Tuesday, November 06, 2012
Klaus Jacob, speaking from his home in Piermont N.Y., 12 miles north of New York City
TN's Andrea Bernstein spoke with Klaus Jacob in 2011, when she interviewed him for a story about how climate change could affect transit agencies. He modeled a storm like Sandy and brought his findings to the MTA. In forty minutes, Jacob says, all the East River Tunnels would be underwater. Jacob says he took those results to the MTA, and asked, if that happened, how long would it take to restore the flooded subway to a degree of functionality?
“And there was a big silence in the room because the system is so old. Many of the items that would be damaged by the intrusion of the saltwater into the system could not recover quickly. You have to take them apart. You have to clean them from salt, dry them, reassemble them, test them and cross your fingers that they work.”
Now Jacob's home in Piermont, New York, has been damaged by Hurricane Sandy; he lost both his family cars to flooding. Watch him talk about it in the above video. You can also read the transcript in Columbia University's Earth Institute blog.
Sandy hit in terms of the storm surge here it was. It was one to two-feet above the FEMA 100-year flood zone, and therefore it affected a lot more people than those that normally get flood insurance, including myself, and it created havoc in this little village which is a microcosm of course for what happened in New York City.
This village, Piermont, is a disaster zone. You can hear probably the machines in the background. We had the National Guard here to clean up the pier. We have a wonderful fire department that takes care of people and pumped out all the houses. Now we are on our hands and knees to get the mud out of all the houses and the doors, the armoires and the hutches. It’s a lot of work!
We had a pretty good model so within a few inches I knew where [the water] would go. My wife and me, we simply went to sleep. We did not experience the flood. We got rattled in the house. It was shaking from the winds but we slept through the flood and didn’t go down until 6 or 7 o’clock in the morning to look at the mess. By then the water was gone of course, or most of it was gone.
I had raised my house in 2003 and I wanted to raise it much more above the FEMA flood zone but interestingly enough I couldn’t have done it or I would have had to give up my third attic floor. As I wanted to raise my house more, I hit the zoning laws which only allow 22 foot maximum height of houses in this particular neighborhood.
We had thought in 2003 ahead of time, once we knew that we couldn’t raise the house up anymore. So we did what we could. We lifted the dishwasher up on the kitchen counter. We raised the kitchen stove as much as we physically could before the arrival of the storm but it obviously was not enough. Not that we would have raised it more. We just didn’t have the muscle power and time and honestly not enough work horses to put all the stuff on it. It’s a learning experience. Another interesting case is that the village police and fire department recommended that we all bring our cars to a particular lot but I didn’t know what its elevation was nor apparently did they because both of my cars—my wife’s car and my car– got flooded up to the seats.
I am a seismologist. How in the heck did I ever get involved in this other mess? Well, very simple. As a seismologist I was concerned about the consequences of earthquakes. So in the 1990s we ran a five-year program with the help of FEMA in which we estimated what the consequences of a major earthquake in New York City would be. We finished that study a few months before 9/11. And you could not talk after 9/11 about natural disasters. But eventually, the climate community took notice of those loss estimates that we had made for New York City and they said, ‘Oh, can you do that for hurricanes and sea level rise and all those things that have to do with climate change?’ We said we don’t know, but we can try. So, we tried. And unfortunately we hit it right on the nose.
Essentially, the city.. and the other agencies like the MTA, which is not a city agency, and the Port Authority of New York and New Jersey, they all did something but obviously not enough to prevent the tunnels to flood, and that’s not surprising because we were still in the study stage rather than in the action stage.
So, we have to spend engineering time. Allow them to think about the best solutions and then discuss them in the public, which one we are willing to pay for. Because with enough money you can be as secure as we want but we are all short on money therefore there is a trade-off between costs versus benefits and we have to get to the bottom of that.”
One hears, and that has been going on for some time, shouting matches between potential winners and potential losers, and depending on which solution there are different groupings of losers and winners. We have to overcome that dissent and work towards a consensus. We are all sitting in the same boat.
There is clearly a political fallout from this event. The fallout should have occurred a year earlier when we had Irene knocking at our door. We missed the chance to come together after that and really take actions.
Certainly the victims of such events understand that sea level rise and climate change is a reality. It behooves the electorate to make a decision whether they want to have people in the government and therefore elect them that are climate deniers and we will continue to suffer the consequences. I wonder how long we as voters allow us to have representatives in the government that take threats of national importance not serious. I think it is inexcusable, it is irresponsible and it will have fatal and economic and livelihood consequences.
Wednesday, March 28, 2012
Tonight at the Transit Museum in downtown Brooklyn, I'll be hosting a panel with a number of experts on the issue. Come listen, see, learn, and question!
Here's the release from the Museum:
When Hurricane Irene swept through New York City last August, fear and speculation about its strength – and potential to cause catastrophic flooding – brought the city’s entire mass transit system to an unprecedented halt. Although the storm’s impact was less severe than anticipated, Irene reminded New Yorkers of nature’s eminent power over human endeavors.
On Wednesday, March 28, WNYC journalist Andrea Bernstein, who is also Director of public radio’s Transportation Nation, will lead a panel discussion with three of New York City’s leadingexperts in issues related to transit and sustainability.
David Bragdon is Director of the mayor’s Office of Long-term Planning and Sustainability, a vital instrument in developing and coordinating various initiatives accordant with Mayor Bloomberg’s ambitious PlaNYC effort. Prior to becoming Mayor Bloomberg’s chief advisor on environmental policy, Mr. Bragdon oversaw environmental programs in Pottland Oregon as president of the Metro Council.
Projjal K. Dutta, is the Sustainability Initiatives Director at the Metropolitan Transportation Authority and a leading expert in environmental design and transportation.
Dr. Klaus H. Jacob, is a professor at Columbia University’s Environmental Policy Program and a research scientist at the school’s distinguished Lamont-Doherty Earth Observatory. The panel is presented in conjunction with the international Planet Under Pressure conferencein London (www.planetunderpressure2012.net), which seeks sustainable solutions addressing issues of climate change.
This informal, hour-long program also includes audience Q and A.
Admission is free. The program takes place at the New York Transit Museum in Brooklyn Heights at 6 pm, corner of Beorum Place & Schermerhorn Street; doors open at 5:30 pm.
Thursday, November 17, 2011
On the Sunday after Tropical Storm Irene blasted through the five boroughs of New York City, the city exhaled. Huge swaths of Manhattan hadn’t flooded, high winds hadn’t caused widespread damage. Perhaps no one was as relieved as then-MTA CEO Jay Walder, who had just taken the unprecedented step of shutting down the entire transit system.
“The worst fear that we had, which was that the under-river tunnels on the East River would flood with salt water, were not realized. We certainly dodged something there,” Walder said at a post-Irene briefing with city officials.
Listen to the audio:
If this sounds like dystopian fantasy, consider this: the Federal Transit Administration is now advising transit agencies to start adapting to climate change. “Climate change impacts are occurring now and will increase in the future,” reads the first line of an FTA report, Flooded Lines and Buckled Rails: Public Transportation and Climate Change Adaptation, released in August. “Aggressive action to reduce greenhouse gas emissions will lower the severity of climate change impacts. Yet the amount of long-lived emissions already in the atmosphere means that a significant level of climate change is inevitable.”
“We have seen significant extreme weather conditions,” says Deputy FTA Administrator Therese MacMillan in an interview in the U.S. Department of Transportation’s Washington, DC headquarters. “The patterns are pretty indisputable. The hundred-year floods are occurring every 20 to ten years. The hurricane intensities are repeating themselves and being very common. The extreme winter effects that we’re seeing in the Northeast are clearly in evidence. We need to deal with the fact that these extreme weather conditions are impacting our already stressed transit infrastructure.”
She continues: "To not address it would be a relatively naïve response to the fact that there are millions of dollars on the ground that, as responsible stewards of the taxpayers money, we need to do the best job we can to deal with them. Whatever arguments folks want to have about the sources of the impacts, we’re seeing impacts.”
And with Irene, according to Columbia University professor Klaus Jacob, one of the nation’s foremost experts on transit and climate change, the city came perilously close to seeing just the kind of flooding that the FTA wants transit systems to protect against.
The price tag for that protection, Jacob says, could be as much as $15 billion -- at a time when the MTA is already $10 billion short in funding its current capital plan.
As it happens, one part of the system saw exactly what the FTA report warned of during Irene. About 35 miles north of the city, on the Port Jervis line, the MTA saw what the line manager, Fred Chidester, describes this way: “In over 28 and a half years I have not ever seen anything to this magnitude on any of our lines. And the type of damage that was done is just unthinkable.”
Fourteen miles of the Port Jervis line were washed away during Irene. The Ramapo River, which is usually little more than a creek in some areas, was already swollen by a month of unusually heavy rains even before Irene hit, causing it to transform itself like some water-infused Incredible Hulk.
Chidester took me on a tour of the line, where workers are now furiously trying to get the tracks up and running by the end of the month. He showed me where the river had carried boulders, larger in diameter than a full-grown man, from under the tracks to a location 50 feet away. “Both tracks were hanging in the air,” Chidester recounts, “and the whole area underneath them for about 15 feet in depth was totally washed out.”
An MTA video taken just days after the flooding show tracks twisted as easily as pieces of chewing gum, mangled into undulating waves. “That water could do this,” Chidester tells me, his voice trailing off into silence as he shakes his head.
The Port Jervis line serves about 2,600 people a day. That’s tiny compared to the 5.2 million who ride the subway, but for those 2,600, the commute has been maddening. Those who ride the line are already super-commuters, with commutes easily two or even two-and-a-half hours. Even when it’s running properly, to get to or from Manhattan, riders have to switch in Secaucus or Hoboken. The line then travels through northern New Jersey to Port Jervis on the Delaware River, about 90 miles upstate, making a hook at the end.
After Irene, the line was cleaved in two. Right where it crosses into New York and up to Harriman, the tracks have been unusable..The MTA provides buses, but the switch from the train to the bus causes both delays and anxiety. Jen Weisenberg’s commute now takes almost three hours. “I was hysterical crying. I was cursing my boyfriend out. I was asking why did I move here.”
But the outage isn’t just inconvenient. The MTA invoked emergency powers to repair the Port Jervis line, at a cost of $50 million -- money it surely doesn’t have. A year and a half ago, to save money, the MTA cut some far-cheaper bus lines because its budget has been so stressed. But not fixing the line, for the MTA, is unthinkable.
Adding to the costs are a set of preparations to mitigate or prevent future flood damage. Chidester shows me where special culverts have been built under the tracks to absorb the force of the water. The ballasts are being shored up.
It’s hard to figure out how much extra that’s costing, because neither the MTA nor any railroad operator has experience this kind of washout in modern history. But, as Chidester says, “there’s no choice. I work for a railroad. I want to see trains running. I want to make sure they’re running right in the way they are advertised.”
Chidester says he’s no climate scientist. After trying to keep the line running through the worst snow season on record last year, and this October’s early storm, Chidester says he’s not sure about global warming. But the MTA is.
Projjal Dutta was hired by the MTA about five years ago to “green” its operations. But Dutta started just after a “freak” storm shut down the subway during rush hour in August, 2007, and his job morphed into something else: developing the MTA’s “climate adaptation” response. Making sure that the authority’s commuter rails can better withstand intense storms is part of that effort.
But a lot of what Dutta does is focused on keeping water out of the subways. He takes me down to a subway vent in lower Manhattan. Most subway vents are flush with the sidewalk, like those “made most famous by Marilyn Monroe,” Dutta says.
When storm run-off rushes down city streets, it can run right down those storm drains into the subways. “With climate change and frequent flooding events and ever-higher water marks, their old levels were just not enough.” So the MTA has raised them about six inches, so floodwater will flow around them and into the storm drains -- not the subways.
There are other things the MTA is doing: platforms on the brand-new Second Avenue Subway and Number 7 lines will be “air tempered.” This century, stations will be hotter.
“We have to get that heat out,” Dutta says. “This is not for something as superficial as personal comfort, there’s lots of electronics that a train carries. We had a lot of heat related problems, so we’ve had to introduce cooling into areas that did not hitherto require heating.”
Dutta speaks matter-of-factly, but his words carry a punch. “Our core mission is to provide trains, buses, and subways.” Climate change adaptation, he says “takes something away from that core mission. If you did not need the air tempering, you could have built another station.”
He continues: “If there were more public transportation there would be less of this problem. It is ironic (that) in order to fight this greenhouse gas problem, resources have to be diverted from the regular running of a system. That’s a real tragedy.”
But perhaps not as tragic as having the entire system flooded, an eventuality that Columbia’s Klaus Jacob says is real. Jacob has worked with the MTA to model what would happen if you couple sea level rises – the FTA says to expect four feet by the end of this century – with intense storms like Irene. In forty minutes, Jacob says, all the East River Tunnels would be underwater. Jacob says he took those results to the MTA, and asked, if that happened, how long would it take to restore the flooded subway to a degree of functionality?
“And there was a big silence in the room because the system is so old. Many of the items that would be damaged by the intrusion of the saltwater into the system could not recover quickly. You have to take them apart. You have to clean them from salt, dry them, reassemble them, test them and cross your fingers that they work."
In a best-case scenario, Jacob calculated that it would take 29 days to get the subway working again. But in the meantime, a halted subway would almost halt the city’s economy, which, he says produces $4 billion a day in economic activity.
The thing is, Jacob says, the city came within a foot of that happening during Irene. Because the astronomical tides were so high, and the storm so intense, the storm surge mimicked a future where the sea is much higher than it is now. During Irene, Jacob says, the storm surge was 3.6 feet. “Had it been not 3.6 feet but 4.6, we would have been in deep trouble.”
Remember what Jay Walder said at that Sunday afternoon briefing?
“The worst fear that we had, which was that the under river tunnels on the East River would flood with salt water, were not realized. We certainly dodged something there,” Walder said.
As for the Port Jervis line, after $50 million in emergency repairs, repaired tracks are expected to be open by months’ end.