L Line prepared for storm

[daveklepper]

From: Th ue L Project <[e-mail]>

To: "[e-mail]" <[e-mail]>

Sent:  , January 19, 2019, 6:25:52 PM GMT+2

Subject: L Project Weekly #6: The L is already prepped for storms, faster J M Z trains, Broadway Junction Station progress

 

 

Hello. Thanks to those of you who tuned in to the MTA board meeting on Tuesday. For a recap, start with this press release.   While we work through next steps, we're not slowing down on the work still in progress. Some of it is actually, quite literally, speeding up. Read more on that and why the L is already more fortified in case of a future storm. Have a great weekend. Vents with mechanical closure devices, which are activated ahead of a storm ICYMI: The L is already better prepared for future storms Superstorm Sandy happened in October 2012. So what's been going on in the last six years to make the L more resilient before the official tunnel rehabilitation gets going? We posed the question to Steven Loehr, our Subways Recovery & Resiliency Manager to get the answers. Here's our conversation: Q: So we were able to restore service on the L in 10 days after Superstorm Sandy. What else did you do below ground then to fortify it for the future? A: Actually, after L service was restored below ground, our team turned their focus to work above ground. It's kind of common sense, but the primary way to address tunnel flooding is to keep water out of the tunnel in the first place. Q: Okay, so maybe we should have done this as a special resiliency edition of Myth Busters. A. Ha, well, one myth would be that there's still a long way to go to make the L more resilient. We definitely have more work planned, but we've already completed the most important part, which is installing flood mitigation measures at street-level. We’ve addressed every opening along the L that's vulnerable to flooding in a Category 1 or 2 hurricane. This includes: Installing flood protection measures at 60 different potential water entry points (for example, vents, hatches, manholes and emergency exits) Reconstructing the above-grade fan plant on the Brooklyn-side to be watertight. And we’re actually doing this kind of flood-risk prevention across the entire subway system. For example, you might see giant flood doors at certain stations. This is all part of keeping the subway network protected in case of future coastal storms. Q. But there's more coming for the in-the-tunnel part of the resiliency equation, right? A. Yes! We are building in multiple layers of flood protection. A few examples of this include installing larger pumps with backup power, elevating as much equipment as possible, and using more water-resistant cabling and other components. Faster J/M/Z trains are here Have you been on a J, M or Z train lately? If it seems like it's been moving a little faster, you're right. We've been giving a fresh look at train speed limits as part of our "Save Safe Seconds" campaign. This includes key lines in the L corridor—yes, the J, M and Z. Here's what's changed: 15 MPH limit raised to 30 MPH between Essex Street and The Bowery 10 MPH limit raised to 20 MPH for express trains merging into local track between Hewes Street and Marcy Avenue Learn more Behind the scenes: Broadway Junction Station work set to finish in February Two stats for you. Broadway Junction Station in Brooklyn is: The third busiest station in all of Brooklyn, and, Takes the top spot in our whole system for being used more to transfer than to start a trip. With those numbers in mind, we’re making improvements to reduce crowding and make it easier for people to get to and from the platform, which means you can make those connections and catch the train faster. Here's what you'll see when the work is completed at the end of February 2019: Built two new stairs to each J-Z platform up the mezzanine, which will increase stair capacity by 50 percent per platform Reconstructed two existing stairs to widen them Expanded the J-Z mezzanine area Customer Question of the Week Q: Won't the new plan take up a lot of work time setting and breaking down the worksite each time they close and reopen the tunnel? - B. Bertaccini A: This is something we're looking at as we rework how we execute the L Project. The time between what you're calling set up and break down is something we call "wrench time"—or the time we have to get work done. We've actually increased our wrench time for projects in the past year by 20 to 30 percent per shift, and we're taking it into account as we do the revised design. Learn more and stay connected: Website: Get the latest on the L Project Contact us: Share your input Service change round-up: Review January service changes on the L Get your friends, family and neighbors up-to-speed: Share this link to subscribe to the newsletter