Search results for "MTA"

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RPA-OK

Tristate regional plan proposes more equitable, resilient future with better mass transit
Picture New York, 2040: Buses replace the subway at night, but when they’re open, subways are quieter, wheelchair-accessible, and clean. Everyone’s ditched tiny apartments for cozy mother-in-law units, built into single- family suburban homes. Working in the Bronx and living in Brooklyn isn’t a two-hour slog anymore, because there is rail service from Co-op City to Sunset Park. Craving fresh air? The national park in the New Jersey Meadowlands is a one-train ride from Queens, or there’s a long-haul hike from the Catskills to the Pinelands. This is a sliver of the tristate future envisioned by the Regional Plan Association (RPA), a nonpartisan, nonprofit Manhattan-based organization that periodically analyzes the region from exurbs to downtowns to generate recommendations for a thriving future. When all 782 towns and cities in the tri-state area do their own planning and zoning, true regional planning seems daunting. The almost 400-page doorstopper of a plan, the RPA’s fourth since 1922, contains recommendations on a range of issues, from closing health disparities to fairer school redistricting and property tax reform, to making it easier to reverse-commute or travel from suburb to suburb without a car. The New York-New Jersey–Connecticut area is home to 23 million people, and only a third of them live in New York City proper. With that distribution in mind, the RPA identified four top priorities that affect everyone’s life. The group believes that, for the next 25 years, a thriving region depends on fixing the MTA, constructing more affordable housing to prevent displacement, building equity in one of the most unequal regions in the area, and adapting to rising sea levels. “Our plans carry zero weight of law, but they are very influential,” RPA President Tom Wright told reporters at a November briefing. It’s not possible to analyze all of the plan’s 61 prescriptions here, but there are key takeaways for architects, planners, and policymakers who live and practice in the region. The idea that the subway needs a total overhaul is a no-brainer to anyone who has been late due to massive train delays. To improve the system, the group wants to reconsider around-the-clock subway service. Surface transit would replace trains between 12:30 a.m. and 5 a.m. on weeknights, as only 1.5 percent of daily riders use the service during these four and a half hours, almost 20 percent of the day. Ending 24/7 service, the RPA argues, would allow the beleaguered MTA to make needed repairs faster, now that there are more riders than ever. New Yorkers didn’t take kindly to the idea. Commuters took to Twitter to denounce “the worst idea ever,” and even Mayor Bill de Blasio weighed in, calling full service a “birthright.” If current trends continue, the city’s growth rate from 2015– 2040 will be half of its 1990–2015 rate, but NYC officials say the city doesn’t have enough infrastructure to support more than nine million residents, even though the RPA believes the region (including NYC) could accommodate four million more people and add two million jobs. The organization argues that more and better transit options— and more affordable housing— will prevent the region from turning into California’s Bay Area and make it easier to grow inclusively. Packed trains and sky-high rents reflect many people’s desire to live in the New York City area, but unchecked housing costs could put a damper on growth. Adding more units—two million more— would alleviate the real estate crunch over 25 years. To meet demand, the RPA estimates that changing zoning near train stations could allow 250,000 homes to be created just on surface parking near rail lines while maintaining the neighborhood balance of schools and social spaces. Reforming zoning restrictions could also encourage homeowners to create accessory dwellings units (mother-in-law apartments) within the existing building envelope, while NYC’s 12 FAR cap could be lifted to build up density. Value capture from real estate development, especially those that benefit from big-ticket projects, could fund affordable housing near transit. All housing construction will be in vain, however, if the region doesn’t step up to address the immediate and terrifying effects of climate change. The RPA wants to reduce carbon dioxide emissions via a California-style cap-and-trade plan, and convene a regional commission to help local governments adapt to extreme weather and rising seas. But, according to the RPA, the carbon pricing system we have isn’t comprehensive enough; the region should switch to California’s model, which does more to reduce emissions by covering those from buildings, transportation, power production, and industry. One million people from Connecticut to New Jersey live in areas likely to flood, and municipalities are gearing up to fight Hurricane Sandy-like storm surges. There is less emphasis, though, on the everyday flooding that’s likely to result from sea-level rise in the near future; the RPA says areas that can’t be protected should be gradually transitioned to higher ground. A tristate regional coastal commission would help communities plan for sea-level rise, and a small surcharge on property insurance would be used to fund resiliency measures like buyouts and coastal hardening. The retreat from vulnerable areas is painful for people who have built lives there, but there are opportunities in the changes. A national park in the marshy, industrial Meadowlands would provide recreation space and educate visitors on climate change mitigation. Denser Meadowlands towns like Secaucus, New Jersey, would be protected from sea-level rise, while the Teterboro Airport and surrounding communities would retreat, and nature would take over. To illustrate these recommendations more richly, the RPA applies its thinking to nine sites, imagining what they could be in 2040. In that year, Jamaica, Queens, has capitalized on its rich transit connections and proximity to JFK Airport to become a destination in its own right, while retaining its income and ethnic diversity. Further east, Long Island’s central Nassau County is a “model suburb” thanks to regionally integrated schools and a new North Shore–South Shore rail link that’s made it easier to access job centers in Hempstead and Garden City. “Nothing is off the table,” Wright said.
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L-pocalypse Plans

City and MTA reveal alternate transit plans for L train shutdown
Last night the two agencies in charge of transit in New York kicked off an open house series for the public to learn more about plans to move commuters between Brooklyn and Manhattan during the 15-month L train shutdown. The events are being held over four weeks in neighborhoods that will be most impacted by the closure.
About 70 people filled the cafeteria of Williamsburg's Progress High School for the first open house, which was jointly hosted by the Metropolitan Transportation Authority (MTA) and the New York City Department of Transportation (NYC DOT). Employees of both agencies stood by boards outlining transit options, science fair–style, as members of the public approached to ask questions about the bus, train, ferry, and bike routes that will carry them to Manhattan and back. The shutdown begins April 2019. During that time, the Canarsie Tunnel under the East River will close so workers can replace infrastructure that was damaged by flooding from 2012's Hurricane Sandy. Each weekday, 225,000 riders move through the tunnel, and 50,000 rides take the L just in Manhattan. The agencies are in the process of soliciting community feedback on the transit options; no plan has been determined yet. In Brooklyn, proposed changes include three-person HOV restrictions on the Williamsburg Bridge during peak hours, as well as new protected bike and bus lanes to ferry riders between the J/Z/M and G trains, L-adjacent lines the city expects 70 to 80 percent of affected riders will utilize to get across the river. Work is being done to ensure these lines can handle additional capacity, and the bus routes could be upgraded to give buses priority over private vehicles. The city estimates an additional 5 to 15 percent will use buses only, with new Williamsburg Bridge–bound buses, dubbed L1, L2, and L3, slated to carry approximately 30,000 riders, or 13 percent of the weekday total. After that, the agencies say five percent of straphangers will switch to the ferry, two percent will cycle to work, and between three and ten percent of riders may use taxis or ride-sharing services for their commute. In Manhattan, 14th Street (the crosstown thoroughfare under which the L train runs) would be converted into a busway, with only local private car access allowed. A block south, protected two-way bike lanes would be added to 13th Street to accomodate cyclists headed to and from the Williamsburg Bridge, which touches down on the Lower East Side. The next public meeting is scheduled for Wednesday, January 31, from 5 p.m. to 8 p.m. at the 14th Street Y in Manhattan.
Residents had many questions—and more than a few concerns—about the proposed routes. "The main impetus of the plan is to keep people out of North Brooklyn," said Felice Kirby, a longtime Williamsburg resident and board member of the North Brooklyn Chamber of Commerce. "There are a couple of thousand small businesses and manufacturers who, along with residents, made this area famous. We're in a lot of trouble if people can't get into our area to eat, shop, and work." She grilled an MTA official on why ferry service wasn't being expanded to increase the percentage of L-train riders who might use the boats to get to work.
"It's a timid and meek approach," she added.
Lifelong Williamsburg resident Vikki Cambos has already started thinking about alternative travel plans. Though she lives off the Grand St L and works off Hewes Street J/M, she is weighing the shutdown as she job-searches. "I don't want something directly off the L, because that will be a headache," Cambos said. As another option, she's considering jobs in lower and upper Manhattan that are easily accessible by trains other than the L. She's worried too that the proposed shuttle will add crowds in a neighborhood that's already undergone extensive gentrification.  "I'm excited to see people move out," she said. Jeff Csicsek, a software engineer who volunteers with the North Brooklyn arm of transit advocacy group Transportation Alternatives, wants Grand Street in Brooklyn to be for bikes, buses, and pedestrians only—no private cars allowed. He cited Downtown Brooklyn's no-car Fulton Street, one of the city’s most profitable retail corridors, as an example of how the streetscape could be retooled to favor pedestrians and mass transit on Grand.  "I don't think it's physical changes [that are needed] so much as policy," he said. "A do-not-enter sign for private cars would make this actually work." Even Andy Byford, the newly-appointed president of MTA New York City Transit, showed up to hear the public's questions. DOT Commissioner Polly Trottenberg was also in attendance. "We simply have to get this right," he told a small crowd of reporters. The MTA, he added, is soliciting community feedback to decide on final transit options. "The plan is not set in stone," he said.  This post has been updated with the MTA's map of possible transit alternatives during the shutdown.
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Not On My Block

Residents fight subway elevators, citing terrorism concerns
New York City's Metropolitan Transportation Authority (MTA) might be in a highly publicized “state of emergency” over its failing infrastructure at the time of writing, but much less attention is paid to how much it falls short in meeting federal accessibility guidelines. Only 24 percent of New York’s 472 subway stations are accessible overall; a fact not lost on disability advocates. But a recent New York Times article highlighted a case of community-based opposition to new elevators that would make a downtown station more accessible. Only blocks from the World Trade Center complex in Manhattan, residents on Broad Street have been trying to push back against a $20 million pair of elevators that would connect to the J/Z Broad Street station on their block. The elevators are a concession on the developer Madison Equities' part, in exchange for an extra 71,000 square feet of buildable area at the 80-story, mixed-use tower at 45 Broad St. Urbahn Architects will oversee the project. The elevators will provide access to a subway line that only has five accessible stations out of a total of 30. However, at a Community Board 1 meeting last month, approximately 270 residents of 15 and 30 Broad Street had signed a petition opposing what they called “dangerous structures.” Residents cited terrorism concerns, specifically a fear that the glass elevator booths would turn into shrapnel if a bomb went off. But disability activists have called the fear a thin veil for NIMBY-ism. “It’s total NIMBY,” Edith Prentiss, president of Disabled In Action, told The Times. “It’s ‘Don’t affect my property values, don’t affect my — I love this — my iconic view.’ I can understand that they paid a lot of money, I’m sure, but that does not abrogate my civil rights.” As the back-and-forth over elevators at this particular stop continues, so do several lawsuits brought against the MTA by a coalition of disabled residents and advocacy groups. The lack of elevator-accessible trains directly contradicts the Americans with Disabilities Act, but the MTA has claimed that bringing such service to every station would be an undue financial burden. For its part, the agency has responded that they are already spending $1 billion to bring 25 stations into compliance and that overhauling the entire system would cost $10 billion. As the NYC subway system runs 24 hours a day, and because retrofitting a station typically modifies how service runs there for several months, any planned upgrades will likely stress the already straining subway service even further. Still, with some of the deepest and highest subway platforms currently inaccessible to disabled riders, and as funding for much-needed MTA fixes are up in the air, it remains to be seen whether these concerns will be addressed in the near future.
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MTA Woes

Governor Cuomo’s transportation panel releases final report, suggested fixes
As New York City’s subways continue to crumble and traffic congestion increases, Mayor Bill de Blasio and Governor Andrew Cuomo have been at odds over the best way to fund mass transit improvements. That may all be about to change, as Governor Cuomo’s Fix NYC Advisory Panel has released their final report and called for the creation of congestion pricing zone in Manhattan. Mayor de Blasio has historically supported a “millionaire’s tax” on the city’s richest residents, while Governor Cuomo has proposed a congestion pricing scheme for vehicles crossing Manhattan’s 60th Street in either direction. In light of Fix NYC’s findings, Mayor de Blasio has seemingly shifted his position and voiced a willingness to implement some form of congestion pricing, if the funds were locked into improving the city’s transit network. Originally formed in October of last year, the Fix NYC panel invited policymakers, real estate developers, planners, MTA employees and other stakeholders to come up with policy fixes to improve mobility across the New York City region. The panel has ultimately recommended splitting any improvements across three phases. Phase one would see a focus on realistic, short-term reforms at the ground level. These range from studying transportation improvement opportunities across the outer boroughs and suburbs, to improving traffic law enforcement, and most importantly, beginning the installation of “zone pricing” infrastructure. This infrastructure would encircle a certain area and allow drivers to be charged for entering or leaving a certain area at specific times or days of the week. Phase two leans heavily on implementing congestion pricing. A central business district would be established as everything south of 60th Street in Manhattan, and for-hire vehicles and taxis would be charged every time they crossed the district’s border. Phase three would ramp up the second phase’s congestion pricing plan, first for trucks, and then to all vehicles entering the district by 2020. While trucks would pay $25.34, for-hire cars would likely only pay $2 to $5, with the overall affect of reducing traffic congestion during the busiest times of the day. Personal vehicles would have to pay up to $11.52 to travel through Manhattan during the busiest times of the day. Drivers would be offered some relief, however. “The Panel believes the MTA must first invest in public transportation alternatives and make improvements in the subway system before implementing a zone pricing plan to reduce congestion. Before asking commuters to abandon their cars, we must first improve mass transit capacity and reliability,” reads the report. It’s estimated that the pricing scheme could raise an additional $1.5 billion a year for the city’s ailing MTA. Governor Cuomo’s response to the report’s findings was muted, and in a statement, he promised to study the proposal more in-depth. Congestion pricing plans have never taken off in New York City despite being proposed regularly since the 1970s, and it remains to be seen whether the mayor’s office or state legislature will seriously take up the issue.
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Don't Stop Believing

What’s going on with the Brooklyn-Queens streetcar?
With the recent revelation that New York City’s proposed Brooklyn-Queens Connector (BQX) streetcar project had missed its deadline for launching the public review process at the end of December, new questions have arisen over how feasible the project is. As the city’s Economic Development Corporation (EDC) has instead chosen to begin a review of the streetcar’s cost and feasibility this year, it’s worth looking back at the BQX’s bumpy ride through 2017. The last time AN wrote about the BQX, it was to report on the release of a leaked memo from Mayor Bill de Blasio’s advisory team to Deputy Mayor Alicia Glen in April. While the 16-mile-long BQX line was originally envisioned as a way to transport residents up and down a revitalized Brooklyn-Queens waterfront by April 2024, the memo called into question the rising costs of relocating below-grade utilities along the line’s route. It was additionally suggested that the use “value-capture” for the $2.5 billion project, which would finance the BQX through rising waterfront property values, might not be enough. Fast forward to November 9th, when two anonymous sources with connections to the project told the New York Post that “It’s going to die.” Citing the contentious relationship between Mayor de Blasio and Governor Andrew Cuomo, and breaking with the mayor’s assertion that the BQX would require no state-level intervention, the sources broke down why the streetcar relied on the governor’s approval. Several parcels of land along the BQX’s proposed route are owned by the state government and would need permission to build over, and the MTA has stated that it would not cross-honor BQX tickets for the bus and subway systems. Killing the “last mile” aspect of the streetcar is especially important, as the project was initially pitched as linking neighborhoods that lacked mass transit options. Four days later on the 13th, the nonprofit group Friends of the Brooklyn-Queens Connector unveiled a life-sized streetcar prototype at the Brooklyn Navy Yard. The mockup featured enough room for 150 passengers and open gangways, while Friends of the BQX have promised that the streetcar would have an average speed faster than the busses it would share the street with. As December drew to a close, the BQX missed a major milestone in failing to launch the public review process. As the EDC begins an in-depth review of the project, Crain’s has noted that the review would save taxpayers $35 million if plans for the streetcar were scrapped, but would delay the project’s launch another six months, potentially costing up to $100 million every year that it’s delayed. Only a few days after, on December 28th the Post reported that the Department of Transportation would need to repair the decaying Brooklyn-Queens Expressway directly over the proposed streetcar route, potentially delaying the project further. While the Friends of the BQX and the mayor’s office have remained adamant that funding for the project can be found, there are still significant hurdles in the way. A route has to be finalized, some sort of agreement between the city and MTA must be worked out, and protection measures for flooding will need to be discussed as the entire line runs along the most climatologically vulnerable part of the waterfront. As 2018 progresses, it will be worth keeping an eye on whether the BQX can meet its original 2019 groundbreaking date. A Friends of the BQX spokesperson gave AN the following statement in regards to the project's future. "The BQX will dramatically increase opportunity for the hundreds of thousands of New Yorkers along the Brooklyn-Queens waterfront who are clamoring for better access to jobs, education, healthcare and recreation. We're optimistic that the project will take significant, concrete strides forward in 2018."
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Train Talk

Here are key takeaways for architects from Cuomo’s 2018 State of the State address
If everything goes according to the governor's plan, New York City could get a new subway line to Brooklyn, and a new park in Jamaica Bay. Today New York Governor Andrew Cuomo outlined plans for 2018 and beyond in his State of the State address. Over the course of 92 minutes, the 56th governor of New York unspooled a long list of major projects and new investments, many of which could shape the cities we live in, change how commuters get to work, and add to what we see when we step away from the city outdoors. Citing the Red Hook waterfront's "untapped potential," the governor wants to study the possibility of a subway from Red Hook, Brooklyn to lower Manhattan. Red Hook, a low-slung, low-lying, largely low-income waterside neighborhood, still hosts shipping operations, but in the past two decades, artists and other creative types have flocked to the area and opened up restaurants, galleries, and interesting shops—with chains like IKEA and Fairway fronting the harbor. Despite the influx of new residents and businesses, the neighborhood has remained relatively sedate, in part because it's so hard to get to by public transportation. To spur growth, Governor Cuomo is asking the Port Authority of New York and New Jersey and the Metropolitan Transportation Authority (MTA) to improve transit access by relocating the shipping industry industry. The move, Cuomo said, will revert the waterfront to "more productive community uses" that could enable the MTA to add an underwater subway tunnel to lower Manhattan. The Port Authority would have to move the 80-acre Red Hook Container Terminal about two miles south to the South Brooklyn Marine Terminal in Sunset Park, Brooklyn. In 2012, the port handled only 110,000 containers annually, a paltry load compared to the three million containers processed by nearby ports. While the terminal provides roughly 100 jobs, it has been operating at a loss since the mid-1990s. As recently as last year, though, the Port Authority said it did not have plans to develop or sell the site. Politico noted the Red Hook plans bear strong resemblance to a study AECOM produced on South Brooklyn that proposed a 1 train extension to Red Hook. AECOM executive Chris Ward was the Port Authority executive director, but quit in 2011 due in part to his fraught relationship with Cuomo, who was sworn in that year.

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The new subway tunnel wasn't the only one on the governor's mind. Cuomo floated a tunnel for vehicles under the Long Island Sound to connect Long Island with Westchester County or Connecticut. He also pledged to accelerate the L.I.R.R. modernization project, announcing the state would kick $6.6 billion towards adding new rail lines and fixing up stations up and down Nassau and Suffolk counties. All of those L.I.R.R. trains terminate at the beleaguered Penn Station. The governor didn't hesitate to fire shots at the busiest—and arguably most miserable—transit depot in the U.S. "I call it the seven levels of catacombs," he said. Cuomo emphasized the need to rebuild Penn Station, citing ongoing construction on the conversion of the James A. Farley Post Office into the Moynihan Train Hall as one way to relieve capacity on the overburdened station, which receives trains from New Jersey and Long Island. He even invoked the state's ability to seize land for public projects via eminent domain, a veiled shot at Madison Square Garden, the arena and venue across from Penn Station that some experts say should be converted to transit uses only. The subways were another hot spot in the speech. The governor proclaimed funding to fix the broken-down subway system must be provided "this session." His comments on funding follow a New York Times investigation on the subways' performance that revealed political indifference at the state and local level prompted overspending on splashy new projects at the expense of routine maintenance. "We can't leave our riders stranded anymore, period," he said.

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The governor also touched on another controversial project only a few blocks away. Late last year, stakeholders reached a compromise on the lawsuit-plagued Thomas Heatherwick–designed Pier 55 in Hudson River Park on Manhattan's West Side, and plans for the development are moving forward. Cuomo said a full completion plan for Hudson River Park, which will stretch from West 59th Street to Battery Park City, will roll out this year. Cuomo also unveiled the third round of investments in the New York State downtowns. First introduced in 2016, the Downtown Revitalization Initiative gives select cities and towns all over the state and gives them $10 million apiece to invest in their core commercial districts. This latest round allocates $100 million for development, and the Regional Economic Development Councils will select the cities. There were some curveballs, too. The governor revealed plans for a new, 407-acre state park on Jamaica Bay, a wetland estuary which sits between Brooklyn and Queens. The Architect's Newspaper (AN) reached out to the governor's office for comment on the park but has not yet heard back.
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Railroad Housing

MTA to deck over a 4-acre stretch of Brooklyn rail with mixed-use development
Eager to combat a serious housing shortage in Brooklyn’s Borough Park neighborhood, State Senator Simcha Felder (D- Southern Brooklyn) announced Tuesday that the MTA would be opening a Request for Proposals (RFP) for developing a 3.8-acre stretch of rail bed that runs through the area. Decking over the site and building residences, similar to what’s happened in Hudson Yards and proposed for Sunnyside Yards, could bring thousands of units to an area of south Brooklyn that’s grown rapidly in recent years. The Long Island Railroad (LIRR) Bay Ridge Branch section cuts from 61st Street between Fort Hamilton Parkway, and 8th Avenue, and is seldom used apart from the freight trains that might pass through once or twice a day. Looking to create a long-term revenue stream from the site, the MTA released their RFP for developing the site’s airspace, at least 22 feet over the rail bed, on Thursday, available here. Calling for private developers to apply, the RFP demands that teams would not only be responsible for the architectural aspect of the residential buildings on the site, both market-rate and affordable, but also retail and office space as well as parking lots. Additionally, any scheme has to leave the rail track in place, and engineering solutions must be included for decking over a gap that ranges from 82 -feet wide in some places to 118 feet in others. This is no easy feat, especially as utilities must also be supplied to the site and would presumably run through the decking; it’s no wonder that the MTA is requiring the entire project to be privately financed. The cost of decking over the much larger, 180-acre Sunnyside Yards has been projected to cost up to $19 billion for similar reasons, though no cost estimates have been released for this stretch of the LIRR yet. The fight to build over this stretch of tracks has been going on for years, with local community groups only recently embracing the plan. Senator Felder stressed that any new construction would have to fit the character of the surrounding neighborhoods. “The vision is to create residential development that is consistent with the character of the neighborhood,” said Felder. “The location of this project presents a significant opportunity to create additional housing units on a gigantic parcel of land that covers a few city blocks.” Interested applicants have until April 27th, 2018, to submit a proposal.
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Brain Train, Now Boarding

19 finalists announced for MTA’s Genius Transit Challenge
The New York Metropolitan Transportation Authority (MTA) announced the 19 finalists in three categories for the MTA Genius Transit Challenge today. Winners will be declared in early 2018 and will receive up to a $1 million genius award (or the profit of 363,636 card swipes, according to the New York Times). The MTA assembled a panel of technology and transportation experts to review the 438 submissions, narrowing it down to 64 and then 19. During phase two of the competition, the final contenders refined and elaborated on their original submissions. The three categories are: to improve signaling, to identify strategies to better deploy subway cars, and increase communications infrastructure. Each submission in these categories was reviewed on “its ability to fulfill the Challenge’s core objectives, whether it could be implemented in a rapid timeframe throughout the Subway System, innovativeness, and cost-reasonableness.” With the recent release of the RPA’s newest plan, we can only hope at least a few improvements are made, genius or otherwise. FINALISTS IN THE SIGNALS CATEGORY AECOM: Intelligent Alignment of Service Delivery to Customer Demand Alstom: Train-Centric Peer-to-Peer CBTC Ansaldo STS: Video Odometry, Heads-Up Display and Augmented Reality Arup: Acorn: Autonomous Car Operating Rail Network Robert James (Individual): Connected Vehicles & Ultra-Wideband for Communications & Location Metrom Rail : Positive Train Control System based on Ultra-Wideband Siemens : Dramatically Accelerate Communications-Based Train Control Deployment Thales Group: Several Integrated Ideas to Accelerate Communications-Based Train Control Deployment Thales Group: Next Generation Positioning: Autonomous Train Car Platform FINALISTS IN THE CARS CATEGORY Alstom: Upgrades to Improve Subway Car Reliability Craig Avedisian (Individual): Modify Cars to Enable Trains to Have 4 More Cars Bombardier: Modular Car Concept Utilizing a Common Vehicle Platform CRRC MA: Technology-Advanced Cars with Shorter Vehicle Lifecycle CSINTRANS: Open Information System to Improve Operations Efficiency & Customer Communications Faiveley (Wabtec): Newly Developed Brake Control System FINALISTS IN THE COMMUNICATIONS CATEGORY Alcatel-Lucent (Nokia): Standards-Based Trackside Private LTE Network with an IP/MPLS Backbone Alstom: Multi-Service High Capacity, Flexible Network Bechtel: The Big B: Semi-Automated Robotic System Transit Wireless: Dedicated LTE Network to Connect Trains to Tunnel Entrances and Trackside Radios The MTA Genius Transit Challenge Finalist Judges Sarah Feinberg, Former Administrator, Federal Railroad Administration Daniel Huttenlocher, Dean and Vice Provost, Cornell Tech Charles Phillips, CEO, Infor; Former Co-President and Director, Oracle Kristina Johnson, Chancellor-elect, SUNY Nick Grossman, General Manager, Union Square Ventures Eliot Horowitz, Co-founder and Chief Technology Officer, MongoDB Balaji Prabhakhar, Professor of Electrical Engineering and Computer Science, Stanford University Joe Lhota, Chairman, MTA Pat Foye, President, MTA Veronique “Ronnie” Hakim, Managing Director, MTA Janno Lieber, Chief Development Officer, MTA
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Bus Up

MTA reveals comprehensive L train shutdown plan
Today the city and the MTA released a long-awaited plan to get riders to Manhattan during the L train shutdown. Among the many proposed transit tweaks, Manhattan's 14th Street will be transformed into a bus-only thoroughfare to keep rush hour running smoothy. In both boroughs, new bus routes and bike lanes will help ferry 225,000 daily would-be L train commuters to their destinations. The MTA is also beefing up service on L-adjacent lines, in part by opening up disused subway entrances in Brooklyn and running longer trains on the G line. There will also be new high-occupancy vehicle rules for those driving over the Williamsburg Bride, AMNY reported. The L train's Canarsie tunnel was badly damaged by flooding during Hurricane Sandy and has to be closed for 15 months so the MTA can perform extensive repairs. The closure, which will suspend Manhattan-to-Brooklyn service, is expected to commence in April 2019 and last through June 2020. During the shutdown, the L will run mostly normally though Brooklyn until it reaches Bedford Avenue, the final station before the tunnel. The MTA will increase service on the J, M and Z lines, and bus service along new routes will pick up riders at subway stations to carry them over the Williamsburg Bridge and through lower Manhattan. To carry an estimated 3,800 bus riders per peak hour, the lanes will be restricted to trucks and vehicles with three-plus passengers. The plan should alleviate residents' and business owners' fears over the effects of the shutdown. In Manhattan, a multilane crosstown busway on 14th Street between Third and Ninth avenues will supersede all regular traffic except local deliveries, while 13th Street will get a dedicated two-way cycling lane.
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At MCNY

New exhibit explores 50 years of public art in New York City
Whatever your feelings about public art, there's a lot of it in New York City. A new exhibition at the Museum of the City of New York reflects on the origins and future of the city's public sculptures, murals, and more ephemeral works, fifty years after artists and curators brought art out of the galleries and into the streets. Of course, New York has always had civic statues and monuments, but the public art movement really took off in the 1960s with Sculpture in Environment, a 1967 Parks Department exhibition that brought work by 24 artists to parks and buildings in Manhattan. The installations were the city's attempt to beautify itself in the face of disinvestment and decay, as well as a response to changing urban conditions that coincided with Kennedy-era positioning of American art and culture as a worldwide export. A timeline in the forecourt of Art in the Open gives a concise and colorful overview of public art from the 60s to today, with "Go See It!" stickers affixed to work that's endured, like Isamu Noguchi's Red Cube in front of 140 Broadway. A walk in the gallery is a greatest hits parade, organized by theme. A red Keith Haring mural, Crack is Wack, greets visitors who enter Art in Public, the opening category that engages the role of art in shaping shared spaces. Art in Place features site-specific works like The Gates, the 23 miles of orange banners Christo and Jeanne-Claude threaded through Central Park; A Subtlety, Kara Walker's arresting installation inside the Domino Sugar Factory; and a throwback, Wheatfield—A Confrontation, Agnes Denes's amber waves of grain in front of Minoru Yamasaki's World Trade Center. The third and final grouping, Art in Action, is devoted to performance and interactive installations. Tania Bruguera's Immigrant Movement International, a community center for migrants in Corona, Queens, and Rudy Shepherd's Drawing Cart, a table in front of a Harlem laundromat where the artist drew with neighbors, are thoughtful exceptions to the blockbusters. Exhibition curators collaborated with the city's major public art organizations to realize Art in the Open. There's art from MTA Arts & Design, the transit arts program that brings straphangers mosaic murals and Poetry in Motion, video stills and ephemera from Creative Time, the nonprofit behind A Subtlety, as well as many other works featured. The Public Art Fund, the group behind Ai Wei Wei's current citywide installation, shared its archives with MCNY for the show. Full-scale photographs of the art in situ contextualize the work, most of which (if decommissioned) is scaled to the sky, too massive to fit inside the gallery—a tension the show highlights. There's a lot to take in, and for New Yorkers, the show will jog memories of art that shapes the city, love it or hate it. Art in the Open: Fifty Years of Public Art in New York, is on view tomorrow, November 10 through May 13, 2018.
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Reflection zone

African Burial Ground memorial and mixed-use development approved for Harlem
While completing work on the Willis Avenue Bridge in East Harlem in the early 2000s, an unexpected discovery was made. A building adjacent to the bridge – a bus depot operated by the Metropolitan Transportation Authority (MTA) – seemed to have been built on top of a colonial-era African burial ground. In 2011, the MTA hired a consultant to complete a formal archaeological study (Phase 1A), which found that the depot grounds had indeed been an active burial site from the late 1660s to at least 1856. In 2015, the New York City Economic Development Corporation (NYCEDC) completed a Phase 1B archaeological assessment and the depot was shut down, its operations relocated offsite. The nearby Elmendorf Reformed Church – a descendant church of the burial ground – were involved in the extraction of more than 140 bone fragments from the site, which will be preserved and reinterred within a memorial. As the MTA and NYCEDC discovered, the site had been the cemetery for descendants of Africans in the colonial era when the neighborhood was a Dutch settlement called Nieuw Haarlem. An adjacent cemetery for white parishioners was relocated to the Bronx when its attendant church moved, but the ground holding the Africans' remains was repeatedly resold and developed over, its history obscured and desecrated. Yesterday New York City Council approved a zoning application giving developers the go-ahead to construct a memorial at the historic burial ground, as well as a mixed-use housing and commercial complex including about 730 residential units, 80 percent of which will be made affordable. Before development begins, additional archaeological work will be conducted by the State Historic Preservation Office (SHPO) and the Landmarks Preservation Commission (LPS), supervised by the Harlem African Burial Ground Task Force (HABGTF), which has advocated for the site's formal recognition since 2009. The development, intended to be about two-thirds residential and one-third commercial, will center itself around the outdoor burial ground memorial and include up to 15,000 square feet of indoor memorial or cultural center space. The memorial itself will be allocated about 18,000 square feet, a wedge-shaped area near First Avenue. The overall site will span the entire city block. In the HABGTF's original design proposals for the memorial, the names of the deceased are carved into walls of black granite surrounding a reflecting pool with its ripples illuminated onto the ceiling by internal light fixtures. Reverend Doctor Patricia A. Singletary of the Elmendorf Reformed Church managed to find the names in the church's records. The promenade, also etched with quotes from black luminaries like Frederick Douglass and Martin Luther King, Jr., can double as a presentation space for guest lectures "pertinent to the site's history and larger issues concerning the legacy of slavery and colonization." The memorial corridor, lined with bronze sculptural reliefs depicting scenes of slavery and Native Americans, extends out onto an open, public lawn dotted with fiber optic lights that illuminate the grasses at night. The NYCEDC plans to issue an RFP for development proposals for the site in 2018, with the final team selected in late 2018 or early 2019. The site is scheduled for construction on a tentative timeline from 2020 to 2023.
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But It's Farley From Over

New renderings revealed as Moynihan Train Hall reaches major construction milestone

Moynihan Station today, 10:45 a.m. – Dramatic stage lighting in New York colors illuminates bare steel trusses, a backdrop to the podium where the governor will talk up the new train hall, any minute now. Tables in the far back of the room, behind a crowd of hundreds of construction workers and sweaty guys in suits, are loaded with Penn-Farley coasters and free cider donuts. It's humid, dark, and a little dusty, but despite the large gathering, there was just a little news at the former post office today: The project's about to start full-on construction.

Governor Andrew Cuomo was in the city to announce a construction milestone at the Penn-Farley complex, the soon-to-be bigger and (hopefully) better train station on Manhattan's West Side. This was the last time the James A. Farley Post Office, re-christened as the Moynihan Train Hall, will be open to the public before it's transformed into a transit hub by SOM. Contractors had just knocked out the McKim Meade and White–designed hall's second-floor mezzanine, a move that allows the major interior build-out to begin.

In June, the Empire State Development Corporation (ESD) inked a $1.6 billion deal with a developer-builder team to transform the structure into a retail-office complex and train station. The three companies—Related Companies, Skanska, and Vornado Realty Trust—will contribute the largest share ($630 million) towards the project, with New York State kicking in $550 million. Money from Amtrak, the MTA, the Port Authority of New York & New Jersey, and federal grants round out the project costs.

The 255,000-square-foot station will serve Long Island Rail Road and Amtrak riders. Like the World Trade Center Oculus, or its slightly older cousin at Fulton Center, Moynihan's skylit concourse will be ringed by retail, more than 700,000 square feet of it. To make transfers easier, the just-completed West End Concourse will connect Moynihan to Penn Station, just across 8th Avenue. Construction began in September and the train hall is expected to be complete in 2021.