Shiny Station

Sometime next month, the MTA will, for the first time in twenty years, open a new subway station in New York City. The new terminal at South Ferry — the first post-9/11 redevelopment project to open in Lower Manhattan — features a fully ADA-compliant two-track station with wide platforms and state-of-the-art engineering. It will offer up a connection to the R and W trains at Whitehall St. and will serve as the station of the future, a prototype of sorts for the three stations planned along Second Ave., and it looks great.

Yesterday, Michael Horodniceanu, the president of MTA Capital Construction, led a group of reporters and photographers on a tour of the not-yet-completed facility, and I was lucky enough to get an invite. Let’s take a tour of the new station. (All links go to my flickr photo set of the tour. The slideshow is embedded below.)

South Ferry First, let’s set the scene. The current station at South Ferry is more than a bit decrepit. It’s a tiny station with room for five cars, and since it’s on a steep curve, it employs movable platforms. Somehow, it also serves six million passengers a year bound for Staten Island, Lady Liberty and all points in between. When the federal government offered up a large grant to redevelopment Lower Manhattan, the South Ferry stop along with the tortured Fulton St. hub were chosen for funding.

The new station, when it opens next month, will carry with it a $527 million price tag, including $420 million from the feds, approximately $107 from the MTA’s coffers and the remainder from the city for the plaza that will one day surround the entrance.

So what can you get for $527 million these days? Well, for starters, we get 1800 feet of total construction. Of that, 1200 of those feet are a part of a brand new tunnel with the remainder serving as the station.

Instead of just one track, we now have two ten-car tracks. The station will serve as a bona fide terminal. As such, according to the MTA, the potential capacity along the 1 line will increase from around 17 trains an hour to up to 24, and the easing of the Lower Manhattan bottleneck could shave six minutes off of a trip from 242nd St. to South Ferry. The station is also equipped with signals ready for computer-based train control, if and when the MTA gets that program off the drawing board and into the tunnels.

But beyond the technicalities of the track, the station itself is chock full of modern amenities. It features various escalators including some of those new smart escalators that slow down and speed up as passenger demand increases. The platform itself is very wide. While my pictures don’t quite capture how wide they are, this double-sided staircase leads down to the tracks with room on both sides.

More impressive is the cooling technology in place. The new South Ferry terminal features tempered air. As best as I can tell, the system is an underground air conditioned that kept the station positively balmy on a cold December day and will, according to Horodniceanu, ensure that the station “won’t be as hot in the summer” as some of the others. Air conditioned subways! Who knew?

The mezzanine level is by far the nicest in the station. While it does feature the ubiquitious security cameras, it is an expansive and gleaming entry way to the station. Most noticeable is the artwork. The MTA Arts for Transit program spent $1 million on station decorations, and according to Sandra Bloodworth, the director of Arts for Transit, did so to tie the station into its surroundings. “The idea,” she said, “was to bring the park into the station.”

Past the turnstiles, the station features glass panels depicting trees, and outside, the security gates are beautifully designed to evoke the park instead of the MTA’s usually jail-like appearance.

Lower Manhattan The jewel of the station is a mosaic map of Manhattan. Designed by the Starn Twins, the map is a 20-foot wide view of Manhattan from the Battery north. The first layer is a topographic map from 1640 and overlaid on that is a modern view of the city complete with the subway system. I snapped a detail of the map’s depiction of Lower Mahattan, and you can read more about the Starn brothers’ vision for the station at their website.

Beyond that, the station also features the 350-year-old Battery wall that held up construction when workers came across it a few years ago. When completed, it will connect to the BMT at Whitehall St. and feature a canopy entrance evocative of the DC Metro. Sadly, I doubt that the turnstiles will remain without arms for much longer.

The station looks great, and while it looked very much like a work in progress, Horodniceanu says it will open in January. Considering the engineering work that went into it — the station is built underneath the current South Ferry loop and the East Side IRT’s Joralemon St. Tunnel — it will stand as an impressive accomplishment in the painfully slow redevelopment of Lower Manhattan.

Categories : MTA Construction
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This afternoon, I went on the media tour of the new South Ferry 1 train terminal. The station looks great, and later tonight, I’ll post the pictures and my recap. As I look to the future of the system in that post, let’s step back in time to 1905 for a ride up some very familiar terrain.

The video above comes to us via Metafilter. It is, according to that site, a video from G.W. “Billy” Bitzer, D.W. Griffth’s famed cinematographer. He mounted a camera on front of one train and shot six minutes of footage from 14th St./Union Square to the Grand Central station.

The subways were just seven months old at the time, and it’s amazing to see how everything looks the same. It’s easy to recognize the familiar curve on the local tracks as what is now the 6 departs 14th St. heading north. At around the 0:48 mark, note the now-closed 18th St. stop. The only difference is train car and the appearance of Grand Central. All in all, it’s a remarkable piece of subway history.

Categories : Subway History
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What’s the better idea?

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While I study for my 1L law school exams, I’ve recruited a guest post or two for the next few weeks. Today, Chris Carrera, better know as the East Village Idiot, offers up his take on the response to the Ravitch Plan. As a general note, if anyone reading wants to contribute to SAS, feel free to contact me.

Now that the Ravich Report is out, New York’s politicians are lashing out in defense of “the little guy.” Unfortunately, it seems that those speaking out against the recommendations aren’t clear on who “the little guy” is. Here’s a glimpse of their perception of this mysterious citizen:

“Raising annual fees for driver licenses to $50 would yield nearly $300 million.” – Micah Kellner, Assemblyman (D-Manhattan)

Kellner’s perception of the little guy: a Manhattanite in his district who never, ever drives, and sees absolutely no need for a drivers’ license. He never drives for work, he never drives when he travels, and he never drives to relocate. Everyone else, however, should be forced to pay outrageous annual fees – nearly five times what any other state’s resident pays – isn’t the little guy, and should be screwed, even though they too rely daily on the transit system that this fee would fund.

“Placing tolls along these bridges penalizes people for living in The Bronx, Queens, Staten Island and Brooklyn boroughs, especially those who don’t have the best access to subway and bus transportation.” – Bill DeBlasio, City Councilman (D-Brooklyn)

DeBlasio’s perception of the little guy: someone lives and works in the outer boroughs. If you live and work in the same outer borough, East River tolls are of no consequence to you. If you live in, say, Queens and work in the Bronx, you have to pay $10 in tolls every day during your commute (unless you severely inconvenience yourself via the Queensboro Bridge, FDR, and Harlem River bridges). If you live in, say, Brooklyn and work on Staten Island, you have to pay a $10 toll every day during your commute. Forget about those people, because the real “little guy” is the one who lives in Brooklyn or Queens and works in Manhattan, an island with quite possibly the best mass transit in the world… who doesn’t take the Queens Midtown or Brooklyn Battery Tunnel (also $10 in tolls every day).

“How can you tax people to enter Manhattan when you don’t provide them reasonable alternatives?” – Simcha Felder, City Councilman (D-Brooklyn)

Felder’s perception of the little guy: someone who lives in an outer borough and wants to get to Manhattan who lacks “reasonable alternatives.” This “little guy” does not find 23 subway lines, 38 express and local bus routes, or 5 commuter rail lines to be “reasonable alternatives.” These are all infinitely less expensive alternatives than driving to Manhattan under any circumstances now, before any tolls are instituted on East River crossings. But they’re unreasonable to this “little guy,” and are therefore not the best choice for solving the MTA’s fiscal crisis.

It’s time for opponents to the Ravich plan to fess up: They don’t have a good explanation as to why they’re against tolling the East River crossings, they don’t have a reasonable suggestion to raise the revenue needed otherwise, and they don’t really know or care that a small group of people, if any at all, will be inconvenienced by the Ravich plan, which literally millions of New Yorkers will stand to benefit from. “Just because” is not a reason to block a plan that will keep our city’s lifeline from falling into an irreparable fiscal crisis.

Categories : Ravitch Commission
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Remember the Kheel plan, a Ted Kheel-funded study by Charles Komanoff and other transit experts? In it, the study’s creators proposed a way to fund the MTA via a steep congestion fee while keeping transit free. While it’s a very revolutionary plan, it hasn’t been embraced politically.

Well, as Ben Fried at Streetsblog reported this morning, Kheel is unveiling a new version of the plan. Kheel apparently doesn’t like the Ravitch plan. He calls it an immobility tax and doesn’t think it addresses the problems of congestion and car overuse that plague New York.

“The Ravitch Immobility Tax is a 1970’s-era plan that disconnects transit and traffic, making no real impact on the congestion problem that chokes our regional economy,” Kheel said in a press release. “The Ravitch Plan ignores the staggering social cost to the city of automobile traffic, leaving drivers to pay little for mass transit, and imposing the burden instead on vulnerable segments of our society that can ill afford it in these times. Instead of taxing jobs during the largest period of unemployment in recent history, we need an innovative plan that fuels economic growth, fixes traffic, and provides long-term benefit for working New Yorkers.”

Rather, Kheel proposes free subways except at rush hour and higher tolls for all. Kheel’s new plan, according to Fried, includes the following:

  • A dramatic cut in subway fares (75 percent on average), including a complete fare elimination on weekends and holidays, overnight and mid-day,
  • A variable fare during the weekday peak periods that’s lower than the current fare;
  • Complete fare elimination on all NYC Transit buses at all times;
  • Congestion pricing on car and truck traffic into the Manhattan Central Business District (CBD), with tolls varying sharply by time of day and averaging $16 per trip;
  • A 46% surcharge on medallion taxi fares (note that medallion taxis, and no other vehicles, would be exempt from the congestion pricing charge);
  • 25% higher tolls on MTA bridges that don’t directly access the Manhattan CBD.

Using their comprehensive proprietary model of the city’s transit system and road network, Kheel’s team concluded that the plan would:

  • Yield over $1 billion in net revenue — sufficient to wipe out more than three-fourths of the MTA’s projected FY-2009 deficit;
  • Increase overall subway ridership by 12% even as use of the system shrinks by 6% in the morning peak hour (8-9 a.m.) and 10% in the evening peak hour (5-6 p.m.);
  • Raise traffic speeds in the chronically gridlocked CBD by one-third during the day and one-quarter overall, while also boosting travel speeds throughout the City.

I want to like this plan, and I want to support. But something gnaws at me. Maybe it’s the fact that Ravitch’s plan generates more than the MTA needs so they can help fund the capital campaign. Maybe it’s the fact that Kheel’s plan is just too far out there for most New Yorkers to appreciate. Sadly, I think Kheel’s plan will forever remain a good idea in principle but will never be a New York reality.

Categories : Ravitch Commission
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New York is still coming to grips with the legacy of Robert Moses.

Oh, what a tortured web transit policy weaves, and this web will just get more expensive if New York doesn’t find a way to better bail out the MTA.

According to a report released on Tuesday by the Independent Budget Office, subway fares could reach $2.50 per ride with Unlimited Ride cards at $104 if the MTA doesn’t see some alternate revenue streams. The report is available as a PDF, and William Neuman summarized the news:

Because ridership often tends to drop after a fare increase, the study predicted that the authority would have to increase fares by 28 percent to achieve the desired 23 percent rise in the total revenue that fares produce. Under that formula, the 30-day unlimited ride MetroCard would rise to $104, from $81. A weekly MetroCard would rise to $32, from $25.

The study predicted that the base subway and bus fare would increase to $2.50, from $2. That is an increase of 25 percent, but the authority has said that it prefers to increase the base fare by multiples of 25 cents because its vending machines are set up mainly to handle quarters.

In contrast, the rescue plan proposed by the state commission, which is headed by Richard Ravitch, a former authority chairman, calls for an 8 percent increase in total fare revenue.

As the Daily News had reported about a $3 base fare a few weeks under the MTA’s so-called Doomsday Scenario, this IBO analysis is hardly surprising. But it does drive home the point of the Ravitch Report. Unless New York officials get serious, the MTA’s $1.2 billion financial burden will fall squarely on the shoulders of the riders through fare hikes and service cuts. To avoid that, I would opt for those controversial East River bridge tolls.

The point, however, may be a moot one, as Sam Roberts appropriate wrote in The Times on Monday, power brokers are tough to find these days. Roberts, in a well-written piece, hits upon the Robert Moses problem. New York City — and in particular, its transit system — needs a Robert Moses. But after the experiences and horrors of later-years Moses, the city just doesn’t want one.

Roberts wonders if Ravitch can be that power broker. As an appointee of the governor, he is in a similar position as Moses was all those years ago. But unlike Moses, Ravitch has no real power. He has the authority to lead a commission but no authority to do anything with the recommendations. Power in New York is just too fractured to allow a consolidation we would need to see a revolutionary solution to the MTA’s financial woes.

Robert Caro, the author of The Power Broker, the excellent Moses biography, had the final word. “It’s not a lack of power,” he said to Roberts. “It’s a lack of vision — of a vast metropolitan area as a single whole and what is necessary to tie that area together in a way that makes every segment of the population one. There are public officials with plenty of power. That power is just never thrown behind mass transit in the way it should be.”

Sadly, that sounds true to me.

Categories : MTA Economics
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  • Ahead of New York, Boston starts seatless car experiment · While the MTA announced plans for a seatless car experiment in August, Boston’s MBTA has beaten them to the punch. As the Daily News reports today, some Red Line cars in Boston will now be seatless an in effort to increase capacity. According to MBTA officials, this move should increase capacity by 10 percent. For local reaction, check out The Harvard Crimson. In New York, when four out of 10 cars feature the flip seats, the estimated increase is 18 percent. While some people will complain about missing out on the hypothetical seat, most rush hour riders don’t have the chance to rest anyway. · (3)

Let’s talk New York State drivers licenses for a bit. They have become quite the hot topic on the transit front lately.

Right now, it seem as though the most popular alternate to the Ravitch proposal concerns drivers licenses. As I discussed last week, a group led by Assembly rep Micah Kellner and New York City Comptroller William Thompson have proposed increased fees for car registrations and licensing fees in lieu of the controversial East River tolls.

A few readers e-mailed me skeptically about the registration fee plan, noting that the numbers did not quite seem to add up. So I ran the numbers. There are, according to the 2007 DMV records, 6.78 million licensed drivers in the 12 counties served by the MTA and 5.59 million licensed automobiles. It was then that I realized the catch.

Right now, those of us with New York State drivers licenses pay, more or less, around $50 once every eight years to renew our licenses. It was my understanding that this alternate plan would simply raise this rate to $100 every eight years. The way I figured it, this new fee would generate an additional $42 million a year and not the promise $300 million Kellner and Thompson had noted.

The catch, you see, is that Kellner and Thompson would charge New Yorkers that $50 fee every year. Instead of paying $50 for eight years, we would instead be paying $400 extra over that eight-year period to enjoy the privileges and benefits of having a drivers license no matter how little or how much we drive.

To me, this doesn’t quite get at the heart of the problem. It certainly provides an alternate source of revenue and wouldn’t require tolling the East River bridges, but it’s an unfair demand. In fact, while Thompson claims that the East River crossing tolls would hit those who cannot afford to pay them the hardest, I believe his alternate registration plan would.

Take me, for example. I have a New York State drivers license, and I always will. The last time I personally drove a vehicle across one of the East River bridges was in 2006 when I had to drive a van from Manhattan to Brooklyn. Under the Ravitch plan, I would pay $0 a year to cross the East River bridges because I take the subway to Manhattan every day. It’s significantly cheaper than owning a car; it’s convenient; it’s quick. But I’m not going to give up my drivers license.

Under the Kellner/Thompson plan, I would be paying an additional $50 a year to own a form of government identification. The people who can afford this plan will shrug it off and pass the costs on; the people who can’t will have to decide between relinquishing a drivers license of paying more. It’s not really equitable.

On the other hand, the Ravitch proposal would charge you for use. If you use the East River bridge tolls —  if you avail yourself of a service that isn’t free to New York City but that the city refuses to charge for right now — you should have to pay. My ownership of a drivers license shouldn’t fund mass transit, but your use of the roads at the economic, social and environmental expense to everyone else should. And that’s why this registration fee plan is bogus.

Categories : Ravitch Commission
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Richard Ravitch has heard the critics over the last few days, and he doesn’t like it. Responding to those who are skeptical of his bailout plan, Ravitch took a hardline position in an interview with the Daily News.

“Obviously, I have to assume they must know of some secret fairy godmother who has piles of money she is going to send and solve the problem,” Ravitch said. “Otherwise, they’d better damn well explain how the system is going to be paid.”

For the most part, these critics are pushing the standard line. As City Comptroller Bill Thomson has argued, the tolls will supposedly penalize those who don’t have access to the buses and subways. Never mind that every toll will be along a route that has ample bus and subway service. Never mind that people who can’t afford these tolls generally can’t afford a car in New York City either. Tolling roads in New York — actually charging people for the city services they use — has become some political taboo. No wonder Ravitch is a bit feisty.

But of course there are other concerns beyond obstructionist politicians. William Neuman highlights some of the legal challenges facing implementation of the Ravitch proposals. No one seems to know quite yet who has the ability to transfer control of the bridges from the city to the MTA or how the city could go about doing so.

“Our conclusion is that the city would not be permitted to transfer the bridges to the M.T.A. without a new state law,” Kate O’Brien Ahlers, the communications director for the city’s Law Department, said in a written statement on Friday.

City officials said that under state law, the bridges were similar to streets and parks, which are inalienable properties of the city. It is a status that requires state legislative action if they are to be sold, leased or otherwise removed from city control.

There is a law that allows the city to transfer property to the authority if it is to be used for transit purposes, such as land for a subway station. But the city officials said they did not believe that would apply to the bridges.

In reality, this is more of a political issue than it is a legal issue. If the impetus is there, city and state officials will work to affect the transfer. But as Neuman explores, the political impetus just isn’t there.

At some point, we’ll have to pay. Someone will have to shoulder the costs of running a transit system. It could be all of us; it could be some of us. Sadly, this decision will wind up in the hands of New York’s risk-averse politicians.

Categories : Ravitch Commission
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Now that we’ve all had a weekend to digest the Ravitch Report, let’s check in with the prevailing opinion. How the wind blows in the pages of New York’s editorial pages will go a long way toward determining the success or failure of this plan as it hits the state legislature.

Let’s start with the Paper of Record. The New York Times voiced its unconditional support for the plan:

Almost every commuter recognizes that a fare increase is inevitable, but that is unnecessarily onerous. The cost of a vibrant city, fed by its daily influx of commuters, should be shared by others who benefit. That means drivers, who face less traffic because so many other people leave their cars at home. And businesses that can draw employees from across the metropolitan area should also contribute…

Some of New York City’s most vocal politicians complained about how the Ravitch plan affects local drivers, especially in Queens and Brooklyn. Vetoing new tolls makes little sense unless these officials can come up with other ways to maintain and improve the enormous city transportation network.

Governor Paterson said New Yorkers face “one source of pain or another” to keep the M.T.A. up to speed. The right choice would be to spread that pain around beyond those who take public transit.

The Daily News, somewhat surprisingly but very pragmatically, liked the plan as well:

It is particularly sensible to build long-term fiscal stability on the three-legged stool of reasonably increased fares for riders, a modest tax on businesses and new tolls for drivers. Without effective and functioning mass transit, businesses might as well relocate to Toledo. A small additional per-employee fee would yield huge dividends.

Drivers coming over the bridges benefit from the reduced traffic and cleaner air that trains, buses and subways help provide. Which was the idea behind the congestion pricing proposal Mayor Bloomberg put forward – though without the $354 million in federal transit money the city would have gotten along with it. And for those who use public transportation every day – well, an 8% increase is far, far preferable to the doomsday 23% hike that would be required if Ravitch hadn’t found a way to spread responsibility around. Plus, the predictability of biannual fare hikes, tagged to inflation, makes sense for family budgets.

Paterson is right to have come out in support of this plan. Now, it falls to lawmakers to have the courage to implement it, even as they face the massive, still-outstanding challenge of grappling with gallons of red ink.

On the other side of the aisle, The Post wrote a disjointed piece bemoaning the tax increases. They write:

Think about it: Do companies need further incentive to cut labor costs in New York’s current recession economy?

It would be one thing if Ravitch had suggested sharing the pain – by squeezing some concessions from the MTA’s labor force, for example, but he does not. And while there is a lot of talk about cutting state and city spending, very little has actually happened – and very little is likely to happen.

Finally, Newsday thinks Ravitch was too kind on the MTA, and the Long Island paper voices its support for the alternative licensing and registration fee increase proposal that I will get around to debating as soon as the demands of my finals allow me to:

A report delivered last week by a high-profile commission, intended to solve the MTA’s funding problems for good, dances around the integrity issue but never addresses it head-on. The problem with the MTA is not just lack of money but lack of faith.

In this respect, the report is a disappointment. It offers no reassurance that management has wrung wasteful expense out of the behemoth agency. Yet, one after another, news stories suggest there are savings to be had. A report by State Comptroller Tom DiNapoli last month found the agency weighted down with 70,000 employees, many in redundant jobs, with plans to hire hundreds more. In marketing and public relations alone, the MTA employs 444…

The commission, headed by the highly respected former MTA chief Richard Ravitch, was charged with finding new revenue sources to cover a $1.2-billion shortfall next year, as well as a five-year construction and maintenance program. The Ravitch Commission should have looked internally first. How about a five-point plan, outlining how the agency would be restructured, top to bottom?

I’m particularly intrigued by the Newsday suggestion. I know some commenters here and on Streetsblog were a bit shocked that the report did not advocate more internal cost-cutting measures at the MTA. But otherwise, support is shaking down as expected. While Newsday’s support is lukewarm, three papers champion the East River tolling plan while one out-right dismisses the whole endeavor. Hopefully, the voices for change can outshine those clamoring for a disastrous status quo.

In the end, we’ll either get slammed with a huge fare hike or everyone can bear the costs. I know what I prefer. Do you?

Categories : Ravitch Commission
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Weekend service advisories

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Sorry for the delay in getting them up. Law school finals called. We’re still under the wire though as these changes go into effect at midnight.

From 10 p.m. Friday, December 5 to 7 a.m. Saturday, December 6 and from 10 p.m. Saturday, December 6 to 8 a.m. Sunday, December 7 and from 10 p.m. Sunday, December 7 to 5 a.m. Monday, December 8, downtown 12 trains skip 86th and 79th Streets due to track work.

From 8 a.m. to 8 p.m. Saturday, December 6 and Sunday, December 7, 3 trains run in two sections due to switch maintenance near New Lots Avenue:

  • Between 148th Street and Utica Avenue and
  • Between Utica Avenue and New Lots Avenue

From 8 a.m. to 8 p.m. Saturday, December 6 and Sunday, December 7, there are no 4 trains between Atlantic Avenue and Utica Avenue due to switch maintenance near New Lots Avenue. Customers should take the 3 instead.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, there are no 5 trains between 149th and East 180th Sts. due to installation of track cable tray north of East 180th Street. Customers should take the 2 instead.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, 5 trains run every 30 minutes between Eastchester-Dyre Avenue and East 180th Street due to track cable work north of East 180th Street.

From 9 a.m. to 4 p.m. Saturday, December 6 and Sunday, December 7, Manhattan-bound 6 trains run express from Pelham Bay Park to Parkchester due to rail work south of Pelham Bay Park.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, uptown A trains skip 135th, 155th, and 163rd Streets due to installation of new tunnel lighting conduits and fixtures from 155th Street to just north of 168th Street.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, downtown A trains run local between 168th Street to 145th Streets due to installation of new tunnel lighting conduits and fixtures from 155th Street to just north of 168th Street.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, there are no C trains operating between 168th Street and 145th Street due to installation of new tunnel lighting conduits and fixtures from 155t Street to just north of 168th Street.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, Bronx-bound D trains skip 170th, 174th-175th, and 182nd-183rd Streets due to track and cable conduit work north of 167th Street.

From 12:01 a.m. Saturday, December 6 to 5 a.m. Monday, December 8, Coney Island-bound F trains skip 4th Avenue, 15th Street-Prospect Park, and Ft. Hamilton Parkway due to substation repairs between Ft. Hamilton Parkway and Church Avenue.

From 12:01 a.m. to 5 a.m. Saturday, December 6, Manhattan-bound F trains skip 169th Street due to track cleaning.

From 12:01 a.m. to midnight Saturday, December 6, Manhattan-bound F trains skip Sutphin and Van Wyck Blvds. due to installation of track drains.

From 12:01 a.m. to 5 a.m. Sunday, December 7, Jamaica-bound F trains skip 169th Street due to track cleaning.

From 11:30 p.m. to 5 a.m., Friday, Saturday, Sunday (through 5 a.m. Monday), there are no L trains between 8th Avenue and Union Square due to switch renewal near 8th Avenue. Customers should use the M14 instead.

MORNINGS ONLY: From 12:01 a.m. to 5 a.m., Saturday, December 6, Sunday December 7, and Monday, December 8, there are no N trains between 57th Street-7th Avenue and Queensboro Plaza due to completion of track replacement work in the area of 5th Avenue-59th Street and tunnel security work.

From 9:30 p.m. Friday, December 5 to 5 a.m. Monday, December 8, free shuttle buses replace Q trains between Stillwell Avenue and Kings Highway due to preparation work for station rehabilitations at Neck Rd. and Avenue U.

Categories : Service Advisories
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