day, this station will need attention that is greater than, and different in character from, other Metro-North stations. This is because of the large number of customers using the station and the odd schedule (many nights and weekends) in which they will use it.

So there you have it. The project is on time and on budget. The key aspect here is that Metro-North is hiring an outside agency to clean the station for the first time. This expenditure was originally a part of the plan for the Yankee Stadium stop, and due to its anticipated high volume, the MTA will save under this plan.

I got the information wrong, and when I do that, I like to get the right information out there as soon as possible.

* * *

On another note, here are the weekend service advisories. That whole A/C/F/G thing is still going on.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, 2 and 3 trains run local between 96th Street and Chambers Street. However, uptown 1, 2 and 3 trains skip 96th Street due to station rehabilitation.


From 9 a.m. to 4 p.m. Sunday, February 1, Manhattan-bound 4 trains skip 176th Street, Mt. Eden Avenue, 170th, 167th and 161st Streets due to cutting of trees and branches hanging over track areas.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, uptown 4 and 6 trains run express from Brooklyn Bridge-City Hall to Grand Central-42nd Street due to Broadway-Lafayette Street to Bleecker Street transfer construction.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, there are no 4 trains available at Nostrand and Kingston Avenues due to switch renewal at Nostrand Avenue. Free shuttle buses provide alternate service.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, 4 trains skip Bergen Street, Grand Army Plaza, and Eastern Parkway due to switch renewal at Nostrand Avenue. Customers may take the 2 instead.


From 4 a.m. Saturday, January 31 to 10 p.m. Sunday, February 1, Manhattan-bound 6 trains run express from Pelham Bay Park to Parkchester due to track panel installation from Castle Hill Avenue to Parkchester. The last stop for some Bronx-bound 6 trains is 3rd Avenue-138th Street.


From 11:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, (and weekends through Feb 27-Mar 2) there are no 7 trains between Times Square-42nd Street and Queensboro Plaza due to track panel installation on the Davis Street curve and security conduit and cable installation in the under river tube. The NQ and free shuttle buses provide alternate service.


From 11:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, free shuttle buses replace A trains between 168th Street and 207th Street due to tunnel and lighting work. Customers may transfer between the Broadway or Ft. Washington Avenue shuttle buses and the A train at 168th Street.


From 10:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, free shuttle buses replace A trains between Beach 90th Street and Far Rockaway due to track panel work.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, Queens-bound A trains run local between 168th Street and 125th Street, then express to Canal Street, then trains resume local service to Hoyt-Schermerhorn Sts. Manhattan-bound A trains run local from Hoyt-Schermerhorn Sts. to 168th Street. These changes are due to station rehabilitation and construction of the underground connector at Jay Street, a track chip-out north of 116th Street and the Chambers Street Signal Modernization.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, there are no C trains running due to station rehabilitation and construction of the underground connector at Jay Street.
1. A trains replace the C between Hoyt-Schermerhorn Sts. and 168th Street.
2. F trains replace the C between Hoyt-Schermerhorn Sts. and Euclid Avenue


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, there is no E train service between West 4th Street and World Trade Center; trains run to the 2nd Avenue F station during this time due to the Chambers Street Signal Modernization. Customers may take the A to reach lower Manhattan.


From 12:01 a.m. Saturday, January 31 to Monday, February 2, F trains replace the C between Hoyt-Schermerhorn Sts. and Euclid Avenue. G trains replace the F between Hoyt-Schermerhorn Sts. and Coney Island-Stillwell Avenue. These changes are due to station rehabilitation and construction of the underground connector at Jay Street.


From 8:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, there are no G trains between Forest Hills-71st Avenue and Court Square. Customers take the E or R instead.


From 11:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, there are no L trains between 8th Avenue and Union Square due to switch renewal near 8th Avenue. Customers may use the M14 or shuttle bus instead.


From 11:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, L trains run in two sections (due to switch renewal near 8th Avenue):
• Between Union Square and Bedford Avenue every 16 minutes*, skipping 3rd Avenue and
• Between Bedford Avenue and Rockaway Parkway every 8 minutes*
Customers must transfer at Bedford Avenue to continue their trip.
*10 p.m. Sunday, February 1 to 5 a.m. Monday, trains run every 20 minutes.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, N and Q trains run local between Canal Street and 57th Street due to track panel installation on the Davis Street curve and security conduit and cable installation in the under river tube.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, N and R trains are rerouted over the Manhattan Bridge between DeKalb Avenue and Canal Street in both directions due to subway tunnel rehabilitation.


From 12:01 a.m. Saturday, January 31 to 5 a.m. Monday, February 2, Q trains are extended to Ditmars Boulevard due to track panel installation on the Davis Street curve and security conduit and cable installation in the under river tube.


From 11:30 p.m. Friday, January 30 to 5 a.m. Monday, February 2, the 42nd Street Shuttle S operates overnight to replace 7 service between Times Square-42nd Street and Grand Central-42nd Street due to track panel installation on the Davis Street curve and security conduit and cable installation in the under river tube.

Categories : Service Advisories
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If London can do it, why can’t New York?

A top this post sits a picture from London, England. Our brethren in the United Kingdom have long managed to figure out this whole bus tracking thing. They use a few technologies above ground to display arrival times for buses at street level (and below ground for the Tubes). When last I was in London, I found those boards to be notably accurate.

Alas, in New York, it is not meant to be for the MTA is yet again killing the bus tracking project. Somehow, someway, the MTA just can’t get it to work, and the cost of this failed project could be as high as $14 million. NY1′s Bobby Cuza has more:

It’s a project that was supposed to revolutionize bus travel, telling riders exactly how long until the next bus, and allowing them to see the exact location of buses in real time, whether on the Internet or on a handheld device.

But at a City Council oversight hearing Thursday, MTA officials said “forget about it” and have officially abandoned the project, to the disbelief of lawmakers. “It’s just incredible that in this day and age, we’re nowhere closer to being able to know where the buses are at any given point,” said Queens Councilman John Liu.

Under a contract awarded in 2005, tracking equipment was installed onboard 185 Manhattan buses. In August of 2007, screens began operating in test mode, but were turned off a few months later because the times were inaccurate. They’ve been dark ever since.

The MTA scrapped a similar project in 1996 because, Cuza reports, “satellite signals were lost in the skyscraper canyons of Manhattan — just one of many issues, the MTA says, that makes it difficult to predict arrival times.”

“It’s not just the urban canyons, but the schedules, the tight schedules, the headways, the traffic. The operating environment I think is the most challenging of any city’s,” said Sassan Davoodi, Co-Project Manager, NYC Transit.

Of course, it’s challenging. Of course, it may not be perfect. But as the MTA gears up to remove the trial boards from the already-outfitted stations, I have to wonder what went wrong. Why can’t Davoodi pick up the phone and call his counterpart at Transport for London? Why can’t the people in charge put two and two together to come up with a viable tracking plan for New York? GPS-based navigation works in the city; this should do.

John Liu, long a councilman I’ve regarded with a wary eye, summed it all up. “After nearly 20 years, there’s been zero progress,” he said. “And that’s pathetic.”

Categories : Buses, MTA Technology
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The dome has been saved! Long live the dome!

Rejoice, all ye Lower Manhattanites! The Dome of Fulton Street has been saved by stimulus cash heading the MTA’s way straight from Congress.

Finally, after an eternity of delays, hundreds of millions in cost overruns and 15 months of “we’ll decide next month,” the MTA can finally see a very faint glimmer of light at the end of the Fulton St. tunnel. To think, just three days ago, I was bemoaning the fact that this project will be well over half a decade late if it ever gets completed. It’s still going to wrap up late, but at least, there’s money for it again.

Anyway, joyous sarcasm aside, this is good news for the MTA. According to the agency’s CEO and Executive Director Elliot Sander, New York’s transit authority stands to gain between $1.5-$2 billion from the stimulus, and $500 million of that will head to Fulton St. Nearly William Neuman has the story:

The Metropolitan Transportation Authority expects to spend $497 million in federal economic stimulus money to complete the stalled and over-budget Fulton Street Transit Center in Lower Manhattan, the agency’s executive director said on Thursday. The money would bring the project’s cost to as much as $1.4 billion, nearly double what was estimated when it was conceived in the wake of the terror attack of Sept. 11, 2001.

The additional financing would allow the authority to move ahead with plans to erect an architecturally dramatic glass building atop the transit hub, said Elliot G. Sander, the authority’s executive director. However, it was not clear if the final design would include the project’s signature feature, a conelike skylight, known as an oculus, that would channel daylight into the lower areas of the station. Mr. Sander said the oculus could add about $40 million to the cost.

“The pavilion has to be many things to many people,” Mr. Sander said, referring to the glass structure. “It has to be a building of vibrant design with as much new retail activity as possible.” He called it “a highly visible portal to a modern transportation complex.”

Originally, this project was slated for a completion date around now and a budget of $750 million. It will far exceed those expectations and not in a good way.

Meanwhile, we have to consider a few things — political and planning — to this announcement. First, Sander issued it while testifying before Assembly Speaker Sheldon Silver. The Man who Killed Congestion Pricing again holds the keys to the MTA’s financial future. If he can shepherd a strong bailout plan through the Assembly, there’s hope yet. In return, Silver, long an ardent supporter of the Transit Hub at Fulton St., will finally get that hub. It’s a political tit for tat.

But on the other hand, I’m a little skeptical of this is a good use of stimulus money. While this money cannot go to operation budgets, couldn’t the MTA use $2 billion for the Second Ave. Subway? It is, after all, arguably a more important piece of the city’s future than a ritzy hub on Fulton St. Sure, they had to build something. Sure, they had to placate Silver. But that’s one expensive political bribe at the cost of better projects.

Either way, though, I can’t complain too much. This is an infusion of some much-needed cash to get a long-delayed project off the ground, and that’s good transit news.

Categories : Fulton Street
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Correction Notice: Please note that there is a correction to this post. You can read it here.

* * *

When the MTA, at the behest of the city, opted to take on the Metro-North stop near the new Yankee Stadium, it seemed like a good idea at the time. The agency could, for $40 million, open up a new station in an area of the city that could really use the commuter rail access.

Of course, as is the case with every other project in New York these days, initial cost estimates never come true. According to new reports, the MTA is now on the hook for at least $53 million for this new station, and costs are still going up. Metro’s Patrick Arden reports:

The cost of the new Metro-North station has climbed to $92 million —the city’s kicking in $39 million — and keeps rising: This week Metro-North approved $800,000 to keep the station clean.

“The Yankees have refused to contribute,” said Andrew Albert, a rider rep. on the MTA board.

When the Yankees’ stop was OK’d in 2006, then-MTA chair Peter Kalikow pledged a “similar level of commitment” to the Mets, spending $8 million to study improvements to the LIRR and subway stations at Shea Stadium.

The MTA is keeping Kalikow’s pledge, but its financial situation has deteriorated.

In my opinion, the Yankees shouldn’t have to bear any of the cost overruns for this project. While it certainly benefits the team, it benefits the neighborhood more. If Kalikow and his Board didn’t see fit to work out a deal to balance cost overruns with the city, the Yankees shouldn’t have to take the blame for that.

When all is said and done, these cost overruns pale in comparison to the 62 percent (and climbing) increases at Fulton St., but they are another indication of a poorly financed MTA/New York City joint project. I can’t wait for this to happen with the 7 line extension too.

Categories : Metro-North
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All Times

It’s not a stretch to say that the South Ferry story — the first new station in 20 years delayed by a one-inch miscalculation — is indicative of the larger problems plaguing the MTA. After all, like every other recent capital project, the South Ferry station is tens of millions of dollars over budget and now 14 months late. But there’s something about the way the MTA handled this gap problem that speaks volumes about its internal organization.

When last we saw this story, Newsday had reported that a gap between the platform and train doors ranging from 0.04 inches to one inch in violation of safety standards had to be closed. Thus, the opening of the new South Ferry Terminal would be delayed by a few weeks. As Wednesday progressed, more news emerged.

Surprisingly — or not, really — the Daily News reported that it will cost $200,000 to replace and enlarge the two pieces of plastic that will close the gap. That’s about 1200 feet of plastic and labor for $200,000. No wonder the MTA is running a deficit. (For what it’s worth, the News also notes that water is already seeping into the sparkly new station. The MTA will attempt to use more grouting to stem that leak. At least the new station will fit in with the rest of the subway system’s popular Water Damage motif.)

The good story emerged from a William Neuman City Room post alleging a credibility gap at the MTA. This gap is far wider than an inch. Neuman writes:

Now members of the authority’s board are unhappy that they were not told about the problem. “I feel we’ve got to be told exactly what’s happening,” said Andrew Albert, a board member. “Mistakes do happen,” he added, “but we have to know.”

The flap began on Monday when the authority’s capital construction czar, Michael Horodniceanu, told a board committee that the station opening was being delayed because it was taking longer to test the station’s mechanical systems, such as the fire suppression system, than had been anticipated.

He made no mention of the gap problem, even as he was being questioned by board members about the delay…

On Wednesday, after a meeting of the full authority board, Mr. Horodniceanu told reporters that he had first become aware that the gap might be too wide at least a week ago. He said that measurements were taken last weekend and that he reviewed the data Monday afternoon.

Horodniceanu released a statement to the media and the Board when questioned about his unwillingness to offer up the gap problem on Monday. “Until I had clear indication that there is nothing that we can do,” he said, “and that did not happen until Monday, when I got a plot of the survey, it was not a topic that I thought ought to be brought up unless I had an answer and a solution. If I bring just problems without solutions that’s an issue. And that’s not how we do business.”

That’s the whole problem, isn’t it? At last night’s largely unremarkable but heavily attended Brooklyn-based fare hikes and service cuts hearings, the few speakers I sat through before leaving at 7:30 all noted the same thing. The MTA doesn’t do business properly. Just add this to the long list of internal problems plaguing an agency that needs public support more than it needs more bad P.R. right now.

Categories : MTA Absurdity
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  • Toussaint through as head of TWU · Roger Toussaint sure picked a good time to step down. With massive service cuts and fare hikes on tap for the MTA and plans that will inevitably include the dismissal of TWU members looming, Roger Toussaint announced yesterday that he will not run for re-election of the local union that reps the city’s transit workers. Toussaint will forever be remembered for orchestrating the 2005 transit walk out and the subsequent penalties the union suffered because of that action. · (1)
  • Blogging the fare hike hearing · I’m heading to the MTA public hearing in Brooklyn tonight, and as long as the Marriott has wireless, I’ll be blogging the festivities. Be sure to check back around 6:30 or 7 for updates. · (0)

Shiny Station

Mind the one-inch gap. (Photo by Benjamin Kabak)

When I noted yesterday that the South Ferry Terminal opening has been postponed, I reported that this delay was due to some testing. It turns out the station won’t open for a few more weeks because of one whole inch.

Via Newsday:

The grand opening of New York City’s first new subway station in 20 years is being delayed by an inch.

Transit officials say the gap between the platform and the train at the $500 million South Ferry subway station is an inch too wide in some places, exceeding the three inch maximum allowed by federal regulations.

To fix the problem, authorities plan to install wider rubbing boards, a plastic strip that protects the platform edge from swaying trains, a three to four week job.

Oops.

Categories : MTA Absurdity
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