LIRRService Advisories

Photo: Derailed LIRR train still wreacking havoc

by Benjamin Kabak
written by Benjamin Kabak on March 20, 2013

A non-passenger train sits derailed in Rego Park, Queens, on Monday night. (Photo: Metropolitan Transportation Authority / Patrick Cashin)

A non-passenger LIRR train derailed on Monday night near Rego Park, Queens, and although crews worked through the snow and sleet two nights ago to rerail the train, the incident is still impacting commutes. According to the LIRR, their crews have been working non-stop to repair nearly three quarters of a mile of track damaged when the train jumped the rail, and cancellations during peak hours are expected through Friday.

One of Second Ave. Sagas’ Twitter followers who was a few blocks away from the derailment described it as an earthquake, and the impact has aftershocks, so to speak. The LIRR had to cancel 11 peak hour trains in the morning and seven in the evening. A few have been diverted from Penn Station to Atlantic Ave. while others run only to Jamaica. The full list of changes is available here.

According to the MTA, the derailment knocked one of the four tracks between Jamaica and Penn Station out of commission. Crews have to replace concrete ties, the running rail and the electrified third rail as well. As yet, there has been no determination of the cause of the derailment, but an investigation is ongoing.

After the jump, scenes from the derailment courtesy of Patrick Cashin and the MTA.

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AsidesSecond Avenue Subway

Worker trapped in mud at Second Ave. Subway site

by Benjamin Kabak
written by Benjamin Kabak on March 19, 2013

A worker at 2nd Ave. and 95th St. is trapped in mud at the Second Ave. Subway construction site, according to multiple reports. As NBC New York reports, “The worker has been stuck in what firefighters at the scene described as ‘muck’ from the waist down inside a trench about 75 feet below street level at 95th Street and 2nd Avenue. The 911 call was placed at about 8:40 p.m.”

According to recent reports, crews are attempting to, according to PIX 11, use “hands, buckets and small tools to keep the man from slipping deeper into the muck.” While the worker’s condition is unknown, he has since been anchored by a series of ropes and will not be further trapped in the muck. As of 30 minutes ago, the vacuum truck was still on the way. I’ll update this post as more information comes in.

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PANYNJView from Underground

When an architectural symbol isn’t really an architectural symbol

by Benjamin Kabak
written by Benjamin Kabak on March 19, 2013

Over the weekend, seemingly in only an article in The New York Times and not anywhere else on the Internet, the New York State Department of Motor Vehicles announced a new look for the state’s driver licenses. Beginning in July, New Yorkers renewing their licenses or getting new ones will receive hard polycarbonate cards with two black-and-white photos. Ostensibly this is a move to combat counterfeiters and purveyors of fake IDs.

The details surrounding the new licenses — including word of a lawsuit over the contract reward and bidding process — are laid out in Jesse McKinley’s article. For now, this move will have little impact on anyone’s life as we’re not being asked to fork over the dough to receive new licenses yet. I wanted to take a look at the sample though because something familiar grows in the background.

license-articleLarge

If you look closely you will see that the background is not a usual symbol of New York State. The seal of New York, the city skyline and Niagara Falls have all been banished from the license, and in their places are the Statue of Liberty and….Santiago Calatrava’s half-built World Trade Center PATH train transportation hub? Pardon my incredulity but since when do semi-realized architectural renderings for a project not due for completion until maybe 2015 or maybe 2016 qualify as a Great Symbol of New York State?

To me, this reeks of an ex ante justification for the transportation hub — or perhaps even an ex post attempt at excusing the project. As of now, the hub is set to cost nearly $4 billion and won’t do a lick to increase rail capacity. It’s supposed to be an anchor in Lower Manhattan and a symbol of the area’s rebirth 15 years after the September 11th attacks, but it’s become a sign of New York’s inability to invest sensibly in infrastructure while keeping costs under control. We should have great public spaces, but we shouldn’t be bilked out of money by an architect more concerned with his vision than New York City’s needs.

And so, we’ll be forever reminded of this multi-billion-dollar porcupine in Lower Manhattan that really serves as a gateway to and from New Jersey because it will be featured ever so prominently on state-issued ID cards. Today, it’s not a symbol of anything really because it doesn’t exist, and when it does exist, it shouldn’t be a symbol New York should embrace so readily.

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Queens

What a feasibility study RFP means for QueensWay

by Benjamin Kabak
written by Benjamin Kabak on March 19, 2013

The LIRR’s long-dormant Rockaway Beach Branch right-of-way has seen better ideas. (Via Anandi A. Premlall/Friends of QueensWay)

I started the week off yesterday with a look at Penn Station Access, a Metro-North program that would add six stations in the Bronx and a West Side terminal for riders from points north. It’s a project that has a real chance of being a part of the MTA’s next five-year capital plan set to start in 2015. Another rail plan I’d love to see added to the capital program is a reactivation of the LIRR’s Rockaway Beach Branch line, but we’re a long way from that reality.

Right now, the Rockaway Beach Branch line is the subject of other goings-on in Queens as a group of very well-connected Community Board members are overseeing a push to turn the disused rail right of way into a High Line-style park. I’ve discussed how the High Line, through a confluence of circumstances including geography and tourism, is far more well suited to be a park than QueensWay ever will be, but this is an effort that just won’t go away.

With a $500,000 grant from New York State in hand — and no corresponding grant to study rail reactivation — the Trust for Public Land has issued a Request for Proposals for the QueensWay park. The request, available here as a PDF, essentially spends that grant on a feasibility study with an examination of the engineering required to turn the ROW into a park and the economic impact such a project would have on the neighborhood. It’s not really a new development, but it’s a firm step toward assessment.

Reaction to the news has been all over the place. DNA Info ran a rather pro-QueensWay article, giving only a nod in the final paragraph to those who want to see rail return. Gothamist is treating this RFP process as a clear sign that the park will happen, but that’s exceedingly premature. The results from the RFP will show a very expensive project with limited impact and few easily identifiable funding partners.

Meanwhile, on the ground, the opposition at NoWay QueensWay is irate. Neil Giannelli is laying the groundwork for an economic argument against a trail. Unlike a park, he says, trails do not increase property values. The problem though with Giannelli’s opposition is that he’s also adamantly against rail use as well. He wants to maintain the status quo, and although that’s the utter definition of NIMBYism, in this instance, the status quo doesn’t preclude future rail use or an assessment or rail reactivation. So for now, the enemy of my enemy is my friend.

In the end, I’m still left with the same request I’ve issued in the past: If the QueensWay group is getting $500,000 to study a potential park or trail conversion of the rail right-of-way, the pro-transit groups calling for rail reactivation should receive the same grant for their own study. Maybe we’ll find out that rail service is impractical. After all, it’s been over 50 years since the last rail cars ran down this ROW, and any build-out would likely carry around with it a 10-figure price tag. It’s clear, though, that these areas in Queens need better transit access, and the hardest part about building out rail — an identifiable right of way — already exists. We owe to ourselves and future generations of New Yorkers to exhaust all possibilities.

The city has spent too many years eschewing rail for, well, just about anything else. Have we learned from our mistakes or are we doomed to repeat them?

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Service Advisories

FASTRACK hits the Queens Boulevard line tonight

by Benjamin Kabak
written by Benjamin Kabak on March 18, 2013
Shuttle buses and 7 trains will pick up the slack during Fastrack this week. Click the map to enlarge.

Shuttle buses and 7 trains will pick up the slack during Fastrack this week. Click the map to enlarge.

Tonight’s FASTRACK promises to be one of the more disruptive ones as the Queens Boulevard line gets its due. Starting tonight at 10 p.m. and continuing each night this week until 5 a.m., there will be major disruptions along the E, F, M and R lines. The 7 and N trains as well as free shuttle buses in Queens will pick up the slack, but travel times will be a bit longer for many Queens- and Manhattan-bound riders who rely on the those IND lines.

Here’s the story in handy-to-follow bullet points as trains will operate as follows:

  • E in Queens only between Jamaica Center and 74th Street/Roosevelt Avenue
  • F in two sections:
    1. Between 179th Street and Roosevelt Avenue and
    2. Between Coney Island-Stillwell Avenue and 21st Street-Queensbridge.
  • M service ends early each night and the M shuttle operates between Metropolitan and Myrtle Avenues all night.
  • R service ends early each night and the R shuttle operates in Brooklyn between 95th Street and 36th Street all night.

So how does one get around? Well, the MTA offers up these lovely suggestions:

  • Take the 7 between Manhattan and 74th Street-Roosevelt Avenue or Queensboro Plaza
  • Take the N between Manhattan and Queensboro Plaza
  • In Manhattan, transfer at 5th Avenue/42nd Street-Bryant Park for the 7 or F, Times Square-42nd Street/42nd Street-Port Authority for the 7 or A, and 34th Street-Herald Square for the F or N
  • In Manhattan along 8th Avenue, take the A local instead of the E
  • Take free shuttle buses running LOCAL between Queensboro Plaza and 74th Street-Roosevelt Avenue making station stops at Queens Plaza, 36th Street, Steinway Street, 46th Street, Northern Blvd and 65th Street
  • In Queens, transfer between shuttle buses and trains at 74th Street-Roosevelt Avenue for the 7, E and F or Queensboro Plaza for the 7 and N

The utter silence on tonight’s FASTRACK from most media outlets makes me think New York City subway riders have simply accepted this program as a necessary evil, and in a way, it is. Tonight’s though is a challenge. It will impact late-night JFK-bound travelers and many folks just trying to get to Queens. Allow lots of extra time.

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AsidesBuses

Without flashing blue lights, confusion over SBS buses

by Benjamin Kabak
written by Benjamin Kabak on March 18, 2013

The MTA and DOT Select Bus Service initiative is a rather fragile and frail imitation of real bus rapid transit, and even a slight shift in the way the service is set up can have deep ramifications. When two Staten Island politicians more concerned with space for cars rather than the letter of the law raised a stink over SBS’ flashing lights, I figured turning off the blue indicators would have an impact on the service, and a recent article by Dana Rubinstein confirmed as much.

According to unnamed bus managers who oversee Select Bus Service, turning off the lights has resulted in slower buses that don’t move as quickly as they used to. “It’s really affecting the quality of service,” one said to Capital New York. The reasons are twofold: First, riders not accustomed to the system cannot easily distinguish between SBS buses and local buses, thus delaying boarding and travel times. Second, cars are not as quick to vacate supposed bus-only lanes as the blue lights no longer signal approaching vehicles.

In January, the MTA vowed to find another color for its flashing lights — one that wouldn’t violate state law — but results has been slow in coming. Recently, two City Council members have urged the agency to restore the flashing lights, but all the MTA has said is that they’re working on it. “We’re aware of customer concerns about being unable to distinguish between regular and SBS service, which is why we’re intently studying the best alternative to flashing blue lights,” MTA spokesman Adam Lisberg said to Rubinstein. Only action though will speed up the buses again.

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Penn Station Access

Forecasting the Next Capital Plan: Penn Station Access

by Benjamin Kabak
written by Benjamin Kabak on March 18, 2013

The MTA is currently analyzing the environmental impact of its Penn Station Access plans.

At some point in the future — hopefully soon — the MTA will again have a permanent chairman and CEO in charge of setting the direction for the agency’s future. The MetroCard replacement project can ramp back up, and, more importantly, such a person can begin to assemble the pieces for the MTA’s next five-year capital plan. In the meantime, we can glimpse the capital future from the bits and pieces that leak out to the public.

Already, we know the MTA will be focusing at least in part on an aggressive effort to modernize its subway signals. We don’t know what will happen with future phases of the Second Ave. Subway, but it would be foolish to build just Phase 1 while allowing plans for the full line to be discarded. Meanwhile, though, Penn Station and Metro-North are clearly in the the MTA’s and politicians’ sight lines.

When the East Side Access project wraps in 2018 or 2019 and the Long Island Rail Road deposits tens of thousands of riders into a deep cavern beneath Grand Central, Metro-North will have the ability to shift some rides to the West Side. We know that the MTA is moving forward with Penn Station Access studies, and now we learn that politicians are pushing the plan as well. Officials want Penn Station Access ready to go in 2019, and do that requires some aggressive planning and funding now.

DNA Info’s Patrick Wall has the story:

Their route set and destination in sight, Bronx and MTA officials are now pushing to secure funding and station space in order to send Metro-North trains rolling through the East Bronx by 2019.
To enact the plan to build four new East Bronx stations where residents could catch Metro-North trains to Connecticut or to Manhattan’s West Side, up to $800 million and train slots in Penn Station are needed. For its part, the MTA, which operates Metro-North, has co-sponsored a soon-to-be-completed study to analyze whether Metro-North trains could fit in Penn Station and has been searching for possible funding sources, including Connecticut’s Transportation Department.

Bronx elected officials, most notably Borough President Ruben Diaz Jr., have been lobbying state lawmakers to fund the project in the MTA’s next capital budget and demanding that Long Island state senators share Penn Station space currently used by the Long Island Rail Road.

On Monday [the 11th], Diaz urged members of the Bronx Chamber of Commerce to wield their influence to win politicians’ backing for the project. “You let them know that if they want you to be supportive of them, they have to be supportive of The Bronx,” Diaz said at a public meeting hosted by the Chamber. “What better way than to have this legendary, transformative project come to fruition in our borough? You make that case to them.”

This project is a no-brainer in some ways. It requires no additional tunneling and opens up the West Side to transit riders from the Bronx and points north. On the other hand, the costs are tough to pin down at this early stage. Some initial estimates pegged the spend at around $400 million, but this recent report has the cost at twice that earlier figure. Costs will shift until — and probably after — a concrete plan is in place.

Additionally, Long Island politicians are playing both tough to get and selfish. They claim that the LIRR will still need the slots in Penn Station after East Side Access opens and won’t share with other New Yorkers who may want to access the West Side from points north. On the surface, it’s a silly argument that likely isn’t supported by ridership, but it’s one that will play out over the next few years.

Meanwhile, as DNA Info notes, for this West Side Access project to be included in the next five-year capital plan, the MTA will need to wrap up the environmental impact statement, identify operating partners and develop a space-sharing plan for Penn Station. These are obstacles but nothing that cannot be overcome. To improve mobility in the reason, Penn Station Access should see the light of day, and I’m sure we’ll be hearing more about it over the next few years.

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Service Advisories

Weekend work impacting 11 subway lines

by Benjamin Kabak
written by Benjamin Kabak on March 15, 2013

The mobile app version of the MTA's Vignelli-produced Weekender map has been recognized for design excellence.

Before the service advisories, some subway map news: The MTA’s Weekender app has been award an Appy Award for the best app in the “Mapping/Navigation” category, and the agency is quite pleased.

“Weekend track work is a fact of life because we must take tracks out of service to keep them in a state of good repair, but if you use the Weekender app before you head out, you can avoid the worst of the impacts by being prepared or working around them,” Paul J. Fleuranges, the MTA’s Senior Director of Corporate and Internal Communications, said in a statement. “We are pleased that our efforts have been recognized at the national level.”

The app is available for iOS and Android devices. And now the details of this weekend’s changes:


From 3:45 a.m. to 9 p.m. Sunday, March 17, uptown 1 trains skip 225th Street, 231st Street and 238th Street due to track panel installation north of 225th Street.


From 7:30 a.m. to 6:30 p.m., Sunday, March 17, the last stop for some uptown 1 trains is 137th Street due to track panel installation north of 225th Street in the Bronx.


From 11:45 p.m. Saturday, March 16 to 6:30 a.m. Sunday, March 17, and from 11:45 p.m. Sunday, March 17 to 5 a.m. Monday, March 18, downtown 4 trains run express from 125th Street to Grand Central-42nd Street due to track tie block work near 96th Street and 103rd Street.


From 11:45 p.m. Saturday, March 16 to 5 a.m. Monday, March 18, downtown 6 trains run express from 125th Street to Grand Central-42nd Street due to track tie block work near 96th Street and 103rd Street.


From 11:45 p.m. Friday, March 15 to 5 a.m. Monday, March 18 (and also the following weekend), there is no 7 train service between Times Square-42nd Street and Queensboro Plaza due to Flushing Line CBTC work. Customers may take the E, N, Q and S (42nd Street shuttle) and free shuttle buses as alternatives.

  • Use the E, N or Q* between Manhattan and Queens
  • Free shuttle buses operate between Vernon Blvd-Jackson Avenue and Queensboro Plaza
  • In Manhattan, the 42nd Street S Shuttle operates overnight

*Q service is extended to Ditmars Blvd. (See Q entry for hours of operation.)


From 11:45 p.m. Friday, March 15 to 5 a.m. Saturday, March 16, uptown A trains run express from 59th Street-Columbus Circle to 125th Street due to scraping and painting of track ceiling at 81st Street.


From 9:45 p.m. Friday, March 15 to 5 a.m. Monday, March 18, Queens-bound F trains are rerouted via the M line from 47th-50th Sts to Queens Plaza due to station work at Lexington Avenue-63rd Street for SAS.


From 5:30 a.m. Saturday, March 16 to 10 p.m. Sunday, March 17, there is no J train service between Crescent Street and Jamaica Center due to structural rehabilitation from Cypress Hills to 130th Street. Free shuttle buses and E trains provide alternate service.

  • J trains operate between Chambers Street and Crescent Street
  • Free shuttle buses operate between Crescent Street and 121st Street, and connect with the E at Jamaica-Van Wyck, where service to and from Sutphin Blvd and Jamaica Center is available.


From 11:45 p.m. Saturday, March 16 to 5 a.m. Monday, March 18, Brooklyn-bound N trains run express from 34th Street-Herald Square to Canal Street due to track maintenance at 8th Street.


From 12:01 a.m. Saturday, March 16 to 5 a.m. Monday, March 18, uptown Q trains run local from Canal Street to 34th Street-Herald Square due to electrical work at 34th Street.


From 7 a.m. to 9 p.m., Saturday, March 16 and from 9 a.m. to 7 p.m. Sunday, March 17, Q trains are extended to Ditmars Blvd. in order to augment service between Manhattan and Queens.


From 6:30 a.m. to midnight, Sunday, March 17, Brooklyn-bound R trains run express from 34th Street-Herald Square to Canal Street due to track maintenance at 8th Street.

(42nd Street Shuttle) (Overnights)
From 12:01 a.m. to 6 a.m. Saturday, March 16, Sunday, March 17, and Monday, March 18, 42nd Street S shuttle operates overnight due to weekend work on the 7 line.

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AsidesLIRRMTA Absurdity

The Woodside Edition of ‘Great Moments in MTA Elevators’

by Benjamin Kabak
written by Benjamin Kabak on March 15, 2013

The MTA’s various elevators do not have the most sterling of reputations. The ones necessary to leave deep stations in Upper Manhattan and Clark St. are dismal and foreboding. Many of the newer ones smell bad, and they’re breaking down constantly. Sometimes, those two problems are related.

Enter the LIRR’s Woodside elevator. Earlier this week, LIRR President Helena Williams shared some gruesome details about this lift. Calling it a “vertical urinal,” Williams explained how this elevator is going to need to be replaced because too many people have peed in it. According to LIRR figures, the elevator was functional only 58 percent of the time last month, lowest in the system, and no one is too pleased to have to ride it.

Strangely enough, as DNA Info notes, the station complex has five other elevators that aren’t nearly as contaminated and public restrooms as well. Though, whether or not you’d actually want to use those restrooms is a very personal decision. But no matter the answer, please just stop peeing on the transit system’s escalators.

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New Jersey Transit

On NJ Transit’s $1.2 billion Sandy aid request

by Benjamin Kabak
written by Benjamin Kabak on March 14, 2013

In a week from this Sunday, New Jersey Transit’s electric-powered train service will return to the Hoboken Terminal. Nearly five months since Sandy, this announcement marks a major recovery point for the beleaguered transit agency, and word of this service restoration came during the same week NJ Transit issued its request for federal aid. It’s not nearly as extensive as the MTA’s, but it should have been much, much lower.

Over the past few months, I’ve been very unforgiven toward New Jersey Transit. The agency ignored outside warnings, botched its own internal projections and left a large portion of its rolling stock in vulnerable areas. It suffered damage to 272 of its rail cars and 70 locomotives, and as of Thursday, only 97 cars and 45 locomotives had been returned to service. Only 13 of the 84 multilevel coaches that were damaged are back in service.

Somehow, someway, no one has been held responsible for this destruction. While New York City Transit suffered extensive infrastructure damage, everything that could have been moved to higher ground was. No subway cars were damaged by storm flooding, and the MTA’s preventative measures ensured that a bad situation didn’t get worse. New Jersey Transit officials seemingly sat back and shrugged. They’ve been very defensive in the aftermath of the storm, and everyone in positions of power is still there.

This week, as NJ Transit received its first federal funding grant of around $144 million, Executive Director James Weinstein thanked Garden State officials — including both Senators and his Governor — and outlined the full request for $1.2 billion. “Repairs and resilience both take funding. Money invested in preventing future storm damage will limit the bill for future storm relief – as well as ensuring that our transit systems have a better chance of avoiding service interruptions. We are committed to rebuilding our system in a stronger, more resilient manner to withstand future storms on par with, or exceeding that of Sandy,” he said.

The bulk of NJ Transit’s funding request [pdf] is for rolling stock resiliency. The agency wants $565 million for both short-term safe-harbor provisions and long-term emergency facilities. It’s not hard to make the argument that this requests and facilities should have been in the planning stages, if not completed, long before a calamitous storm swept through the area.

Transportation Nation has a summary of the other requests:

  • $194 million to replace wooden catenary poles with steel ones along the Gladstone Line, constructing sea walls along the North Jersey Coast Line, elevate flood-prone substations, and raise signal bungalows
  • $150 million to upgrade the Meadowlands Maintenance Complex in Kearny, including building flood walls
  • $150 million for flood mitigation at its facilities in Hoboken and Secaucus and to provide crew quarters “to ensure the availability of crews post-storms”
  • $26.6 million to improve the resiliency of the Hudson-Bergen light rail and the Newark city subway.

I won’t begrudge them these requests. New Jersey needs the money for transit investment one way or another, and the region needs New Jersey Transit to be up and running. But Weinstein’s comments continue to irk me. “If you think about it,” he said, “what Sandy has created [is] a billion dollar-plus capital program overnight, basically. And that billion dollar-plus capital program has to be evaluated, implemented, executed and completed, under some very strict guidelines that were enacted by Congress.”

A good portion of that “billion dollar-plus capital program” came about because Weinstein and his deputies didn’t take the storm seriously enough. So now taxpayers get to foot their bills while everyone else keeps their jobs. That doesn’t quite add up.

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