Attention riders: All L train service will be suspended between Brooklyn and Manhattan beginning January 2019. The MTA announced today that the Canarsie Tunnel which brings L train riders under the East River will be closed for 18 months to repair damage wrought by 2012's Hurricane Sandy. In four community meetings this spring, the agency reviewed repair scenarios and solicited New Yorkers' feedback on partial and full tunnel shutdown scenarios. The full closure option was chosen over a one-track-at-a-time three-year closure. Although residents in L-dependent neighborhoods had mixed feelings about the inevitable closure, all 11 Community Boards along the L were "overwhelmingly in favor" of a total shutdown. Repairs will target damaged signals, switches, tracks, power cables, and other infrastructure that was corroded by salt water when seven miles of the tunnel flooded. Upgrades will be made to stations closest to the river, as well. “Approximately 80 percent of riders will have the same disruptions with either option. Throughout our extensive outreach process and review, it became clear that the 18-month closure was the best construction option and offered the least amount of pain to customers for the shortest period of time,” NYCT president Veronique ‘Ronnie’ Hakim stated. “The 18-month option is also the most efficient way to allow MTA to do the required work. It gives us more control over the work site and allows us to offer contractor incentives to finish the work as fast as possible. We think it is better to have a shorter duration of pain than a longer more unstable process—and risk unplanned closures—by leaving one track open during construction.” Although the MTA is formulating a transportation plan for the Brooklyn-Manhattan commute, perhaps it's time to seriously consider some alternative options. Newtown Creek water shuttle, anyone?
Posts tagged with "L Train Shutdown":
As the specter of the L train's closure has become very real—it could last as long as three years—some alternatives have appeared from disparate sources. They include an East River Skyway cable car and a proposal to make 14th Street in Manhattan car-free. The Van Alen Institute recently hosted an L Train Shutdown Charrette to encourage the generation of further ideas. Proposals had been whittled-down to six finalists. Each proposal was judged on accessibility, potential for economic development, financial feasibility, socioeconomic equity, disaster preparedness, and inventiveness by an audience, who subsequently voted for the winner. The winning team was Dillon Pranger of Kohn Pedersen Fox who worked alongside Youngjin Yi of Happold Engineering; they suggested a water shuttle on Newtown Creek that would connect with the Long Island Railroad freight lines converted for passenger use. Much like what Jim Venturi proposed last month for NYC and NJ rail travel, the pair's idea makes use of infrastructure not currently utilized for public transit. Newton Creek was selected for its proximity to Greenpoint and Williamsburg, both popular stops for L-train commuters. Shuttles would also run from Manhattan to Dekalb Avenue and the North Williamsburg Ferry Pier. As for the other submitted proposals, landscape architects Gonzalo Cruz and Garrett Avery, engineer Xiaofei Shen, and architectural intern Rayana Hossain proposed a 2,400-foot-long floating tunnel between Brooklyn and Manhattan for cyclists and pedestrians. Submitting for engineering firm AECOM, the team titled their proposal Light at the End of the Tunnel. The tunnel, which could be submerged or float above the water, be features a translucent skin. A "fast cart people-mover commuter system" would transport people through 14th Street and North 7th Street in Brooklyn on land. Another submission, dubbed the Lemonade Line, came from John Tubles of Pei Cobb Freed Architects, Jaime Daroca of Columbia University C-Lab, Nicolas Lee of Hollwich Kushner, and Daniela Leon of Harvard GSD. The line aims to be “a multimodal transportation strategy that provides an all-access pass to seamlessly-linked buses, bikes, car-shares, and ferry lines following the L line above ground.” A mobile app would be developed for the program that could offer various routes depending on traffic.
At a public meeting in the Marcy Avenue Armory yesterday, MTA chairman Thomas Prendergast was joined by agency heads and elected officials to explain L train repair scenarios and field questions from the community. After assuring the public that there would be no option for nights and weekends work, nor the money for a totally new tunnel, the agency laid out the pros and the cons of two scenarios: An 18 month total shutdown with no L train service between Manhattan and Brooklyn, or a three-year partial shutdown with very limited service between the two boroughs. 400,000 passengers ride the L train every weekday, a 236 percent increase since 1990. 225,000 of those straphangers travel through the tunnel between Manhattan and Brooklyn. If considered in isolation, the L would be the tenth busiest subway in North America. While other tubes could be repaired with nights and weekends works, the damage to the 92-year-old cast iron and concrete Canarsie Tubes (L train tunnel) is too extensive to be completed in that limited timeframe. The duct banks, where 37,000 feet of electrical cables with varying voltages are housed, were so corroded by saltwater during Sandy that contextual repairs are impossible; the entire network must be replaced. To repair the tunnel, moreover, crews drilling into the tunnel generate hazardous silica dust which could not be cleared from from the tubes in a safe and timely way over nights and weekends. Under scenario one, the 18 month closure, L trains would run from Rockaway Park in Canarsie to Bedford Avenue, with no L train service in Manhattan. Ferries, Select Bus Service (SBS), beefed-up regular bus service, bike- and ride-shares, plus enhanced service capacity on the G, J/Z, and M lines would accommodate L train refugees. The benefits to a total tunnel closure, the MTA notes, is that contractors will have total control over the work zone and 80 percent of riders will be less impacted by the same level of disruption. Work would begin in January 2019 and wrap by mid-2020. Scenario two, the three-year shutdown, would be more logistically complex. Trains would run from Rockaway Parkway to Lorimer Street, and from Bedford to Eight Avenue, with shuttle bus service in between Bedford and Lorimer. The benefit to this plan, Prendergast explained, is that it would preserve limited inter-borough L train service, but with significant drawbacks. Prendergast noted that during rush hour, the L line runs 40 trains per hour. Under a partial shutdown, only one of two tracks would be open, and trains would run every 12 to 15 minutes. 80 percent of the passengers who would want to ride the train wouldn't be able to board. The MTA is worried about overcrowding at stations and in the cars, as well as about unplanned closures—if one train stalls, or a passenger falls ill en route, the spillover effect could cause nightmare delays. With that in mind, Prendergast emphasized, "[minimizing] inconvenience is a top priority." Regardless of the plan that is chosen, riders will enjoy a new access point at Avenue A (!), new elevators at Bedford Avenue and First Avenue, a rehabbed pump station, and two new breaker houses, among other improvements. Congresswoman Nydia Velazquez, whose V-shaped district encompasses many L-dependent neighborhoods, was the first pol to bring up the impact of the shutdown on local businesses. She asked the assembled agency leaders whether there would be "a mitigating plan for small businesses," especially for residents and businesses on Bedford and Grand avenues. A second community meeting will be held later this month. More details can be found here.