In order to finish the Second Avenue Subway by its December deadline, the MTA requires an additional $10 million per month on top of the $39 million per month that is currently being spent, Kent Haggas, the project's independent engineer, has told DNAinfo. About seventy-percent of the project goals set forth by the MTA in March have been reached, according to the project's contractors. According to another engineer, a pileup of changes that arose during construction have also heightened the stress to complete the subway on time. In February, the MTA’s full board voted to use $66 million from its existing contingency budget to stay on schedule, leaving $50 million left to finish the project. On Tuesday, Governor Cuomo announced the Capital Plan Review Board’s approval of the MTA’s $25 billion repair and upgrade plan, according to an article from the Daily News: “The money covers everything from track and station repairs to new train cars and buses.” Included in that range is the next phase of the Second Avenue Subway project into East Harlem. The Daily News article quotes a statement from Governor Cuomo: “By investing in the most robust transportation plan in state history, we are reimagining the MTA and ensuring a safer, more reliable and more resilient public transportation network for tomorrow.” The state will contribute $8.3 billion while the city will contribute $2.5 billion but the funding will not be available until the MTA has exhausted its own $50 million slotted for the subway.
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Expanding on the East River Ferry system, Mayor de Blasio will see his $55 million plan for a five borough ferry network come to fruition summer 2017. At $2.75-a-ride, the system will be managed and operated by a California company, Hornblower, that has a proven track record in the industry, having run services in New York for ten years. Currently, the ferry caters to Manhattan residents and those on the shoreline between DUMBO, Brooklyn and Long Island City, Queens. The network will be expanded to escort people to Astoria, Queens; Sheepshead Bay, Brooklyn; and the Rockaways, Queens. Come 2018, Soundview will service the Upper and Lower East Side. Another proposal looks to extend the service further to Staten and Coney Island, though no completion date has yet been penned in. The cost of a ferry trip will align with the price of a single subway ride. Bicycles may be carried on for an extra dollar. This is less than half of what it costs for a standard weekend ferry fare at the moment. Such a pricing scheme is no accident, either, as de Blasio has his eyes on integrating the network with the rest of the MTA system. According to de Blasio, commuters will be able to enjoy the "fresh air, harbor views, and a fast ride on the open water" on the 20-minute journey between Astoria and Manhattan's East 34th Street, as well as being able to make the most of the ferry on the hour-long commute between the Rockaways and Wall Street. “Today I applaud Mayor de Blasio for his $55 million capital commitment to a 5-borough ferry system and declaring that New York City’s waterfront will be open for all. The ripple effect from this service will be felt throughout the entire city from Bay Ridge to Bayside; from Staten Island to Soundview,” said Councilman Vincent Gentile. “Access to a true 5-borough ferry system will be just another jewel to add to our crown here in southwest Brooklyn, one that will be a boon to small businesses and real estate alike.”
At first glance, this may look like state-funded environmental pollution: New York's Metropolitan Transport Authority (MTA) regularly dumps unwanted subway cars into the Atlantic. However, these New York City subway cars are now a happy home for fish. The MTA aims to create artificial marine environments, similar to those created by sunken ships, that will foster aquatic life. While most of this activity has gone under the radar, the MTA has been dumping subway cars since the turn of the 21st century. To date, after ten years worth of dumping, 2,400 subway cars currently lie on the ocean floor. https://www.youtube.com/watch?v=tPzRibWesyo Man-made reefs are nothing new, either. U.S. fishermen have engaged in the practice since the 1830s using structures of logs joined together. Turning relics to reefs with other refuse quickly followed; now unwanted subway cars turn the barren stretches of the eastern Atlantic seaboard into thriving habitats. The subway car shells create surfaces upon which oysters, clams, barnacles, and vegetation can live and grow. They also provide useful hiding places for fish that would otherwise be easy prey in the open ocean, all of which is good news for local fishermen. The move from the MTA appears to be a stroke of financial genius, too. While dumping subway cars into the ocean is convenient, the nonprofit Ocean City Reef Foundation has also paid $600 per car to ship them 30-hours away from NYC and create the reef. So far, six states have jumped on the bandwagon, and Michael Zacchea, director of the MTA Artificial Reef Program, describes it as "the ultimate form of recycling." Additionally, Jeff Tinsman, Delaware's reef program coordinator, has stated that fishing activity has seen a 30,000 percent increase in the vicinity of the artificial reefs. Myrtle Beach is a hotspot for the subway cars: that's where the MTA unceremoniously dumps them off a barge with the help of a mechanical arm. Now at their final final stop, they'll lay there for approximately 40 years with some cars having been in service just 10 days prior. Despite the project's praise and apparent success, there has been skepticism, notably from the National Resources Defense Council. They say the scheme has "less to do with conserving fish than saving and making money. Sport fishers and divers have actively lobbied for artificial reefs for the fish and tourism dollars they can attract. And, by donating old equipment to the cause, private industries and governments save millions of dollars." "You can basically put anything in the ocean and call it a reef as long as it stays there," says scientist Kristin Milligan. It's also worth mentioning Osborne Reef catastrophe, which saw thousands of car tires dumped with good intentions, ultimately required cleanup by the U.S. military.
The lead-up to New York State Governor Andrew Cuomo's State of the State address feels like a government-backed encore of "The Twelve Days of Christmas." Instead of lords a-leaping and swans a-swimming, Cuomo brings infrastructure upgrades a-plenty in his 2016 Agenda. The governor promised funds to the Gateway and East Side Access tunnels, the Javits Center, new Metro-North stations in the Bronx, the MTA (wi-fi a-comin'!), and an airport on Long Island. Arguably the biggest proposal is the Empire State Complex, a $3 billion redevelopment of New York City's Penn Station and its surroundings. The plan seeks to make Penn Station, which sits beneath Madison Square Garden, less of a hellhole—nice, even. Built to accommodate 200,000 daily riders, the station now serves 650,000 people per day. Channeling public sentiment, the governor ripped on Penn Station in his announcement. "Penn station is un-New York. It is dark, constrained, ugly, a lost opportunity, a bleak warren of corridors. [It's] a miserable experience and a terrible first impression." The governor's plan calls for enhancing connectivity between the station and the street; providing wi-fi; and reducing congestion by widening existing corridors, creating better wayfinding, and improving ticketing areas. As hinted at in previous proposals, the massive, neoclassical James A. Farley Post Office, at Eighth Avenue between 31st and 33rd streets, could be converted into the "Moynihan Train Hall," a sun-drenched waiting area for Amtrak, Long Island Rail Road, New Jersey Transit, and MTA passengers. A pedestrian tunnel underneath Eighth Avenue will connect the train hall with the main station. With this 210,000-square-foot addition, the size of the station will increase by 50 percent. The governor reviewed possible redesign scenarios. In one, Madison Square Garden Theater would be demolished to make way for a block-long entrance to Penn Station, facing the post office. In another, a glassy entrance, with skylights, would be constructed on 33rd Street. The street would be closed and converted into a pedestrian plaza. A third, more minimal scenario would add entrances at street corners and mid-block. In 2013, the Municipal Art Society (MAS) hosted a competition to rethink Penn Station. MAS highlighted designs four firms—Diller Scofidio + Renfro, H3 Hardy Collaboration Architecture, SHoP Architects, and Skidmore, Owings & Merrill (SOM)—for an improved Penn Station. In addition to improved passenger flow, each proposal imagined the station as a civic hub and neighborhood anchor. The governor said that this would phase of the project would be completed first. The rest of the overhaul could be complete by 2019, an amazing feat in a city where infrastructure improvements can drag on for decades. The Empire State Development Corporation, the MTA, Amtrak and the LIRR will parter with private developers to spearhead the project. $2 billion will go towards the Empire State Complex, while $1 billion will go towards "retail development" on 7th and 9th avenues. $325 million is expected to come from state and federal governments. The rest of the project will be privately funded, in exchange of revenue generated by commercial and retail rents. Cuomo will be issuing invitations to private developers, with an April 2016 due date. Currently, Vornado Realty Trust manages land around Penn Station, though it's unclear whether this relationship will continue.
On Sunday, September 13th, New York City got its first new subway station in 25 years. Located at 34th Street and Eleventh Avenue, the 34th St-Hudson Yards station extended the 7 train one and a half miles to serve Manhattan's Far West Side. Dattner Architects designed the 364,000 square foot, $2.4 billion station. The new station is ten stories underground, and features the subway system's first inclined elevator. Below the canopied main entrance, designed by Toshiko Mori Architect, a multicolored mosiac mural by artist Xenobia Bailey greets passengers. MVVA designed the park surrounding the main entrance. See the gallery below for images of the new station.
In entirely expected news, the extension of the 7 line subway to Manhattan's Far West Side has been delayed yet again. The New York Times reported that the new 34th Street station, which was scheduled to open by the end of 2013, and then by the summer of 2014, won't actually be ready until July. What's the latest hold up? Well, apparently, the station's diagonal elevator has been causing some problems, and the MTA still needs to test the fire alarm, communication system, escalators, ventilation fans, and third-rail power. So, a lot still needs to happen before the public can ride the rails. In the meantime, the MTA tucked some pretty pictures inside a recent report to its board to prove that it is making progress on the station—right, the station that was supposed to open in 2013. Anyway, take a look below to see what New Yorkers will finally be able to enjoy this July, or whenever this thing opens. [h/t CityLab]
New York City's MTA has posted another collection of East Side Access construction photos to remind New Yorkers that its majorly delayed and hugely over budget project is still actually chugging along. When East Side Access is ultimately completed, at the cost of nearly $11 billion, it will connect Long Island Rail Road trains to Grand Central making life easier for about 80,000 commuters. But that's a long ways off—last we heard, the project will not be completed until 2023. As for where the project currently stands, the MTA explained in a statement, "Work continues on the Manhattan side of the East Side Access Project below Grand Central Terminal with waterproofing, rebar arch installation and drilling for couplers. In addition, temporary shoring for concrete slabs that will make up track and room levels can be seen." To see for yourself, take a look at the photos below which were captured by the MTA deep beneath city streets.
Overcrowding on New York City subway trains is becoming a major problem for commuters. According to new data from the MTA, there were 14,843 weekday delays caused by overcrowding in December alone. The New York Post found that the number is up 113 percent from the same period a year ago. Fixing the overcrowding will not be easy for the MTA as it is trying to accommodate record ridership and still dealing with damage from Superstorm Sandy.
Every so often, New York City's MTA shares a batch of construction photos to remind New Yorkers that one of its long-delayed projects is still chugging along beneath their feet. The latest photo set takes us underneath Manhattan where the MTA is busy borrowing tunnels that will one day connect the Long Island Rail Road to Grand Central. The whole project is expected to cost nearly $11 billion and won't be wrapped up until 2023, so no need to rush through the gallery.
Earlier this week, AN went inside the recently completed, $1.4 billion Fulton Center in Lower Manhattan. As we mentioned, the station connects nine subway lines and is centered around a real show-stopper of an oculus. That massive skylight is wrapped in the Sky Reflector-Net, a 4,000-pound, James Carpenter–designed, structure that uses aluminum panels to disperse light throughout the station. Check out the video below to see how the MTA strung-up the high-tech net.
When the new Fulton Center opened this weekend—after seven years of delays and cost overruns that lifted the project’s price tag from $750 million to $1.4 billion—New York City got two things: a modern upgrade to its transportation network and an iconic piece of architecture. With new well-lit concourses, pedestrian tunnels, escalators and elevators, and more intuitive transfer points between nine subway lines, Fulton Center will drastically improve the transit experience for the 300,000 people who pass through it every day. But even with these significant improvements, all anyone is talking about is the center's eye-catching glass oculus and its hyperboloid Sky Reflector-Net installation. Step inside the station, and you'll understand why. The 53-foot-diameter structure was commissioned by the MTA Arts & Design program and created by James Carpenter Associates with Grimshaw Architects, Enclos, TriPyramid Structures, and ARUP. It is comprised of 952 aluminum panels, 224 high-strength rods, 112 tension cables, and 10,000 stainless-steel components that work in tandem to fill the station with natural light. The full effect of the design can only be experienced from within the station—standing across the street from Fulton Center, which appears as a steel and glass headhouse, the oculus and Sky Reflector-Net could be mistaken for a massive vent. The upper floors of the rotunda, which are set directly underneath the oculus, will soon be ringed by shops and restaurants. The 66,000 square feet of commercial space is connected to the station through a prominent glass elevator that is wrapped in a spiral staircase. But as dramatic as all of these large gestures are, the center is completed with the MTA's standard-issue, black and gray finishes. The handrails, doors, flooring, and even garbage cans are what you would find at any other station. The station's subdued color scheme, though, is broken up slightly with the light blue glass tiles that clad the station’s below-grade corridors. In these subterranean spaces, the choice of tile, and the decision to set overheard fluorescent bulbs at an angle, shows the impact that designers can have when deviating—however slightly—from the norm. Spread throughout the new Fulton Center are over 50 digital screens that make up the MTA’s “largest state-of-the-art digital signage media program.” When AN visited the Fulton Center, some of those screens were quickly switching between video art and ads for Burberry. And then back again. The completion of the Fulton Center also comes with the $59 million renovation of the adjacent, 125-year-old Corbin Building. The refurbished space, which boasts a stately exterior, is incorporated into the circulation of the center. Exiting through the Corbin Building–side exit, you can see the wings of the nearly $4 billion, Calatrava-designed World Trade Center Transit Hub. When that station opens next year, it will connect to the Fulton Center, and quite likely overshadow it. The bulk of the funding for this project ($847 million) came from a Congressional appropriation which was aimed at rebuilding transit networks in Lower Manhattan after September 11. An additional $423 million came from President Obama's stimulus act. The MTA also provided $130 million in funds.
Archtober Building of the Day #26> SLO Architecture adds art to Middletown Road Station in the Bronx
Archtober Building of the Day #26 Middletown Road Station Middletown Road & Westchester Avenue, Bronx SLO Architecture The “steel river,” as Alexander Levi of SLO Architecture referred to the Pelham Line #6 train on last weekend's Archtober tour, makes its way north towards Pelham Bay, crossing over four different waterways along its route. These bodies of water are cleaner now than they used to be, due in part to community-based efforts to clear unwanted debris and waste. As a result, plants and animals have returned to the area, and a feeling of pride has returned to the community. To uphold this stewardship and help maintain the waterways, Levi and Amanda Schachter of SLO designed Cross-Bronx Waterway for the Middletown Road Station, commissioned by MTA Arts & Design and chosen through a panel process. Cross-Bronx Waterway shows the evolution of the river cleanup projects. The series of eight stainless-steel panels, fabricated by AMI-Metal, depict birds, fish, boats, bottles, and other living and nonliving inhabitants of the surrounding rivers. The objects float within ribbons of steel, or “water,” assembled in different patterns on each panel. The birds depicted are species recently found along the Bronx River that had not been spotted for years, including herons. Despite signs of improvement, Schachter stressed that there are still objects found in the river that are not meant to be there. By including unwanted objects in the art as well, the architects have created a reminder that community members must continue to care for the natural environment and prevent the rivers from returning to their previous state. Levi and Schachter also wanted to create a sense of being underwater for people waiting for trains on the elevated platforms. Looking at the sculptural panels, subway-riders see the bottom of boats and the underside of birds. From the street, pedestrians looking up see the objects that protrude from the panels from an above-water angle. The architects intentionally changed the sense of view.