At an awards ceremony at Manhattan’s Center for Architecture on October 8, representatives from AIA New York (AIANY) and the New York chapter of the American Society of Landscape Architects (ASLANY) gathered for the first annual Transportation + Infrastructure Design Excellence Awards (T+I Awards). The winners, winnowed down from a pool of 67 entrants, showed excellence in both built and unrealized projects related to transportation and infrastructure, with a heavy emphasis on work that integrated sustainability and engaged with the public. Outstanding greenways, esplanades, and transit improvement plans were lauded for their civic contributions. A variety of merit awards were handed out to speculative projects, and the Regional Plan Association (RPA) was honored a number of times for the studies it had commissioned as part of the Fourth Regional Plan; it was noted that many of the solutions proposed in past Regional Plans had eventually come to pass. The jury was just as varied as the entrants: Donald Fram, FAIA, a principal of Donald Fram Architecture & Planning; Doug Hocking, AIA, a principal at KPF; Marilyn Taylor, FAIA, professor of architecture and urban design at the University of Pennsylvania; David van der Leer, executive director of the Van Alen Institute; and Donna Walcavage, FASLA, a principal at Stantec. Meet the winners below:
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Power to the People
How an architect is using solar power to prevent Puerto Rico's next disaster
Like millions of other Americans, Jonathan Marvel, founding principal at Marvel Architects, remembers watching media coverage stream in from Puerto Rico in September 2017 after Hurricane Maria struck the island. The devastation was extraordinary. As later studies would reveal, an estimated 2,975 people died as a result of the storm and 3.4 million people lost power. It was one of the worst natural disasters to ever strike the U.S. Now, one year after Maria, Marvel and his partners at Resilient Power Puerto Rico (RPPR) are building a series of solar installations that are bringing emergency power to community centers in informal settlements across the island. Using state-of-the-art Tesla Powerwall batteries, RPPR has enabled these centers to generate solar power during good weather and store it for the blackouts that follow hurricanes and other disasters. Local people can use the centers as shelters where they can charge their phones to find their loved ones, store perishable food, or power life-saving home healthcare devices. The goal of the group was not to rebuild the island's existing infrastructure after Maria, but to provide a new resilient system that would support informal communities when the next storm would inevitably arrive. “When Maria hit," Marvel said, "it hit home.” Marvel had just returned from Puerto Rico when Maria arrived. He had been helping his mother, who lives on the island, recover from Hurricane Irma, which had blown through only two weeks before. Rather than just sending money to aid organizations, Marvel worked with friends and colleagues Cristina Roig-Morris, ESQ, and José J. Terrasa-Soler, ASLA, to do what architects do best: design a solution to a problem. “Architects jump in,” Marvel said. “We’re the first responders from the professional world. We’re trained to think comprehensively; we’re trained to put the social impact first and foremost.” Rather than tackling the entire enormity of the disaster, Marvel's team focused on power. Electricity, as Marvel put it, "is the basis of all things in the 21st century,” and according to CNN, the hurricane caused the worst blackout in U.S. history. The goal of the group was not to restore electricity to the whole island; that would be an enormous task and one that a slew of government agencies were already working on. Instead, they looked at how they could create supports in the electrical web to catch the most vulnerable when they fell. RPPR’s solution is straightforward but steps neatly aside of the established way of doing things. “We’ve been very deliberate to stay outside of local politics and federal politics,” Marvel said. Instead, the group looked for creative solutions permissible under existing laws. The sun being an abundant resource on the tropical island, solar power provided an obvious place to start exploring possibilities, but they found there were restrictions on what they could do with private generation. “Before Maria, there was a lot of solar power, but it was illegal to store with batteries,” Marvel said. “After Maria, batteries were allowed without permits, which allowed us to start our system legally. But we still can’t distribute past the property line.” Across the country, small-scale solar generation is tightly regulated by power authorities that have been accused of trying to squash home power generation so that utilities can maintain a monopoly on the electricity market. Puerto Rico allowed domestic power storage in Maria's wake, but still would not allow RPPR to create an alternative power network. RPPR would have to make the most of small-scale installations. Doing a lot with a little is a common practice in Puerto Rico, where resources don't always flow as easily as they do on the mainland. Marvel’s mother, the architect and planner Lucilla Fuller Marvel, had worked extensively with community centers in informal settlements across the island (her book Listen to What They Say presented a bottom-up approach to planning in Puerto Rico), and the group realized that they could focus on powering existing hubs. By installing solar panels and batteries, each community center was able to serve a broad population with relatively little effort. “Each site serves a population about 3,000–5,000 people because of the density,” Marvel said. Thousands of people are able to take advantage of the basic amount of electricity available at each installation during post-disaster blackouts when the central power grid collapses. The focus on informal communities also helped RPPR avoid federal bureaucracy, which, Marvel said, “was completely caught off guard.” While President Trump has recently insisted that his administration got “A Pluses” for their response to the storm, Marvel saw the situation differently: “The federal government does not have a great track record on the lower 48 when it comes to hurricane recovery…but states really help each other out." Puerto Rico, being an island and a relatively isolated territory in the Carribbean, is often forced to go it alone. "Puerto Rico doesn’t have anybody waiting to help. The governor of Puerto Rico was counting on the feds…but the feds didn’t step it up.” When it came to designing the installations, RPPR focused on efficacy rather than looking for a flashy, aesthetically-driven design. Panels are installed in prosaic rooftop setups, but Marvel said that he looked for lessons from what survived the storm when it came time for detailing, and the results have proved resilient. The project’s successes have won new backers and collaborators, and enabled it to broaden its ambitions. Tesla joined the project by providing their home storage batteries, and a variety of foundations have provided hundreds of thousands of dollars in support. Now the project has 28 installations across the island, with 30 more in the pipeline. RPPR and Marvel’s work in Puerto Rico tells the story of a resilient network of communities, badly battered but bouncing back from catastrophe. It’s far from the narrative perpetuated by the current presidential administration, which maintains that the federal government saved a helpless island from impending doom. The project also presents a model for how architects can engage with their communities aside from multimillion-dollar cultural projects or philanthropic endeavors in remote countries. “I think it is very easy for architects to jump into these disasters and think of these solutions. Architects are really well equipped and we do it all the time.” The design’s success comes not out of formal gymnastics or phenomenological effects, but from the social and political structures the project engages and builds on. Ultimately, Marvel credited the served communities for the project’s success. “It’s a generous population,” he said. “They open up their hearts and their houses to each other.” The project shows that when people are willing to lend a helping hand, powerful resilience is possible.
West Side Wonderland
New renderings revealed for western expansion of Hudson Yards park
Finally, we have a visual of what the rest of the rail yards at New York City's Hudson Yards will become. CityRealty reported that new renderings have been revealed of the expansion of the 17-million-square-foot megaproject, detailing how the development will take over the entirety of the Amtrak railyard. Phase two of construction on Hudson Yards’ intertwining parkland will add winding stone paths, a lush open lawn, food kiosks, and a bright children’s playground overlooking the Hudson River next to the High Line. Manhattan-based landscape architecture firm Nelson Byrd Woltz (NBWLA)—which also designed the currently-under-construction Public Square and Gardens at Hudson Yards—will bring more, much-needed green space to the West Side enclave that’s recently gotten flack for its record-breaking price tag. The expansion also includes the final build-out of Michael Van Valkenburgh (MVVA)’s Hudson Boulevard Park that runs directly through the site from 33rd to 36th Streets. Once complete, the extension will bring it up to 39th Street. MVVA finished the first phase of the elongated greenway in 2015, which included the MTA’s 7 train extension in what’s known as Eastern Yards. Together with the boulevard and far West Side parkland, the long-awaited landscape at Hudson Yards will cover a total of 12 acres. NBWLA’s renderings show that the park will sit on the same level as the adjacent High Line, meaning the team will likely use the same engineering to construct a ventilation cover for the rail yard below and a deck to support the landscape. Officials say groundbreaking on the second phase of parkland at Hudson Yards will begin in late 2020 and is slated to open in winter 2023. Once complete, Hudson Yards Development Corporation, which is building out the plan, will transfer care of the parkland over to the city’s parks and transportation departments.
Off the Rails
New York’s subway temperatures surge past 100 degrees
A study released by the nonprofit Regional Plan Association (RPA) last week found that temperatures in New York City’s busiest subway stations are soaring and that the average temperatures hover around 94.5 degrees Fahrenheit. Although temperatures climbed past 104 degrees at the Union Square station on 14th Street, solutions are stymied by the design of each station, aging infrastructure, and the trains themselves. The RPA surveyed 10 of the busiest stations in New York and found that the sweltering temperatures were exacerbated by the heatwaves that much of New York (and the world) have been experiencing this summer. The constantly late trains aren’t helping commuters either, as passengers have been forced to wait for longer periods of time on the platforms. Why exactly are these stations so hot? As the Village Voice explains, the city’s busiest stations are often its oldest and their design precludes centralized climate control; this is also the official reason given by the MTA. The trains themselves output a large amount of heat as well, both through their air conditioners as well as braking. Each full train weighs around 350 to 450 tons depending on the make and length, and the kinetic energy required to brake is converted to heat when a train stops at a station. The hottest stations surveyed were where trains idled the longest. The Brooklyn Bridge-City Hall stop in Tribeca was unsurprisingly featured as well, as the 6 train makes its last stop there then idles before departing on its uptown route. When WNYC surveyed 103 of New York’s stations during the July 2015 heatwave, the Brooklyn Bridge stop clocked in at 107 degrees. For its part, the MTA has pledged to keep the trains running more efficiently to reduce the time passengers have to wait on these overheated platforms. While the MTA tests new communication and signal technologies that could improve wait times and braking efficiency, New York City Transit Authority President Andy Byford has pledged that most of the subway system will use communications-based train control by 2030. Still, as the climate warms, these types of heat waves are only going to become more common, and the fixes required to keep the city’s subway stations tolerable are solutions that will require long-term investments on par with the MTA's other sustainability initiatives.
New York City’s subway system may have the most stops of any in the world, but many of them are inaccessible to the disabled and mobility-impaired. This month New York City Comptroller Scott M. Stringer published a report highlighting accessibility issues in the city's subway system and calling for immediate action. According to the report, “of the 122 New York City neighborhoods served by the subway system, 62 do not have a single accessible station.” Of the 62 stations that do not comply with the Americans with Disabilities Act (ADA), 55 are located in the Bronx, Brooklyn, and Queens. These inaccessible stations are serving 199,242 residents with impaired mobility, 341,447 seniors, and 203,466 children. This amounts to a total of 640,000 residents who are “confined to neighborhood” as they cannot access the city’s subway network. They are restricted in terms of housing options, and those who are mobility-impaired also show a much lower labor force participation rate than the able-bodied. “Too many New Yorkers are left stranded by the MTA,” said Comptroller Scott M. Stringer in a statement. “Decades of underinvestment and neglect have real-life consequences. For every inaccessible station, there is a New Yorker who can’t get to work, pick up their children from daycare, or visit their doctors. It’s simple–a person’s livelihood should not be dictated by their mobility status, and we must take action immediately to address this crisis.” In light of this, the Comptroller supports Fast Forward, a plan proposed by the MTA and its President Andy Byford, which promises making fifty more stations ADA accessible in the next five years. It also assures that “no rider is more than two stops away from an accessible station,” across the five boroughs. However, the Comptroller recognizes the difficulty in funding a plan of that scale. Mayor Bill de Blasio and Governor Andrew Cuomo, ever at odds, have yet to agree to support the plan. Stringer urges the state legislature to introduce an $8 billion Transit Bond Act to fund the much-needed upgrades to the city’s transit system. Read the full report at this link.
L Train Apocalypse
NYC announces expanded Citi Bike service and new busway for L train shutdown
New York City's dreaded L train shutdown looms ever closer, set to begin in April 2019. In the past week, however, new details have emerged about the city’s plan for Citi Bike and buses, transportation alternatives that riders will flock to once the train no longer runs from Bedford Avenue to 14th Street/8th Avenue in Manhattan. In an effort to accommodate the estimated 225,000 riders that will be displaced from the train, Mayor Bill de Blasio announced earlier this week that Citi Bike will expand its service around Williamsburg and Manhattan between Canal and 59th Streets. There will be an additional 1,250 bikes and 2,500 docks. Citi Bike’s operator, Motivate, is also planning to introduce a temporary “Shuttle Service,” which will come in the form of pedal-assist electric bikes. They will only be available in four locations—two in Manhattan and two around the Williamsburg Bridge—where cyclists may require a small boost to help navigate the steep slope. Citi Bikes can only handle a limited amount of the offload of L train riders, however. Most of the brunt is expected to divert to alternative subway lines like the J/M/Z, and surface travel: buses. In a separate announcement on Monday, the city Department of Transportation (DOT) revealed plans to turn 14th Street into a “busway” for 17 hours a day as an alternative commuting plan, as first reported by NY Daily News. Car traffic will be limited from 5 a.m. to 10 p.m. DOT also revised its bike path plan—there will also now be two one-way bike paths on 12th and 13th Streets to handle the anticipated increase in cyclist traffic. “We’re solving, hopefully, the local mobility and access challenge while discouraging through traffic on 14th St.,” Transportation Commissioner Polly Trottenberg said in the Daily News. Following the dedicated busway announcement, DOT presented their proposed plans to the City Council Committee on Transportation, revealing four “short, intense routes” that are expected to carry 17 percent of L train riders, as reported in am New York. The routes include: Grand Street (Brooklyn) – First Avenue/15th Street (Manhattan); Grand Street (Brooklyn) – SoHo; Bedford Avenue (Brooklyn) – Soho; Bedford Avenue (Brooklyn) – First Avenue/15th street (Manhattan). The MTA is also adding five trains to the M line, making G and C trains longer, and offering increased E line service. The L train shutdown will be taking place for 15 months, where the Canarsie Tunnel under the East River will undergo infrastructure repairs necessitated after flooding by Hurricane Sandy.
Governor Andrew Cuomo’s LaGuardia Airport AirTrain project is one step closer to reality after he signed state legislation authorizing the project on Monday. The AirTrain will provide a corridor between the airport and the Mets-Willets Point station in Flushing, Queens, which serves the Long Island Rail Road (LIRR) and the 7 train. State legislation, which was passed earlier this month, allows the New York State Department of Transportation to acquire city or MTA-owned land in order to build this project. Cuomo, who first proposed the project three years ago, promises that the new train will connect passengers from Manhattan to LaGuardia in under 30 minutes. Engineering firm Parsons Brinckerhoff was selected in 2017 to oversee and analyze preliminary engineering and design process for up to two new AirTrain stations. Estimated costs for this project have risen to $1.5 billion from the original $450 million projected cost in 2015, according to The New York Times. But Cuomo’s proposal has been met with criticism, mainly for the circuitous route that the AirTrain would take. It would take passengers past LaGuardia in order to reach Mets-Willets, and only then would they transfer to the AirTrain and reverse course back to the airport. Critics have also been skeptical of Cuomo’s promise of an under-30-minute commute. It takes 16 minutes of train time by LIRR from Manhattan to Willets Point, but Cuomo did not take into account the time it would take waiting for trains or for passengers to get to and from the LIRR, which operates out of Pennsylvania Station. Currently, the LIRR also only operates to Mets-Willets Point during the Mets season and during off-peak hours, only runs once every 30 minutes. The actual AirTrain time is estimated to take six minutes with trains running every four minutes. Altogether, total commute time may end up being much more than the 30 minutes and may even take longer than using existing infrastructure like the express buses, according to Yonah Freemark of MIT. The AirTrain project is a part of Cuomo’s $8 billion push to update the deteriorating airport. A new Terminal B is scheduled to be completed in 2020 and the new Delta Terminal C in 2021. Although the AirTrain project is not finalized, the next step will be an environmental review that will begin later this year.
Dia Art Foundation is undergoing major changes at all its locations, overseen by New York-based architects Architecture Research Office (ARO), with partners Adam Yarinsky and Kim Yao taking the lead. The plan is to upgrade and expand the flagship New York City and Beacon locations, reactivate a programming space in Soho, and revitalize two New York exhibitions of Walter De Maria, The New York Earth Room (1977) and The Broken Kilometer (1979), which have been in Dia’s care since the 1970s. Dia, which has been around since 1974, has exhibited primarily in former industrial sites, such as a converted Nabisco factory in Beacon, NY. As director Jessica Morgan told The New York Times, “The idea of new architecture is so antithetical to Dia.” ARO was chosen for its notable sensitivity to existing spaces and its experience in renovating art spaces, such as the Judd Foundation and the Rothko Chapel. In Beacon, ARO will redesign the former factory’s lower level to open up 11,000 square feet of exhibition space. Dia’s Chelsea location will also see an expansion. Walter De Maria’s The New York Earth Room and The Broken Kilometer Beyond will be getting climate control to keep them open through the summer. Beyond renovations and improvements of existing sites, the project also includes the reclamation of a 2500-square-foot gallery in Soho that had previously served as a retail space. Renovating existing spaces rather than engaging in new construction also aligns with Dia’s financial mission. These renovations are made possible in part by a $78 million campaign, which Dia is hoping to mostly direct to their endowment and to operating finances, rather than to construction. As Jessica Morgan, the Nathalie de Gunzburg Director of Dia, puts it, “Our work with ARO builds on Dia’s history of repurposing and activating found architectural spaces and will help us reinvigorate our mission and program across the range of sites that make up Dia today.”
For New Yorkers, it’s no secret that the MTA is rapidly deteriorating. Practically defined by delays and diversions—and not to mention the impending L train shutdown—the financial and political behind-the-scenes of the subway system has come under increasing scrutiny. While numerous articles, commentaries, reports, and angry tweets have been published on the state of the MTA and its causes, Everyday Arcade has released what might be the first video game on the crumbling system, MTA Country. Styled after a classic Nintendo-style platformer (its name references the 1994 SNES game Donkey Kong Country), MTA Country is a ride through a roller coaster of subway tunnel. For players, the goal of MTA Country is to get its main character, Gregg T (Gregg Turkin, a lawyer, NYPD Legal Bureau member, and much meme-ified face of the NYPD’s “If You See Something, Say Something” subway campaign) to work. Luckily, he has help from his friends Bill (de Blasio) and Andrew (Cuomo). After watching the trio be launched from a trashcan, gamers can ride down tracks collecting coins as they leap over track fires, stopped trains, broken rails, the notorious Pizza Rat. Graffiti in the background reads “Giuliani was here,” among other commentary. Without giving away any spoilers, users skilled enough to collect all the letters that dot the tracks will be in for a special high-speed transformation à la Elon Musk and rocketed off to a new destination. Luckily for New Yorkers, MTA Country also works on your phone, making it an ideal way to pass time when your train inevitably gets stuck.
MTA releases 10-year plan to improve subway and bus services
Within ten years, a modernized signal system on 6 subway lines and more than 180 new subway stations are among many new improvements to New York City’s public transportation promised by the MTA. In a package released by New York City Transit Chief Andy Byford and the MTA, called “Fast Forward: The Plan to Modernize New York City Transit,” (PDF) the transit provider also guarantees repair work at more than 300 stations, new subway cars and CBTC-modified car, a redesign of bus routes and a new tap-and-go fair payment system to be in place in the next decade. The improvements come with a cost. According to The New York Times, the groundbreaking proposal will cost more than $19 billion for the first five years. The plan will also entail closures, including continuous night and weekend closures for up to 2.5 years per line. Byford’s plan is thought to be ambitious, as work previously estimated to take 40 years would be completed within the next ten years. The two-stage proposal will benefit a cumulative eight million daily riders. The outdated transportation infrastructure has caused delays and frustration. The “state-of-the-art” communications-based train control (CBTC) is believed to deliver greater reliability and better prospects for future capacity growth. In the first five years, lines 4, 5, 6, 7, A, C, E, F, M, R, G will be upgraded with the advanced train control signal system; in the next five years, lines 1, 2, 3, B, D, S, N, Q, R, W too will be upgraded. The bus network will be reimagined across the five boroughs, promising customer focused routes, faster and more reliable travel times, and more comfortable and environmentally sustainable buses. However, the plan has an issue with funding. Amidst the quarrel between Governor Andrew M. Cuomo and Mayor Bill de Blasio on who should pay to rehabilitate the subway, a spokesperson for de Blasio told The New York Times that the city is not willing to help pay for Byford's plan. He advised that the MTA should instead resort to existing resources and the state should endorse new revenue sources such as the millionaire's tax that de Blasio has proposed.
For the estimated 24,100 New Yorkers who cross between Manhattan and Brooklyn on the L train every hour, 2019 is not looking so good. After being pushed back year after year, the 15-month L train shutdown to allow for repairs to the Canarsie Tunnel for Hurricane Sandy-related damage is finally happening next April. The city is hoping that riders will use alternative subway connections, or even alternatives to the subway, and is implementing changes across the subway system as well as establishing new shuttle bus routes and usage restrictions on the Williamsburg Bridge and 14th Street. At a May 16th town hall meeting in Williamsburg, according to The Village Voice, city and MTA officials were reluctant to reveal how many more trains can cross the Williamsburg Bridge on the J/M/Z lines, one of the proposed solutions for displaced L train commuters. But the answer eventually came: 24 trains an hour—in a best-case scenario. This number is just three trains over current capacity. A large part of the issue is due to the fact that the tracks feature S-curves on both sides of the bridge, which requires trains to slow down significantly to safely make the turns without derailing. The MTA is adding and reducing trains at other points in the system in an attempt to alleviate some of the problems for L-train commuters. Even still, this leads to a net reduction of capacity by 12.5 train cars, or 25,000 riders per hour, according to The Village Voice. This also means that beyond longer treks and numerous transfers, waits on platforms to get on packed trains may become even worse. There are currently plans to restrict travel on the Williamsburg Bridge to buses, trucks, and carpools and to restrict 14th Street to buses and local deliveries during peak hours, but borough politicians say this isn’t enough, and that restrictions to bus service and high occupancy vehicles needs to go beyond peak hours during the L train shutdown and call on the city to develop a 24-hour plan. Brooklyn Borough President Eric Adams and Manhattan Borough President Gale Brewer sent a letter on Monday to Mayor Bill de Blasio calling on the city to provide 24-hour busway alternatives. As Adams and Brewer point out, they represent 24/7 communities and stated, “If we hope to persuade New Yorkers to continue to rely on public transit while the L train tunnel is closed, we must provide shuttle bus service that is seamless, efficient and reliable whenever our constituents need to ride.” The mayor has thus far opposed a 24-hour busway in favor of restrictions and shuttles for yet-to-be-defined peak hours. Many residents are divided on the issue. Regardless, as the shutdown rapidly approaches, the city must finalize a 24-hour plan to deal with the significant blow the loss of the L train will deal to commuters.
Look on the Sunnyside
PAU confirmed as Sunnyside Yard master planner
Alicia Glen, New York’s Deputy Mayor for Housing and Economic Development, and Amtrak Chairman Anthony Coscia, announced at a media briefing yesterday that master planning for Sunnyside Yard in western Queens would begin summer of 2018. A steering committee made up of local stakeholders and technical experts will be guiding the process, while Vishaan Chakrabarti’s PAU will be leading the master planning team (confirming a leak from late March). PAU’s team and the steering committee will utilize the results of the feasibility study commissioned in February of 2017 as a starting point in planning for the future of the 180-acre active rail yard. Over the next 18 months, the steering committee and planning team will establish long-term plans for how to best develop the site, and what the most feasible first steps will be. Regular check-ins with the community will also be scheduled, as the New York City Economic Development Corporation (NYCEDC) and Amtrak want to keep the process forward-facing. Co-chaired by the city and Amtrak, the 35-person steering committee includes several members of Sunnyside’s Community Board 2; President of the Regional Plan Association Tom Wright; President of LaGuardia Community College Gail Meadow; and representatives from developers, construction associations, Amtrak, NYCHA, and other groups with a vested interest in the project. Also of note was the appointment of Cali Williams, a long time NYCEDC employee as the Director of Sunnyside Yard. Any of the resulting plans will involve decking over an extensive portion of the rail yard while keeping it running for the Amtrak, Long Island Rail Road (LIRR) and New Jersey Transit trains running below. To that end, the actual master plan consultant team is something a who's-who of New York firms. Thornton Tomasetti will be handling the structural engineering, Sam Schwartz Engineering will be responsible for the mobility planning and engineering, and Nelson Byrd Woltz has been tapped as the landscape architect. The Italian firm Carlo Ratti Associati has also been selected as the project’s “futurist”, to help guide expand the team’s thinking about what’s possible. The initial NYCEDC feasibility study determined that decking over 80 to 85 percent of the site was possible, with the potential to build out up to 24,000 residential units, 19 schools, and 52 acres of parkland, at a cost of $19 billion. While monetary considerations weren’t raised explicitly at the May 2nd meeting, it was pointed out that this project would be a significant investment to Western Queens. Right now, the steering committee will be dedicated first and foremost to deciding how to advance what the community wants most out of the development. The steering committee’s formation comes at a critical time for the yard, as the MTA will also be working at the site to bring the East Side Access project online (allowing LIRR trains to reach Grand Central). Governor Cuomo has promised that that particular project will be ready by 2022.