Fulton Transit Center
Tuesday, February 21, 2012
New York's Metropolitan Transportation Authority released new renderings of the $1.4 billion reconstruction of the Fulton Transit Center, partially damaged after 9/11 and long in need of an upgrade.
TN got a sneak peak at the construction in June, but here are architectural renderings of what the final product is likely to look like adapted from presentation given by the MTA to a local community board and first reported about by DNAInfo.
TN MOVING STORIES: Public Transit Tax Benefit Cut, New Trucking Rules, & NYC's Taxi of Tomorrow Threatened by Livery Bill Of Today
Friday, December 23, 2011
By Kate Hinds
Top stories on TN:
FAA Clears Santa’s Flight Path (Link)
DC Dangles Cash to Fight Congestion (Link)
Just How Good Are the TSA’s Body Scanners? (Link)
Tips for Infrequent Flyers: Leave the Olives at Home, and Junior’s Shoes On (Link)
Despite a Year of High-Profile Crashes, Inter City Bus Use Soars (Link)
Commute by public transit? Your tax benefit is being reduced. Drive? You're getting a parking benefit increase. (Chicago Tribune)
Volkswagen's will limit employees' access to work email in an attempt to give them a break during non-work hours. (Marketplace)
An oil spill near the coast of Nigeria is likely the worst to hit those waters in a decade. (AP via NPR)
New York Gov. Andrew Cuomo's requirement that NYC's entire taxi and livery fleet eventually become wheelchair-accessible is a stinging rejection of the mayor's non-accessible Taxi of Tomorrow. (Crain's New York Business)
U.S. Transportation Secretary Ray LaHood said he won't back a proposal to prohibit drivers from talking on cellphones -- giving a boost to car makers and mobile-phone companies that stand to lose if regulators impose a ban. (Wall Street Journal; subscription)
President Barack Obama’s administration maintained an 11-hour limit on truck drivers’ hours today, scaling back a proposal to give them more rest... (Bloomberg)
...But some rules for drivers have changed. Learn more about the new regulations in Politico MT.
Can Amtrak afford to leave Penn Station for its new home in Moynihan Station? (Atlantic Cities)
Take a peek inside lower Manhattan's Fulton Transit Center, which is scheduled to open in 2014. (DNAInfo)
Wednesday, July 13, 2011
By Jim O'Grady
(New York, NY - WNYC) At one time it was hoped that the $1.4 billion expansion and reconstruction of the Fulton Street Transit Center, partly damaged in the 9/11 terrorist attacks, would be done by the tenth anniversary of that day. That won't happen. But steady progress is being made on the much-delayed project, including the scheduled opening in the next two months of a new entrance and restoration of service to a closed portion of the Cortlandt Street station next to Ground Zero.
The sprawling underground complex is Lower Manhattan's primary transit crossroads. It has long been known as a good place to connect to different subway lines--if you can figure out how to do it. The center is a multi-leveled labyrinth connecting previously private subway systems not built to be compatible. A primary thrust of the project is to detangle it.
To show how that was going, the New York Metropolitan Transportation Authority invited a WNYC reporter to don a hard hat and take an escorted look at the busy underground construction site.
It's an organized mess.
Shadowy caverns contain patches of muck and puddles that workers wearing reflective vests splash through. Cement mixers turn lazily as heavy metal blasts from a boombox.
Parts of the complex are impressive. The new Dey Street underpass will connect the center's main entrance building, which is a block south of City Hall Park, with the World Trade Center. It's a huge tunnel that the MTA says will be lined with digital screens showing train information, ads and artwork. That's a big change from what the Fulton Street station has always been: dark, cramped and crowded.
The grandest element is a fifty-foot glass tower over the main entrance that is to be topped by an oculus--a set of prisms to deflect natural light down to some of the subway platforms. The MTA seriously considered scrapping the tower in 2008 when the project went over budget. Then along came the federal stimulus and the tower was restored.
It was weirdly pleasing to stand two stories the street level on a future subway platform and look up through the steel framework of a tapered tower and see, above the high top of a construction crane, clouds scudding against blue sky.
When the center is all done and linked up with a station for the PATH Train to New Jersey under the World Trade Center--some time in 2016--visitors will be able to walk underground from the Winter Garden on the edge of the Hudson River to the William Street subway stop, about six blocks from South Street Seaport on the East River. That's about three-quarters of a mile.
Riders will have access to eleven subway lines, same as before. But the MTA says the warren of poorly lit passageways will be more open and straightforward. There should be less crowding and more space for the 300,000 people they expect to move through the Fulton Street Transit Center every weekday. That'll be a good day for downtown Manhattan, where 85 percent of all trips are made by mass transit, many of them using the center.
The project, begun in 2004, has been notorious for delays. Michael Horodniceanu, president of capital construction for the MTA, said part of the problem was the complexity of a task like building new station space under and around the 123 year-old Corbin Building, a nine-story landmark made of brick that will be incorporated into the main entrance. Horodniceanu said the Corbin Building's foundation had to be disassembled and rebuilt without using heavy machinery.
And he said management of the project was flawed at the start. The MTA looked for a company to do every part of the enormous renovation on tight deadlines. Only one company bid and, when it got the job, soon started falling behind. Horodniceanu said when he came into his position in 2008, he broke the project up into parts, set what he called "realistic" deadlines and attracted multiple bidders.
Now the project seems on track. The MTA's part of it should be done by 2014.
To see more photos in a vivid slideshow of the project, go to WNYC.
TN Moving Stories: WTC Transit Hub Costs Bloom, NY Goes After Cabbies Who Refuse Outer Boro Fares, and Another Toyota Recall
Friday, February 25, 2011
By Kate Hinds
The cost of the transit center at the new World Trade Center site has ballooned to $3.4 billion -- a figure once deemed "simply unacceptable" by the Port Authority. (New York Times)
An Illinois congressman who voted to eliminate funding for an Amtrak line sounds like he hopes to get the chance to reconsider. (WQAD)
WNYC looks at the differing accounts of how the NYPD and the MTA coordinated efforts to capture an accused stabber on a subway train earlier this month.
NY's Taxi and Limousine Commission wants to stiffen fines for cabbies who refuse to make outer borough trips. (WNYC)
SF's BART owned up to their decision to illegally fire their general manager --then rescind that firing -- but her fate as head of the transit district remains unclear. (San Francisco Chronicle)
Denver may have to refund $1.2 million in parking tickets after an investigation showed that they were issued by non-authorized agents. (Denver Daily News)
Toyota is recalling over 2 million vehicles for carpet and floor-mat flaws that could jam gas pedals. (Bloomberg)
Los Angeles's historic Union Station will be purchased by the LA County Metropolitan Transportation Authority for $75 million under a deal that will clear the way for the expansion of transit operations and new development on the property. (Los Angeles Times)
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MTA Squabbling + Poor Management = Years of Delays and Nearly $2 Billion Over Budget on Mega-Projects
Wednesday, December 22, 2010
By Jim O'Grady
(New York -- Jim O'Grady, WNYC) The Inspector General of the New York area Metropolitan Transportation Authority slammed the agency in a report for ignoring procedures it had set up to keep mega-projects on budget and on schedule.
Predictably, says Inspector Barry Kluger, three of those projects are now nearly $2 billion over-budget combined and delayed by two to five years. That means subway riders and others must slog through construction zones all the longer while waiting for expanded service that is repeatedly postponed as taxpayers rack up greater and greater debt.
These “mega-projects have experienced well-publicized budget overruns and disruptive schedule delays that have seriously undermined public confidence in the MTA’s management,” the report said.
Two of the projects are already five years behind schedule: an extension of Long Island Railroad to Grand Central Terminal, now expected to be done by April 2018, and the first leg of the Second Ave. subway, now scheduled for completion in 2017. The Fulton Transit Center, with its projected finish in 2014, looks good by comparison. It’s only two and a half years late.
Only the 7 Train Extension, the last of the MTA’s four megaprojects, does not suffer from significant lateness or cost over-runs. The four projects have budgets totaling $15.32 billion.
Kluger says MTA Capital Construction, a subsidiary charged with overseeing the agency’s capital spending, clashed with an “independent engineering firm”—it did not name the firm—over who was in charge of monitoring the projects. His report says the engineering firm was at times given too much to do with too little information. And the firm wrote bad reports that lacked clear summaries or were too technically detailed to be easily understood. Sometimes, when the firm did make a plain recommendation, MTA Capital Construction ignored it.
At Kluger’s insistence, the MTA has separated the squabbling entities. The agency’s Office of Construction Oversight will now manage the independent engineer. The Office's mandate is to bring about “less conflict and more effectiveness to the oversight process.”
Kluger said another problem was megaprojects bidding against each other for a limited number of highly specialized contractors, which drove up prices. He warned that this might soon happen again as each project goes shopping for contractors to install signal and communications systems.
The Inspector General said MTA Chairman Jay Walder has accepted the report’s findings and used them to tell the Office of Construction Oversight to get a firmer grip on spending and scheduling.
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