More 14th St. - Canarsie News

[daveklepper]

September 12, 2020
MTA Installs New Escalator for L Customers at Union Square
Escalator Will Enable Faster and Easier Transfers and Station
Departures From Station For Thousands Of Customers Leaving the L
Platform

Work Was Associated With Broader L Train Project That Rehabilitated
Tunnel Damaged During Sandy

See Photos and Video of the Escalator


MTA officials today announced the completion of work to install a
platform-to-mezzanine escalator on the L platform at Union Square.
Part of the broader L Project, the the addition of the new escalator
is expected to reduce crowding and improve circulation at the Union
Square Station once ridership levels return to pre-COVID levels.

“This new escalator is another achievement for the larger L project
team that, delivered that huge project early and below budget," said
MTA Chief Development Officer Janno Lieber.  "Even in the midst of the
COVID-19 pandemic we're using innovative strategies to deliver
customer improvements faster and at lower cost than ever before."

When ridership is at normal, pre-pandemic levels, the L platform at
Union Square is among the most congested in the system. Nearly 20,000
customers use the platform hourly during the morning peak hour. A
platform-to-mezzanine escalator helps expedite egress times, clearing
the platform of customers more quickly so that the next train can
enter the station safely and more quickly as well. Those upgrades,
along with improvements that were made to the transfer stairs between
the L platform and the N, Q and R lines, will ensure customers can
seamlessly transfer or exit from the station. Previous station designs
included the space and structural elements for the escalator, but it
took the L Project to actually get it built.

There are now 231 escalators in the subway system.

[daveklepper]

Hi there. We know you have a lot on your mind right now. Here's one thing we thought of so you don't have to—making the best use of space inside stations. We ask two of our station planning experts how they are thinking about stations in light of COVID-19 and why the work underway now at Bedford Av and 1 Av will help.  Plus, new trees are here, and elevator work, station expansions and more continue in the month ahead. Remember to wear a mask and check our schedules before you leave, if you must travel. And check out our new action plan for helping you travel safely when you return.

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Look closely. Can you see the countdown clock behind the stairs? This see-through stair was designed intentionally. It makes it easier for people to navigate around and behind stairs, safely.   Photo: Trent Reeves / MTA  / February 17, 2020

Making space: The designs behind Bedford Av and 1 Av Stations

The L Project continues, and much of the work now is at two stations: Bedford Av and 1 Av. We've highlighted what the improvements are (more stairs and new entrances, to name a few). But how did these plans come to be? And what's the logic behind it? We sat down with two of our station planning experts—David Haase, who led the original station plans for the L Project (and came out of retirement to talk with us!) and Christine Orthmeyer, who has been overseeing the implementation—to find out why it's less about station space and more about circulation and how they applied that thinking to Bedford Av and 1 Av. L Project Monthly: L Project aside, we're getting ready for more customers to come back and station space is one of those hot topics. What's your take on that? Christine Orthmeyer: It's actually more about how people move in the station environment—i.e. circulation—than just a pure measurement of space. Every inch isn't equal when we think about people dimensions. So we focus on how people access the station. How people move to get in and out and board and exit a train. And we look for the "peak passenger demand," which is the volume of passengers exiting a platform after train(s) arrive, combined with the counterflow of customers to judge how to make changes.  David Haase: That's right. And as planners, we're of course driven by data. But we also know people all have their unique personal preferences when they travel. Like many of us, I know exactly where to stand on the platform to get out of my home station as fast as possible once I get off the train. But that's not everyone's priority. Other folks want to get a seat. So they look for the empty spots on the platform and travel at less busy times. This is the kind of thing we just can't fully plan for, especially as things like the pandemic can shift these kinds of priorities for our customers. LPM: Were these factors considered by the original subway station planners? DH: Not sure about that specific item, but they did actually think ahead in many cases. For example, you'll see in the original station blueprints where there would be a double-wide flight of stairs that merged into a single-wide flight that had the real estate to be expanded if needed.  LPM: Was that the case at either 1 Av or Bedford Av? CO: At Bedford, you could see how they had to get creative. The entrances were planned for the east side of Bedford Avenue not because it matched with the need—there's a major sewer line that runs under the west side of the street. So after the waterfront rezoning in Williamsburg and Greenpoint, of course it would have made sense for us to add entrances on the west side, but it's just not practical.   DH: I actually used to live between Avenue C and D and 1 Av was my home station. It's definitely not a case where they thought ahead! When us planners look at station entrances, we talk about the "catchment" area, which is the distance between one entrance and another. We then collect data on the area like residential, commercial, etc. Even before the Lower East Side really started growing, it didn't make sense that there were five blocks to the east and just two between the First Ave and Third Ave entrances. It was a no brainer to add the entrances at Avenue A. LPM: I mean, it does seem pretty obvious. Did they put in place anything in the original construction to make the expansion easy, at least? DH: Um, no. A lot of times, you'll see a "knockout" wall to allow for easier expansion. That wasn't the case here... LPM: Well, despite working against the odds, it seems like the plan you put in place for both of these stations is pretty efficient. CO: Glad you brought that up. The Avenue A entrances at 1 Av are a great example of good planning, if we do say so ourselves! We were able to construct the entrances largely behind the platform wall, which is important because it means we could keep the station open. On top of that, we also designed the elevators to go straight from the street to the platform. It's not always possible at all stations, but we made it happen here. Good for customers and good for our budget. Win-win. LPM: Let's go back to the original topic here of how we're maximizing space for our customers. Did that influence either of the designs for these stations? CO: The Bedford Av platform is the perfect case study for this topic. Like I said before, every inch of space isn't equal. And there's a trade-off when you create space for platform circulation, because you're giving up "vertical circulation," i.e. ways to get out of or into the station. Before we started working, there were two stairs going down to the platform—and one was located towards the middle, facing the middle of the platform. Naturally, not that many people would go down the stair, go around the stair, and walk to the back of the platform, even though that was oftentimes the least crowded area! In other words, those inches on the platform weren't being well-used because of the poor design.  DH: Yeah, so we reevaluated the whole configuration, again focusing on improving circulation first and foremost. Our solution was to add a stair to the platform and actually make the existing two narrower. We still add more stair capacity overall, AND maximized platform space for people's movement.  CO: Oh, and we made it so people could more easily see around the stairs, too. Another design feature to help people spread out on a platform. LPM: Seems like super smart planning, and good design features to help customers use our stations safely once they start traveling with us again. Thanks for what you do.

Customer question of the week

Q: Was the free transfer between the Broadway G stop and Lorimer St for the J and the M part of the alternate service stuff? I heard it was over and assume that's why. A. One answer and one clarification: Yes it was part of the alternate service plan, which ended when we reopened both tunnels on nights and weekends back at the end of April.  We did extend the date of this free transfer to May 31 to help folks transition back to using the L, but that's when it ended.  And the clarification: The free transfer was between the Broadway G and both the Lorimer AND Hewes St stops on the J and M (since depending on which direction you're traveling, it might make more sense to go to one or the other).  More info has been up on the website since the tunnel was completed; you can find it here.

Glamour shot of the week: Something you can enjoy now

When we do construction, sometimes trees have to be removed because they overlap with utilities or areas where we have to work. We partner with NYC Parks to minimize tree removal—and to create a plan to replace them. So far, we've installed 12 new trees in Manhattan and seven in Brooklyn. Some of the types you'll see in Brooklyn and Manhattan (like in this photo) are Ginkgos, Sweetgum, Swamp White Oak, Japanese Zelkova, Hardy Rubber tree and New Horizon elm. The varieties are chosen by our arborists and NYC Parks based on what has the best chance to succeed in the NYC environment.   Photo:  MTA  / May 18, 2020

Construction look-ahead: June to July

Manhattan 1 Av Station: | First Ave North: To be opened with temporary finishes. All other entrances will remain open for the time being. In the future, we will alternate closing them down to do final finishes | New Ave A entrances: Tile and mosaic work on columns will be underway | Communications and security systems will continue to be installed | Two street-to-platform elevators at Ave A on the north and south sides of 14th St: Glass installation is scheduled for both platform and street-level, followed by testing Street restoration along 14th St: Lane striping and NYC DOT signage will be completed between First Ave and Ave B; new cobblestone will be installed in the median between Ave A and Ave B; part of the worksite will be consolidated in the median between Ave A and Ave B; traffic signal and street lights will be installed along 14th St Avenue B-area substation: Water and sewer taps will be installed, and the roadway there will be repaired Tree planting along 14th St: All completed New escalator at 14th St-Union Sq: Estimated completion is now scheduled for summer 2020 following contractor delays due to COVID-19 Brooklyn Bedford Av Station: | Bedford South original entrance: Tile installation and painting will continue and be completed; granite and totem installation will begin | Bedford South new entrance: Granite and totem installation will begin | Driggs North (two stairs): Granite and totem installation will begin | Platform stairs: Driggs staircase railing will begin installation | Mezzanine extension: Continued progress with tile installation and mosaic work | Elevators from street-to-mezzanine and mezzanine-to-platform: Canopy and glass work will begin installation and continue, along with elevator mechanical work Street restoration near Bedford Av Station: Southeast corner of Bedford curb and sidewalk, southeast corner of Driggs curb and sidewalk, and northeast corner of Driggs curb and sidewalk is completed. Northwest corner of Driggs curb and sidewalk will be underway and completed this month and the southwest corner of Driggs is in progress Tree planting near Bedford Av Station: All completed

[daveklepper]

Hello there. We are overwhelmed. Since last week's announcement that we completed the L Project tunnel work early, so many of you wrote us saying thank you. Now it's our turn. From our thousands of MTA employees who worked on this project, to the thousands of you who made this possible, THANK YOU. We can't say it enough. And words don't do it justice. So we made you a video. We hope it will be a little bright spot in your day. Plus, there is a lot of continuing L Project stations, capacity and accessibility work as we mentioned last week. To those who asked, YES we're going to keep this newsletter going as long as the L Project is still going. But we are going to switch to a monthly schedule, starting next week. More below. Stay safe. Got this from a friend?  Catch up on past newsletters

[daveklepper]

Hi. Big news. Governor Andrew M. Cuomo announced that the L Project's tunnel rehabilitation phase will be completed today, months ahead of schedule and under budget. Get all the details about it, and the continuing station and accessibility work, here.  We can't say it enough—thank you. This was hard. But we're New Yorkers. We started the L Project because of a crisis with Superstorm Sandy. Now we're finishing the toughest part of it during another one. And we did it by working together. Now let's get you where you need to go, if you're an essential worker. Read on to re-learn how service will work once L service resumes its normal schedule (with adjustments for MTA Essential Service), starting tomorrow (Monday) night. Not an essential worker but know one who has been impacted by the L Project? Please help us get the word out about service info and forward this along.

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A behind-the-scenes look at one of the finished tubes. Now that the tunnel rehabilitation phase of the project is complete, L service schedules (with modifications under MTA Essential Service) go back to the way they were before starting Monday (tomorrow) night. Photo: Trent Reeves / MTA / March 8, 2020

Trip tips: How to travel now that the L Project tunnel rehab phase is done as of tonight

Tonight is our final working shift on the L Project tunnel rehabilitation phase. That also means it's the final night for the L Project alternate service plan. If you've been using these L Project service alternatives (hi, M train converts), and you're still traveling with us now, let's get you prepared with how service will work. This goes into effect starting tomorrow evening, Monday, April 27, 2020. But first: remember that we're running MTA Essential Service. This means that "normal" subway and bus service frequencies won't be the same as you're used to, so use our website for the latest info.

L service Frequency: We'll be running as much service as we can with our limited crews. As of today, this is more than the every-20-minute intervals on nights and weekends. Route: Trains will resume running on both tracks. This means if you're at: | A station with a platform in the middle (like Bedford Av): Trains will arrive on both tracks, going in the direction as indicated on our signs | A station with different entrances depending on the direction you're heading (like 1 Av or 3 Av): Trains will arrive on both tracks, so head to the entrance that aligns with the direction you're going (i.e. if you're at 1 Av and want to head toward 8 Av, go to the entrance for 8 Av-bound service) M service Frequency: M trains were running as frequently as every 10 minutes on weekends before the L Project. Right now, we're running as much service as we can with our available resources, so check our website for the latest service information. Route:  | The M no longer serves the Second Avenue Line. The Q continues to provide service to/from 96 St-2 Av. | M service along the 6 Av Line ends earlier on weekday evenings. The last M train to Brooklyn along 6 Av departs 34 St-Herald Sq at approximately 9 PM; the last M train to Forest Hills-71 Av departs Delancey-Essex Sts at approximately 9 PM | Between approximately 9 PM and approximately 11 PM on weekdays, and between 6:30 AM (Saturdays) or 8:30 AM (Sundays) and 11 PM on weekends, M service operates between Metropolitan Av and Delancey-Essex Sts. The F continues to provide 6 Av local service. | After 11 PM, service operates only as a shuttle between Metropolitan Av and Myrtle Av-Broadway. G service Frequency: G trains were running as frequently as every 10 minutes on weekends before the L Project. Right now, same as the M train—we're running as much service as we can with our available resources, so check our website for the latest service information. Route: No change for the L Project tunnel rehabilitation phase, so nothing to change back. 7 service Frequency: We were running extra weeknight trips on the 7 during the L Project. Since we implemented MTA Essential Service, those had ended, and going forward, we'll continue running as much service as we can with our available resources. Again, check the website for the latest info. Route: No change for the L Project tunnel rehabilitation phase, so nothing to change back. M14 SBS Frequency: We were running extra M14A service to connect to Delancey-Essex Sts Station, and going forward, that will end permanently. Since we implemented MTA Essential Service, those extra buses had paused, and going forward, we'll continue running as much service as we can with our available resources.  Route: We implemented SBS on the M14 during the L Project, and that will remain in effect. Free transfers | Between Livonia St on the L and Junius St on the 3: We officially made this a permanent free transfer back in February. | Connecting from Broadway on the G to either Hewes St or Lorimer St on the J and M: We're giving some flexibility as you get used to using the L again. As of now, this free transfer is planned to remain through May 31, 2020.

See this service info on our website→

Reminder: Take our 2-minute survey

Thanks to the many of you who took our survey last week. ICYMI: We want to hear your take on what information and communication worked for you, so we can do better going forward. The survey will take approximately 2 minutes. The deadline to submit is Thursday, April 30, at 11:59 p.m. Check it out!

Tell us what you think→

Transit trivia: Sensors, fibers and rodent protection are all part of the fiber optic monitoring system

As you know, having a truly resilient L tunnel means both installing new infrastructure AND ways to proactively monitor it. We've talked about how this monitoring system—specifically,  "fiber optic monitoring system"—works. Here are more facts about what goes into it (yes, including rodent prevention): 1. The fiber optic monitoring system is made up of cables and sensors, and covers the entire length of the under-river L tunnel, defined as the distance between the fan plants in Manhattan and Brooklyn. The system is attached to both sides of the walls in each tube. 2. The cables have 6 strains of fibers inside, including ones that sense temperature and ones that sense strain, or movement. The cables are further protected when they're attached to the wall: a layer of waterproofing and a layer of rodent protection cover the cables. 3. The sensors are a type called "distributed fiber optic sensors." This means they are uniquely able to continuously monitor and report on any strain or temperature changes.

Customer question of the week

In last week’s issue, we introduced you to our new “fourth rail” in the L tunnel. We mentioned that this fourth rail is a first for us at New York City Transit.  But is it a first for transit systems around the globe? A few transit aficionados asked: Q: I thought the fourth rail was used in other parts of the world. Is it? A: Very astute, and yes. There is, in fact, one large-scale, long-time user of the fourth rail for negative returns in the rail transit industry—the London Underground. All Underground lines make use of the fourth rail. (h/t to our rail planning expert Glenn Lunden for the fact check and info.)

Glamour shot of the week: There is nothing more glamourous than courage and dedication

Two parts of our essential workforce in NYC coming together to keep our system moving. Here, medically-trained personnel check temperatures of our transit employees at the Grand Av Depot in Queens. This is one of 22 locations where temperature checks for staff are happening.   Photo: Andrew Cashin /

[daveklepper]

Hi there. While we miss seeing your faces, it's been nice continuing to connect virtually. Your kind, thoughtful, sometimes hilarious, and always creative tweets have kept us going. Thanks for staying in touch. Now, here's one more way you can connect with us—we want your opinion on how we communicated with you before and during the L Project. Your feedback will help us do better for future big projects. More below.  Plus, a few things to look forward to when you're back with us. A rundown of our remaining checklist for the tunnel rehabilitation part of the L Project (our work expanding stations and adding accessibility is still ongoing). And another round of L Project trivia—scroll to learn what kind of rail the L now has that no other part of our subway system does.  Be well, stay home if you can, and remember to wear your mask or face covering if you must go out.

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A preview of the (almost) finished product. Here you can see the new discharge pipe, cable racking system and cables, wireless and energy-efficient lighting system, FRP, fiber optic monitoring system (all left), and more cables, FRP and fiber optic monitoring system (all right). And of course in the middle, new continuous welded rail.  Photo: Trent Reeves / MTA / March 8, 2020

Progress report: What's left to do in the tunnel?

We're still on track to complete the part of the L Project that's in the tunnel—the work that requires us to run L service on just one track on nights and weekends between Manhattan and Brooklyn, limiting service. We checked in with our project team to see what big items we have left. Here's their list, and our translation of what it means:

In the Brooklyn-bound tube (Q1): 1. Close the temporary third rail gap. Translation: Completing the temporary power set up we have while we're working toward the permanent state.  2. Pump room: Small pump testing and commissioning. Translation: We are doubling our capacity to pump water out of the tunnel with our new pumping system, and this includes installing two new small pumps. Each one can drain 275 gallons per minute. We're in the final stages of testing them now, and handing them over to MTA NYCT for operation. 3. Radio antenna testing and commissioning. Translation: This antenna is the backbone of our emergency communications systems. We have an existing one in place now, and will remove it once we confirm that the new one is up and working with the right signal level. 4. Final 6” no clearance sign installation. Translation: These are the red and white striped signs that mean there isn't enough room between the wall and the train for a worker to be there safely. We have temporary no clearance signs up now while we wait for the manufacturer to send us the permanent ones (this manufacturer shut down operations for a time due to COVID-19).   In the Manhattan-bound tube (Q2): 1. Radio antenna testing and commissioning. Translation: See Q1. 2. Remove temporary feeder for pumps from Ave D to pump room. Translation: We use temporary power sources to mimic the level of power we need for the pumps to work effectively. We're ready to remove these temporary power cables now that the test was completed. 3. Seal remaining minor crack locations as identified on the observation log. Translation: We do regular inspections for minor cracks in our system, and we're making sure we take this opportunity to do the same in the L tunnel. We're looking for and sealing any small cracks that could be a source of water leakage.

Get our full construction plan→

Take 2 minutes, help improve our communications

You've been listening to us through this whole project, and now during this tough time (thank you for staying home to those who can).  So let's hear from you. Specifically, we want to know what you think about our communications with you before and during the L Project so far. Did you like this newsletter? Were the open houses more your style? What about the pink? Your input will help us better communicate with you in future big projects. Thank you!

Tell us what you think→

Transit trivia: Meet "the fourth rail"

Yes, you read that right. The fourth rail. We now have one in the L tunnel. Let's back up and review how we got here: Subways run on two rails. The energized third rail supplies power to the train.  When Superstorm Sandy happened and we made our plan for repairs, we originally were going to completely replace the existing third rail with a new low resistance composite rail, AND replace the negative return cables. Expensive? Time-consuming? Yes and yes.  So we reevaluated our plan, and found a solution that had never been tried before. Reuse the existing third rail to supplement the negative return power system. Or in other words, create a fourth rail. Here are some additional facts about this fourth rail innovation and how it works: 1. Each tube in the L tunnel has a third-rail, weighing 150 lbs each. It was replaced with 84C (C = current) low-resistance contact rail, which is more efficient in how it manages power.  2. The new fourth rail, made up of the old third rail, is installed in between the running rails using new resilient track fasteners. These fasteners help to isolate the power current, reducing the potential that power current strays away from the rails. (Since the fourth rail is below the train, you can't see it in person, so check out the photo here for the next best thing.) 3. So what about the old negative side feeder cables that complete this power loop that were in the concrete before? That's exactly what we replaced here by using the old third rail and installing it between the tracks. No more need to bury cables in concrete.

Glamour shot of the week: We've come a long way

The "before" shot. Water where it wasn't supposed to be. Cables stuck in concrete. Inefficient lighting. See our top photo this week for the "after."   Photo: Trent Reeves  / MTA / May 4, 2019

Construction look-ahead: Week of 4/18/2020

Pump testing and continued progress at Bedford Av and 1 Av Stations: Review and work on the final checklist items between Bedford Av and 1 Av Stations Work on checklist items for the electrical system Do final cleaning in the pump room pit Install conduit for the negative equalizer Install new antenna cable and test it Continue progress at 1 Av Station: Relocate lighting fixtures at the Ave A staircases, install conduit for security system, and install conduit wire and lighting fixtures at Ave A South Continue work at Bedford Av Station: Install new fire alarm devices and PA speaker system, install new stair guardrail at the Driggs Ave end of the platform for the one platform-to-mezzanine stair Install sealant at Avenue B-area substation Continue testing the pumps at the pump room

See our full construction plan→

Stay connected L Project website Subscribe to the newsletter Newsletter archive Sign up for text alerts Tweet @NYCTSubway with #LProject Send us a question for the newsletter

[daveklepper]

Hello. Recently, it feels like talking about the L Project isn't the most important thing, given everything going on. But then we remembered what this project is all about—resiliency. And resiliency—the ability to flex under pressure and bounce back afterward—is more important than ever in times of crises. So what can the L Project teach us about resiliency? We share a short-list of our favorite stories to inspire you. Plus, staying on the resilience theme, we talk cables and cable racks in another edition of L Project transit trivia.  Stay safe and stay home if you can.

Got this from a friend?  Catch up on past newsletters Subscribe to L Project updates

Creating resiliency takes fresh perspectives. For the L Project, that meant rethinking cable management, among other things. Photo: Trent Reeves / MTA / November 18, 2019

What the L Project can teach us about resiliency

Resiliency and the L Project. What do you think of first? Preventing another Superstorm Sandy-type of impact?  Us, too. That's why we're here in the first place. But in thinking more about what it means to be resilient in the face of a crisis like the one we're in now, we came across many other L Project examples that tell a bigger story. Individuals across a big organization working to collaborate as a new kind of team. Women overcoming the challenge of working in a male-dominated industry. A new approach to managing cables so they can be upgraded more easily. Here are five qualities of resiliency and some reading recommendations to keep you going during this tough time: SYSTEMS-THINKING Flood prevention takes following the water...all the way to the fan plants. Resiliency means thinking not just about the one thing you're trying to protect, but rather about the whole system. It's why as many of us as possible are staying home now to #StoptheSpread. It's also why our L Project flood-prevention plan extended to...fan plants? DECENTRALIZATION The Slack channel that saved the L Project. People on station platforms. In the Rail Control Center. At MTA HQ. All of these teams needed to work as one unit to make the L Project go smoothly. Their story about using a new communications tool is a case study in turning a decentralized team into an advantage during a crisis. REDUNDANCY Trains need power. Power needs a back up plan. Substations step in. Planning for the worst is a balance. We're all living it now. How do we expend our limited resources in a way that makes sense for keeping things moving now AND in case something goes wrong in the future? For the L Project, we chose to invest in a long-term safety net: more substations. Yes, they mean we can run more trains on the L line. But they are also our key to redundancy in a complicated power system. DIVERSITY Women are working in construction. Their fresh perspectives changed the L Project. Managing crises takes thinking of everything. And diversity in experiences and knowledge makes that possible. Our women working on the L Project share their stories on how they brought this diversity. FLEXIBILITY Technology changes. Cable racking systems make it easier to upgrade. Resiliency means not being locked into one thing. That's what inspired us as we looked to mount our cables into cable racking systems instead of permanently encasing them in concrete. Read below!

Get more stories→

Transit trivia: Cables and cable racks edition

We got a lot of positive feedback on last week's FRP fresh facts. Keeping with the resiliency theme and doing a deeper dive into some elements as we approach the tunnel completion, here are three new tidbits about our cable racking system: 1. The new cable racking system is stainless steel and is 20 inches high. We customized it with what are called "open-pocket" style arms—having them means we can quickly take cables off of the racks for maintenance, or upgrade them with new technology in the future. Now that's resilient. 2. The cable racking system is made up of several 12 ft-long sections. Each piece is bonded together using a special material designed to reduce what's called "stray current." This protective measure is important because stray current can cause corrosion. 3. To be compliant with fire protection codes, we used fire-resistive metal clad cables. Each cable has a cover on it called a "low-smoke zero-halogen jacket." Additionally, where the cables are spliced and connected, the material used to connect them is designed to withstand total water submersion.

Glamour shot of the week: Lighting the way to resiliency

Still looking for more uplifting examples of resiliency? One more then: our greener, easier to maintain lighting system. It automatically tells us if one of the lights is out, which means less time wasted by our crews on unnecessary inspections, and less time disrupting trains to do it.   Photo: Trent Reeves  / MTA / September 9, 2019

Construction look-ahead: Week of 4/11/2020

Finishing touches on the drainage system, more work on the Bedford Av station expansion and lots of testing: Review and work on the final checklist items between Bedford Av and 1 Av Stations Work on checklist items for the electrical system Pour concrete for the remaining new drains near Bedford Av Remove the temporary tunnel lighting and power system in the current tube Advance the mezzanine expansion at Bedford Av: Install conduit and wire, new firm alarm cables and smoke detectors and cellular fiber cable Continue testing the new pumps in the pump room Continue installing the new cellular equipment from Bedford Av to 1 Av Stations

See our full construction plan→

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Learn more→

[daveklepper]

Hi there. We've been pretty reflective lately. Example: Last year at this time, our teams were working around the clock to get this L Project thing off the ground, and some of you were worried it couldn't be done. Not sure about you, but we'd prefer that challenge over this any day. But just like the start of the L Project, we'll get through this by working together. Thank you again to the many of you who've stayed off the subways and buses. And thank you to our essential workers for whom we're operating.  In the meantime, we're here to give you what you need. Updates to the L Project service alternatives if you still need to ride with us. Or for those at home, some new tidbits we uncovered about the fiber-reinforced polymer panels to satisfy your transit trivia needs. Hang in there. See you soon, and do these things in the meantime.

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We're running the MTA Essential Service Plan. That includes changes to frequencies for your L Project service options.  Photo: Trent Reeves  / MTA / March 18, 2019

Plan ahead: L Project service changes in effect with MTA Essential Service

Able to stay home? Great. Need to ride the subway? We're here for you, too.  We implemented our MTA Essential Service Plan last week, and continue to make changes as the situation warrants. This includes changes to the L Project-related service, so we wanted to highlight the details here for you. Here's what you need to know if your travel is essential: Right now, the routes are still the same. So the M is still going up to 96 St-2 Av on nights (until 1:30 a.m.) and weekends. You'll see trains and buses running less frequently, as is the case with other changes in the MTA Essential Service Plan. Details:   Extra L service in Brooklyn on nights and weekends is suspended. This means that L trains will continue to run through Manhattan and Brooklyn while we're working, but there are not the extra trains between Lorimer St and Canarsie Rockaway Pkwy as had been there before. Extra trips on the G and 7 lines as well as the M14 SBS are suspended. M trains are still running the special route up to 2 Av-96 St on nights and weekends, but with less frequency.

Get full service details here→

Transit trivia: FRP edition

Want to impress dad on your next video chat? Need fresh material for your transit trivia Houseparty?  For those of you who’ve been reading this newsletter from the beginning, you know we've covered a lot of wonky ground already. So we turned to the people who love the technical details more than anyone we know—our engineers and designers.  Here are three fresh facts about the structural fiber-reinforced polymer (FRP) we're using in the tunnel to create the new walls between the tube and the tracks: 1. The new FRP structures can support a load of 150 pounds per square foot—about the same strength as a half-inch thick steel plate. This level of strength means that if the entire concrete mass behind it were to collapse vertically and horizontally at the exact same time, the FRP would withstand it. 2. There are five different styles of FRP structures used in both tubes. For example, the structures that are used near a manhole are different than the ones used to go behind the new discharge pipes. 3. The structures are made of a combination of phenolic resin and glass fiber material. In addition to creating its strength, these materials are also what makes it fire resistant and meet National Fire Protection Agency code requirements for non-combustible materials.

Glamour shot of the week: Looking down to look ahead

It may not look like much. But this dizzying view shows a completed elevator infrastructure. Putting in place the machinery and finishing touches is the easy part. This is one of the two elevators at 1 Av Station—more to look forward to when you return.   Photo: Trent Reeves  / MTA / February17, 2020

Construction look-ahead: Week of 4/4/2020

More of our time is focused on checking and double-checking our new systems. This is what we're up to in the week ahead: Review and act on the final checklist through the tunnel between Bedford Av to 1 Av Stations Work on checklist items for the racking system and antenna Continue installing station markers between Bedford Av and 1 Av Install structural FRP at Avenue D and N 7 fan plants Continue working on conduit and cabling for: communications systems, lighting, exhaust fan in the tunnel lighting room, firm alarm at 1 Av Install new cellular system equipment between Bedford Av and 1 Av

See our full construction plan→

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[daveklepper]

Hello. As we mentioned last week, providing reliable subway service for our essential workers is our top priority right now. That includes the L Project, and that's why we're really pushing to finish the tunnel part of the job—the reason we are running L trains on a single-track—now more than ever. We sat down (virtually!) with Project CEO Shawn Kildare to hear how we were able to gain ground last weekend with full access to both tubes in the tunnel. Plus, an update on our environmental monitoring protocols and a look-ahead on the work that's coming up. Thank you for staying home if you can this weekend.

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The L tunnel. Even more important to getting right and getting done now—so we can deliver the most reliable service for essential workers under the COVID-19 guidance. Photo: Trent Reeves  / MTA / March 14, 2020

Why finishing the tunnel is a big deal—especially now

We know you're all staying home and off trains and buses if you can. Thank you. And we made some changes of our own this week. Our focus is on delivering reliable service for those essential workers among you, while balancing major reductions in ridership and the safety of our transit workers. So we implemented our NY Essential Service Plan this week. The plan is all about reliable service—it keeps the peak AM and PM service to get first responders and other essential personnel where they need to go. We're also thinking about service reliability when it comes to our construction projects. So one thing that hasn't changed, but has become even more top of mind for us, is completing the tunnel part of the L Project. We need as much flexibility in our subway system as possible right now, from crew availability to tracks to run service on. Finishing the tunnel work will give us more flexibility. We talk with Shawn Kildare, Project CEO, about how he's managing the job with this in mind and what progress we made last weekend. L Project Weekly: Shawn, so last weekend was a huge opportunity to get work done in the tunnel. How'd it go? Shawn Kildare: That's right. We had access to both tubes in the tunnel. This is so key at this stage of the project. There are many systems we're replacing that have pieces in both tubes, but for them to work, they have to be connected.  LPW: Like the power?  SK: Yes, cutting over the traction power was a major item on our list this weekend. We got that done. This also allowed us to remove the temporary power systems we had in place. Things like the temporary positive jumpers and hand switch could be removed now that we have the permanent equipment in place and connected. LPW: Got it. Any other connections like this happen? SK: Another big one in the power category. To power the trains, we have to power the facilities that make that happen! We have a whole new circuit breaker house, in addition to the existing one. And of course, there's the new substation near 1 Av Station. We used this past weekend to cutover the traction power to all three of these facilities.  LPW: Quick note to readers: We covered these kinds of systems we had to "cutover" in L Project Weekly issue #61—check it out here.  Okay, so what else got done this weekend?   SK: One thing before I dive in. This project is totally unique because of the inventive way we're running service, quite literally, around the construction work. Yeah, it's definitely better than running no service between Manhattan and Brooklyn like the original approach. But it's still a service disruption. The coronavirus situation makes it even more important that we preserve as much flexibility in our system as possible, and that means the fewer disruptions the better, both for the essential workers who need us and our transit workers making it all possible.  LPW: It's definitely a balance of working and keeping service going. SK: Correct, but it's more than that. The goal here is all about building in flexibility to maximize reliability. That's how I'm looking at this job. And while the whole job is critical, this makes the tunnel work in particular even more important to get done. We did a whole bunch of work this past weekend, in the tunnel, at the substations and at stations, and I was especially mindful of the tunnel work.  LPW: Right so we covered the system cutover work. What else got done in the two tubes? SK: If you can believe it, more cables. We pulled and activated what are called "500kcmil cross-track negative equalizers." These were installed in prep for the traction power cutover. We also completed pulling the new cellular service 12-strand ribbon fiber cable and strapping it onto the messenger cable. Then there was the conduit. We continued installing 3/4 conduit to power the cellular service. LPW: I know you've said you're doing a ton of testing in the tunnel at this stage, too, in parallel with installing the new stuff. What did that look like this weekend? SK: We've been inspecting as we go, but the discharge system requires a phased approach to test. This includes the pump room, of which we've basically done a complete overhaul. All the pumps are installed, and we've been testing these as the pieces get installed. Now we've started doing the actual pressure and power testing, making sure it can all run even under the most extreme conditions. This has to happen in phases before we can fully commission it into operation. So far, we've checked the insulation for leaks and the general operation of the discharge pipe. We've also gone through our whole checklist in the pump room and put the finishing touches on it, like closing up the exterior wall on the side of the Brooklyn-bound track.  LPW: Great progress, then? SK: Yes, and there was a ton of work at Bedford Av and 1 Av, too. There's a lot for customers to look forward to when they return. LPW: Always the optimist. Thanks, Shawn, to you and the whole team for pushing the job forward, all with an eye toward reliable service during these tough times.

Coronavirus: Our latest

We're running the NY Essential Service Plan in response to COVID-19. Real-time data in apps may not be fully accurate, so use our website for the most up-to-date information. Click the button below for the full details on our protocols and service, or the map image to the left for the current map.

See service information and more→

FYI on environmental monitoring: Continuing, just differently

Remember how we've been monitoring for both dust and silica since the project started, and posting the reports every week here for you? Well, at this point in the project, all of our demolition activities are completed. This was the work that could have potentially produced silica. Great news, for sure. (Note: if you haven't had time to go through all of our reports, the summary is that there have been no exceedances of the public health standards at any point in the project.) We're going to keep monitoring and testing for any dust, using the fixed monitors throughout the job site, and reporting the data online weekly. This also means that we'll still get automatic alerts if the levels reach a certain point so we can take real-time action. Going forward, we're going to pause our silica monitoring. Making this change also aligns with our construction policies under COVID-19. The silica testing requires staff to go on-site several times during construction shifts, and as we mentioned last week, we're limiting staff on the job site to only essential personnel. If anything changes about our work and we have to do some kind of demolition activity, we can and will reinstate the silica testing. In the meantime, you can continue to get those weekly environmental monitoring reports from us. Click the button below.

Get all our environmental monitoring reports→

Glamour shot of the week: The end of the tunnel

Near one of our fan plants at the end of the tunnel, a crew member inspects the installed systems. All new or replaced items in the tunnel go through their own testing process before being commissioned into action.   Photo: Trent Reeves  / MTA / March 14, 2020

Construction look-ahead: Week of 3/28/2020

More testing, removing the temporary systems and progress at the two stations. Here's what we're working on: Review and act on the final checklist through the tunnel between Bedford Av to 1 Av Stations Install new station markers at Bedford Av and 1 Av Remove the temporary lighting and Wi-Fi systems Remove the old Con Edison feeder cables at 1 Av Install new fiber, conduit and wire at 1 Av Install and test the emergency lights and horn system at Bedford Av Troubleshoot the 15 horsepower pumps in the pump room and pressure test the discharge line between both fan plants Remove the third rail gap jumpers Splice the new cellular service cable in 17 places Conduct the 3D tunnel scan survey

See our full construction plan→

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[daveklepper]

Hi there. How are you doing? While we miss seeing you on the trains and buses, THANK YOU to those who've been heeding our COVID-19 guidance and staying home if you can. It's your actions that make for a healthier system for our real heroes—healthcare workers, first responders, transit workers and more. And for those of you who do HAVE to travel this weekend, remember there's no L between 8 Av in Manhattan and Broadway Junction in Brooklyn. Use these alternatives. So how are we doing? Across our whole system, we are focused on ensuring we can deliver reliable service for those who need it (see above) in light of COVID-19. Finishing the L Project will help us do that. And as we make progress, we're doing a few things differently to keep our construction and engineering teams as safe as possible. Read on for more details.  Stay home, and stay safe this weekend. Got this from a friend?  Catch up on past newsletters Subscribe to L Project updates Keeping our distance. Working with our contractors, we've implemented additional safety measures to protect the health of our construction project teams because of COVID-19. Photo: Trent Reeves  / MTA / March 14, 2020 Proceed with (even more) caution: Our new coronavirus construction protocols As you've learned from the L Project, our construction jobs require a diverse team of project managers, field inspectors, engineers, electricians, site managers, designers and more. This means that we have teams both in the field and in offices. We've taken proactive measures to protect these workers in light of coronavirus, specifically named "COVID-19." As part of the MTA's efforts, we're closely monitoring the situation and are making changes as things shift. Here is an inside look at how we're managing the L Project differently right now: Changes for all projects Any non-essential team members are working remotely Regular communications are sent from MTA Construction & Development team to all contractors with specific construction industry-related information from the Centers for Disease Control and Protection (CDC), New York State and New York City Departments of Health on protections from coronavirus and reminders about OSHA compliance Dedicated MTA hotline was created and is available for contractors, staffed 24/7 Smaller work teams were created Project teams now submit daily safety report focused on coronavirus safety compliance Changes within field offices On-call cleaning services were set up in addition to regular office cleaning Physical distancing was put in place between desks for remaining essential staff Team meetings have been shifted to conference calls Changes to worksites Daily safety inspections now take place for coronavirus protocol compliance Shift start times are staggered to limit and maintain worker distancing New personal protective equipment (PPE) has been issued, including gloves and eyewear Sanitizers are stocked on each worksite New portable wash stations were added with soap and disposable towels Additional trash removal and cleaning of portable restrooms has been scheduled Coronavirus is a daily discussion item for all "toolbox talks" (team meetings at the beginning or end of shifts) Coronavirus: Our latest We're updating our dedicated coronavirus and COVID-19 webpage daily with updates on service status, planned construction changes, our customer service facilities and more. Click the button below to get the latest. Read our coronavirus latest here→ L Project service calendar The no-L-service-weekend is here. If you have to travel this weekend—thank you grocery store workers, home healthcare aides, police officers, doctors and more—remember that there is no L service between 8 Av and Broadway Junction. Plan your trip with these alternative subway and bus options. More technical details are in the construction rundown below, but here's the big picture of what we're doing: Connect negative and positive feeder cables from the new Avenue B substation to the circuit breaker house to both Q1 and Q2 tracks Connect power cables from the new Maspeth Avenue and Harrison Place substations in Brooklyn to the tracks, following the prior successful energization of low tension electric service Restore the contact rail section gap at Bedford Av on both Q1 and Q2 tracks Install negative equalizers between Q1 and Q2 tracks Cutover the radio antenna cables to the new system on both Q1 and Q2 tracks Complete the new emergency alarm and telephone system cutover from the old system for both Q1 and Q2 tracks Complete final inspections for Bushwick Av-Aberdeen St, Halsey St, Morgan Av and DeKalb Av Stations for accessibility and station platform renewal project Made it all the way through this list? Feeling hopeful that we're getting to that light-at-the-end-of-the-tunnel moment? Us, too.  Find your alternate service options here→ Glamour shot of the week: Zooming out We haven't had a shameless tunnel shot in awhile. Rails, walls, fiber-optic monitoring, racks and cables, all done or in final testing.   Photo: Trent Reeves  / MTA / March 14, 2020 Construction look-ahead: Week of 3/21/2020 Big weekend for L Project progress as noted above. Here are some details on what we'll be doing: Review and act on the final checklist through the tunnel and 1 Av, and at the two fan plants Continue progress at Bedford Av: install new turnstiles, relocate MetroCard machines, repair steel columns, repair mosaic, make fixes on the platform and powerwash it, pour concrete for one of the new stairs Chop and pour for a new discharge pipe connection near Avenue A north side Install pump room door lock Pull negative cable at N 7th St and Avenue D Terminate the old cross-track negative equalizer and the old positive return cables Remove the temporary power gap jumper and communications cables Install final devices, plates and covers at the pump room Continue working on the negative equalizer and prepare to connect both tubes: chop for the negative cables and the equalizer crossover Pour new concrete in chopped areas Install new flood doors and planks Install conduit for fiber, fare machines at Bedford Av and fire alarms at 1 Av Cutover for the new radio antenna Cutover for the traction power See our full construction plan→ Stay connected L Project website Subscribe to the newsletter Newsletter archive Sign up for text alerts Tweet @NYCTSubway with #LProject Send us a question for the newsletter Learn more→ Share Tweet Email Copyright © 2020 Metropolitan Transportation Authority New York City Transit, All rights reserved. You are receiving this because you opted in via our website, survey or a public meeting. Want to change how you receive these emails? You can update your preferences or unsubscribe from this list.

[daveklepper]

Hello. We know there's big stuff going on in the world. You probably have concerns about aspects of public transit that are not the L Project. But we're not losing sight of the details as we look ahead to finishing the tunnel work as soon as possible—next weekend is a big one for us as we'll have full access to the L line between 8 Av and Broadway Junction (plan ahead with alternative service now!). We talk with our Chief Maintenance Officer and head of the Maintenance of Way team, Joe Joyce. Also, we recap our latest on the coronavirus—both what we're doing and how you can help us create a safer system for all New Yorkers. Take care of yourself and your friends and neighbors.

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A construction crew member walks along the new wall structure in the L tunnel, made of fiber-reinforced polymer. The structure replaces the existing wall in certain damaged sections without needing to remove the old one. Photo: Trent Reeves  / MTA / February 17, 2020

Maintenance gets an upgrade

When we put anything new into our transit system, we think about two things: how we're going to build it AND how we're going to maintain it. So as we made a plan for the L tunnel work using tactics like the fiber-reinforced polymer (FRP) structures, that plan was both for constructing it and maintaining it. Spoiler: even the maintenance plan is high-tech.  Joe Joyce, our Chief Maintenance Officer and head of the Maintenance of Way (MOW) team, gives us the scoop on how his team will pick up once the construction crews go tools down. L Project Weekly: Forgive us, Joe, but maintenance isn't exactly a hot topic. But it sounds like maybe this L Project might be the exception? Joe Joyce: Well, of course, I disagree with that premise! When you talk about any kind of asset that makes our system run, it's just as important to have the right part as it is to have a plan to maintain it. That's what my team does. We are responsible for making sure our transit assets in the right of way of the trains—from rail to railings—are properly maintained and repaired. We also take the lead on emergency response. LPW: Ah, hence the name "Maintenance of Way." We thought it sounded a bit poetic, but now it makes sense. JJ: Yes, and the "of Way" part continues to change as we upgrade our transit system. And that's a good thing. We've long worked with steel and concrete. But now we're introducing new materials like the FRP, which are already making big advancements in our system, and we're making maintenance plans for them, too. LPW: So our understanding of "asset maintenance plan" stops with the one time we registered a vacuum cleaner for an online warranty. Educate us! JJ: Creating a plan starts even before the materials are finalized and installed. On the L Project, the first step was partnering with the MTA team leading the construction during the design and engineering phase. They brought us into the meetings with the engineers and vendors, and so we got to see the proposals and weigh in with our experience of the train operating environment.  LPW: What recommendations have you made so far? JJ: One example comes to mind. We're the team that triages and responds to emergencies, so we think about how crews need to use these new FRP walls in those situations. We recommended making the material a bright yellow to prevent tripping, since it's not a continuous surface. We also added tread on the top to the design, instead of a smooth surface, for similar reasons. LPW: Safety first. What other questions went into creating your maintenance plan for the FRP walls? JJ: We first asked for the official product spec sheet from the manufacturer. We have an engineering arm of our team, so they became experts on the material. Then we met and talked through a bunch of questions: what would a potential issue look like, visually? What would an "emergency situation" be? For example, if there was an issue, would the material be more likely to crack or to bulge? These are things we know for concrete and steel, but we ask when we encounter any new material so we can make the proper plan ahead of time for multiple scenarios. LPW: So you have a visual inspection plan, but what about the day-to-day? JJ: This is where it gets much more interesting. When we talk about "resilience" for this project, it's not just about protecting train service against any future issues. It's also about the train system, and that includes the undamaged walls and the new FRP structures. The construction team is installing what's called a fiber-optic monitoring system along the length of the wall. It has the ability to detect and alert us automatically if there is any kind of issue, like even the slightest movement of the wall. We're creating a system of different alert levels to indicate how severe an issue would be, and pairing that with protocols for each, so our team can get that and instantly know how to respond.  LPW: Where exactly is this response team and how would the alert come in? JJ: We have about 35 people from MOW staffed at the Rail Control Center around the clock. These are the real heroes. They deal with all kinds of emergencies. Getting the alert and then dispatching the right team immediately to manage it so we can get service back up ASAP. Like this past week, we had an N train pull into the 28 St Station. Just two cars got in before there was smoke. So we sent out our team to meet up with FDNY on the scene, and naturally, someone had thrown a beach chair on the tracks.  LPW: Someone has an odd view of R&R. JJ: You're telling me. So anyway, alerts from the cables would go directly to my team at the Rail Control Center, instantly, on their computers. Based on the alert incident levels we're setting up, they'll know who to dispatch. It will also have very detailed location information, so they know which track of course, but also the exact amount of feet into the tube the spot is. We call these track identifiers with the location "track markers." LPW: It sounds like you've thought of everything, Joe. Glad to hear you and your team are seeing the light at the end of this tunnel project and looking beyond it.

Coronavirus: Our latest

Currently, we are operating our trains and buses at normal service levels. At the same time, we are following Centers for Disease Control and Prevention (CDC) guidelines, which include taking and recommending steps to help prevent the spread of the virus. Resources For the latest information regarding novel coronavirus: http://cdc.gov/coronavirus To sign up for e-alerts from New York City, text COVID to 692692 (messaging rates may apply)  For our latest service status and information: https://new.mta.info/coronavirus What we're doing Daily, we’re cleaning all subway cars, commuter trains, and buses, such that the entire MTA fleet is disinfected at least every 72 hours. In all stations, we’re cleaning and disinfecting frequently used surfaces twice a day. We’re working with the governor and state and federal health authorities to coordinate prevention efforts and share information with employees and you. What you can do Limit travel or avoid it altogether. We must slow the speed of the virus to maintain our healthcare resources. So if you're healthy, that's great, but you could carry the virus and spread it to people who are not.  If you must travel, do it when it’s less busy, or wait for a less crowded bus, subway or train car. Follow the CDC prevention guidelines here. Based on the information they have, they believe the virus spreads through person-to-person contact, such as "people who are in close contact with one another (within about 6 feet)" and "through respiratory droplets produced when an infected person coughs or sneezes."

L Project service calendar

Mar 13-16 weekend (not L Project construction, but will impact L subway alternatives): No A/C/E service between W 4 St and 59 St-Columbus Circle. If you're using the L this weekend headed west, remember to make your transfers before you get to 8 Av. Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Find your alternate service options here→

Glamour shot of the week: Systems thinking

When we told you we were installing a lot of new cables and conduits, we weren't kidding. And, the new racking system helps us use our limited space more efficiently (think Marie Kondo but for transit). Here you can see everything from the discharge pipes to cables for the emergency alarm systems, and of course, those FRP structures we talked about above.   Photo: Trent Reeves  / MTA / February 17, 2020

Construction look-ahead: Week of 3/14/2020

We're getting everything ready for the full L line closure next weekend (March 20-23). Here's how we're preparing: Continue testing new parts and systems in the tunnel and at stations Continue working on the negative equalizer and prepare to connect both tubes: chop for the negative cables and the equalizer crossover Pour new concrete in chopped areas Install new flood doors and planks Install conduit for: the negative equalizers, cellular boxes and fiber, and fire alarms at 1 Av Replace antenna cable near the Avenue D fan plant Repair two steel columns at Bedford Av Station Strap the cellular fiber Install fiberglass protection boards at the third rail power gap jumpers across the length of the tube Wire the permanent pumps and test them Work on grout near the Avenue B substation Continue installing tunnel "no clearance" signs

See our full construction plan→

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Learn more→

[daveklepper]

For more on women in railroading, see the Israeli News thread in the Passenger Forum.

[daveklepper]

Hi there. This Sunday is International Women's Day, and we have cause to celebrate. Specifically, we're celebrating the contributions of our many women team members on the L Project. We interviewed four of our field engineers and construction quality managers to hear how they've raised the bar on this project and their advice for breaking gender barriers. Plus, starting Monday through March 29, we'll be back working on the Manhattan-bound track. So you'll look for L train service on nights and weekends on the Brooklyn-bound side. Details on this and more below. Have a great weekend.

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Two of our women field engineers prepare for a delivery to the upgraded pump room. Photo: Trent Reeves  / MTA / January 25, 2020

Yes, this is women's work

What do you think our L Project construction workers or engineers look like? "I think most people still have the stereotypical male construction worker whistling at women in their heads when they think of construction. Most construction sites in today's world aren't like that anymore. When in full PPE [personal protective equipment] gear, we women get strange looks even today when the average person walking by sees us." That's from Corie L., a quality manager on the L Project job. We talked with her and three other team members—Nicole D., Windy K. and Alexandra S.—to hear how they're paving the way for women in construction by making an impact on the L Project. L Project Weekly: This is still a male-dominated industry. How do you overcome that? Alexandra S.: From what I've seen, women generally have to work harder and do more to be acknowledged up front. I think a lot of it has to do with the fact that people just aren't used to it. It's changing, but it's still rare to see women in construction, especially out on a job site. Windy K.: Yeah, when I tell people what I do and I say I am in construction the next comment is “You don’t look like you are in construction, do the guys actually listen to you?” My response is “what does a woman in construction look like?!” I've found that works and people start realizing that they have old biases. My coworkers respect me because I'm knowledgeable and competent just like anyone else. LPW: So “knowledgeable and competent.” How have you seen that play out on the L Project specifically?  Nicole D.: It might just be specific to the women we have working on the L Project, but I've noticed that the women tend to have had a variety of experiences. For example, I come from an estimating background prior to working in the field, so I think I was able to give a slightly different perspective especially when we worked on changes to drawings. Corie L.: Yeah, I've worked in many manufacturing facilities, including a foundry, before coming to construction.  LPW: Yes, change is certainly a theme of this project. Any examples come to mind of how you've put this expertise into practice on the L Project? Windy K.: Many of the women on the project were excited to be a part of the new approach to the project. I know many of my colleagues jumped into doing things that weren't originally going to be a part of it.   One of those initiatives was efficiently managing the work each weekend and weeknight among all of the many subcontractors and where they would be working and how many work trains they would need, and then ensuring the operational feasibility of that with L service still running. That role wasn't going to be needed with a full tunnel closure. I raised my hand to take it on because I knew if we could get this right, we would be able to work as one team and potentially accelerate the schedule, too.  Nicole D.: Yep, and I took the lead on the structural FRP panels and bench wall work in the tunnel. I worked closely with MTA and WSP team members, specifically a super strong female designer, to develop the layout, sizing, etc. Great teamwork and cool to apply technology that's been successful elsewhere to a new use case. Corie L.: We also changed document management systems at one point, which is such a critical backbone to the project. I worked with Alexandra S. to formalize our processes so all parties knew how to use the new system and actually reevaluate all the old ways we were doing things that didn't make sense anymore. Our new system made it easier for all parties involved to do their jobs, and improved overall quality control. LPW: You've really brought a perspective of resiliency to this resiliency project! What advice would you give to future female engineers and construction pros? Windy K.: I wish it wasn't this way, but change is hard and takes time, and so construction is not for the faint of heart. I tell every woman in this field that you can't be easily insulted and instead focus your energy on establishing your voice and standing up for yourself. Representing yourself as a strong woman and a leader today is what will set in motion the shift to make it a little easier for the next generation of women. They can and deserve to be in this industry, and creating that environment will help increase representation, which will then continue to make it easier to show up and make the impact we know we can have. Alexandra S.: For me, there have been lots of times when new people don't even make eye contact with me, assuming I'm not a contributor. So I make sure they don't walk away thinking that. When I jump in and share facts and details they hadn't even thought of, something shifts and the foundation of respect starts. I view it as that I'm chipping away at a bigger structural problem, knowing that I can make it a little easier on my current and future female engineers. LPW: And how will you be celebrating this International Women's Day? Nicole D.: It's Sunday? Well, we'll be working.  LPW: Of course! Well, thank you for sharing all of your smarts and expertise with us and bringing it to the L Project. It sounds like it wouldn't be nearly as successful without all of you.

L Project service calendar

Mar 13-16 weekend (not L Project construction, but will impact L subway alternatives): No A/C/E service between W 4 St and 59 St-Columbus Circle. If you're using the L this weekend headed west, remember to make your transfers before you get to 8 Av. Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Find your alternate service options here→

We said we're going back to work on the Manhattan-bound track and the time has come

These are negative return jumper cables near one of our communication-based train control (CBTC) transponders. These are part of the system that balance train power between the two tracks, and are one of the systems we have to connect. Photo: Trent Reeves  / MTA / January 25, 2020

Remember when we talked about how we have lots of systems we're installing on both tracks, and we have to prepare to connect them together? The time has come!  Starting this Monday, March 9, we'll be working on the Manhattan-bound tracks, so trains will arrive on the Brooklyn-bound track in the single-tracking area.  Here are the specifics of what you need to know if you take the L on weeknights after ~9:45 p.m. or all-day weekends: At 1 Av and 3 Av in Manhattan, you'll enter the stations at the Brooklyn-bound entrances for L service in both directions. At Bedford Av in Brooklyn, customers will look for L trains to arrive on the Brooklyn-bound track, for service in both directions during weeknights and weekends when the single-tracking is in effect. Don't think you can remember all of this? Not to worry. Look for signage at stations to remind you what to do.

Glamour shot of the week: The mechanics of accessibility

This in-progress elevator is one of four we're installing at Bedford Av and 1 Av the L Project (one street-to-mezzanine at Bedford Av, one mezzanine-to-street at Bedford Av, and two street-to-platform at 1 Av). Here you can see the inner workings of what goes into constructing a single elevator—conduits, steel, pulleys...and a well-placed backpack.   Photo: Trent Reeves  / MTA / January 25, 2020

Construction look-ahead: Week of 3/7/2020

More conduit and more testing. This week, we are working to: Test the negative 4th rail Install conduit for: cellular boxes between Bedford Av and 1 Av, lighting in the circuit breaker house, pump room, fire alarm at 1 Av, fare machines and fire alarms at Bedford Av Test new pumps and cables in the pump room and clean the sump pit Splice fiber optic monitoring cable Deliver and install new stair at Bedford Av Install remaining pieces of the manifolds and continue final checks and testing of the discharge system Continue installing tunnel "no clearance" signs (the panels that have red and white diagonal stripes)

See our full construction plan→

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[daveklepper]

Earlier links discuss the new safety communications installation,  plus improved emergendy lighting etc.  New glameproof concrete is used where concrete is used, but cannot be used to replace the concrete of the original tunnel constuction.

There has never been any instance of a New York City electric subway or elevated train bursting into flames.  Not since the first electrification of the elevateds starting in 1901.  The same applies to electric commuter trains, starting with the first LIRR MUs on Atlantic Avenue, Brooklyn, 1904.

[blue streak 1]

Dave haven't followed this thread too much.  Wonder if the tunnel safety improvements listed in this link were applied to the tunnel bores ?

https://www.youtube.com/watch?v=3Cp1Rh-FNOc 

[daveklepper]

Hello. One piece of the L Project is to build three new substations so we can power more trains. (If you've been on the L during rush times like us, you know it's needed.) We have the flexibility to make this change because we already invested in modern signaling on the L. But there's more to making it all work than just the signals. Like the train cars! We go in, around and under the L line's train cars so you know how it all works. Plus, a heads up on some upcoming weekend work that will impact you if you use the A/C/E as an alternative, especially if you transfer to one of them at 8 Av (because you won't be able to), and our tips for staying healthy in light of the coronavirus. Have a super weekend.

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Pop-top view of the R143, which holds 42 seated and 198 standing passengers. So yes, you’re lucky to get a seat. It's these cars, combined with the CBTC signaling technology on the L, that make the modern signaling system all work. And with the three new substations we're currently building, it's what will allow us to increase trains by 10% in peak times once the L Project is complete. Photo: MTA

Rollin’, rollin’, rolling stock—Know your modern signaling-ready L trains

Any trainspotters out there? We’ve talked a lot about the L line, but not a lot about the trains themselves, the “rolling stock,” as we call it in the biz. On the L line, those are mostly Kawasaki R143 (B Division) trains—equipped with (for you serious rail punks) Pneuphonic Horns, Bach-Simpson Speedometers, Bendix/King Radios, and WABCO, Single-Handle Master Controllers. Awesome! Now, here is more info on these trains, which are a key part of what makes our modern signaling system work how it's supposed to. We talk with a few members from our team (we'll call them "car experts") to get the details:   L Project Weekly: So, these are Kawasaki trains. Are they made in Japan? Car Experts: The R143s are built in Kobe, Japan (home of Kobe beef), Lincoln, Nebraska (home of beef, generally), and Yonkers, New York (home of the first Otis Elevator Company factory). Kawasaki Heavy Industries opened its Yonkers rail car plant in 1988, mostly to be within the MTA region. It also supplies rail cars to LIRR and Metro-North. LPW: When were the R143s first built? CE: The first cars were delivered in 2001. The total order was for 212 cars, which come in coupled 4-car sets. The R143 cars are numbered from 8101 to 8312. You can find the number at either end of the car. Tip: if you ever need to report something wrong with a car, snap or write down the car number. LPW: Was there anything new or special about these L train cars? CE: Glad you asked. They were part of our New Technology Train (NTT) fleet. They came with electronic strip maps, LED screens, and other features. Above all, they were the first of our subway trains to be equipped with Communications-Based Train Control (CBTC) automated signaling. This means the R143s typically have the best on-time performance in the system. We also have modern signaling on the 7 line. We're currently working on it in a stretch of the Queens Boulevard Line. And we're pushing forward to make a lot of progress in the coming months to bring modern signaling to the Culver Line in Southern Brooklyn, too. LPW: How big is the subway car? CE: Each R143 car is about 10 ft. wide, and 60 ft. 6 in. long. Fun coincidence, that length is exactly the same distance a major league pitcher throws from the mound to a batter standing at home plate. It is a B Division train, so it’s wider than our A Division trains, which are about 8 ft. 9 in. wide. The two divisions were originally built as separate subway systems, and the tunnels are different widths. Both have the same rail gauge. But B Division trains can’t fit on the narrower A Division lines, and the reverse doesn’t work, because the narrower trains would have an unsafe platform gap. Complicated? Tell us about it! LPW: How much do the R143 cars weigh? CE: They actually come in two different types and weights. But we’ll just say the main type weighs in at 83,700 lbs empty and 120,700 lbs full of passengers. LPW: Wow. So that’s, um, about 43,300 lbs. of passengers per full car, right? CE: Yes, about four African elephants worth of straphangers. Each full R143 car, of this type, holds 42 seated passengers and 198 standing passengers, or 240 passengers total. The typical L train will have 8 cars, so that’s 1,920 passengers per full train. Meaning it takes 1.5 full L trains to fill Carnegie Hall. LPW: So, by my calculations, the audience in a sold-out Carnegie Hall performance weighs about 64,950 lbs, right? CE: Music is not our area of expertise. LPW: One last thing. It seems your subway car models all start with R followed by a number. Why is that? CE: Beginning with the IND subway system (what we now call the B Division, along with the BMT subway system), all the car contract numbers began with R and have just stayed that way, from R1 up to the forthcoming Kawasaki R211. Some people say the R stands for Rapid Transit. Some say it stands for Rolling Stock. No one is sure. LPW: Well, the good news is that none of that matters, as long as these cars enable that modern signaling to work! Thanks to our car experts for their insight on how this ecosystem of updated signaling infrastructure actually all works together.

L Project service calendar: If you're an A/C/E customer, note March 13-16 weekend

It's not because of L Project work, but it will impact your L Project service alternatives, so we wanted to make sure you know there will be no trains at A/C/E stations between 59 St-Columbus Circle and W 4 St on March 13-16 weekend.  The signal equipment in this area is really old, and we've been doing a lot of small, maintenance fixes lately to keep it running before we start implementing modern signaling. But it’s gotten to the point where service is not reliable and so we’re being proactive by putting a more permanent fix in place before things get worse. This means that if you're taking an L train westbound, make those transfers BEFORE you get to 8 Av, because the only train running at that station will be the L.

Upcoming L Project service changes Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Find your alternate service options here→

Health tips: Precautions against coronavirus

We are taking steps related to the coronavirus, specifically named COVID-19. This includes giving you the latest information and advice we're getting—because one of the best ways to keep a healthy subway and bus system is to have healthy subway and bus customers.  Based on guidance we've received from the Centers for Disease Control and Prevention, here are the top precautions we're advising customers to take now: Wash your hands often with soap and water for at least 20 seconds. If soap and water are not available, use an alcohol-based hand sanitizer. Avoid touching your eyes, nose and mouth with unwashed hands. Avoid close contact with people who are sick. Stay home when you are sick. Cover your cough or sneeze with a tissue, then throw the tissue in the trash. Clean and disinfect frequently touched objects and surfaces. If you're experiencing symptoms and have traveled to areas of concern (or have been in contact with someone who has), call ahead to your health-care provider before you go in in person. Click the button below for our current guidance about this for more info. We'll keep it updated, so check back periodically.

Get your health tips here→

Glamour shot of the week: 1924, meet 2020

The 1 Av Station opened in 1924, including this entrance on the southwest corner of 14th St and First Avenue in Manhattan. We are fully redoing it for this project, including replacing the original structural beams. You can still see the original bricks here as we install the new ADA-compliant stairs.   Photo: Trent Reeves  / MTA / February 17, 2020

Construction look-ahead: Week of 2/29/2020

Yes, we still have more conduit to install. And we're making progress on that discharge pipe testing we featured in the last issue. Here's what we have going on this week: Install fire alarm conduit and the alarm equipment at 1 Av Install conduit for: announcement system at Bedford Av, fiber optic monitoring cable and digital information screens Test the negative return rails Install heat trace boards at the two fan plants Put the finishing touches on tile and platform edge work at 1 Av Test the new discharge pump with pressure testing Install new pipes and gauges at the pump room Continue installing tunnel "no clearance" signs (the panels that have red and white diagonal stripes) Pull and install positive cable for the circuit breaker house

See our full construction plan→

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[daveklepper]

Hi. You may have noticed our construction work list at the end of these emails is getting somewhat shorter, with more work summed up as "inspections and testing." But what does that mean? We talk with a mechanical engineer on our team to find out how they create a fake flooding situation to test our new and upgraded discharge system on the L.  Plus, what work did we get done last weekend between Broadway Junction and Lorimer St—and what project will finish early?; and don't forget about service changes on March 20-23 weekend. Have a fabulous weekend.

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Up and out. These shiny discharge pipes are part of the new drainage system on the L. If we need to get water out of the system, water is pumped into them with our sump pumps, and then out to the sewer. Photo: Trent Reeves / MTA / February 17, 2020

Faking a flood: How we test the upgraded drainage system on the L

One of the reasons we're all here in the first place is too much water. Well specifically, too much water that we couldn't get rid of. We know we can't help the "too much water" part. But the "getting rid of it" part is a different story. This is one of the systems we've upgraded in a big way and have been installing for the L Project—the drainage system. We've installed most of it in both tubes. But we can't pack up until we've tested it under as close to real-life conditions as we can create. Yes, this includes some intentional flooding. We talked with Ray Forbes, a mechanical engineer at the MTA, who's been leading this soggy effort for the L Project. L Project Weekly: Ray, so you're saying that the "drainage system" is more complicated than just drains? Ray Forbes: That's right. It's all of the valves, discharge pipes, joints, drains and sump pumps. In each tube, there's about 3,415 linear feet of new discharge pipe with nine new pump manifolds. It's a system. If one piece doesn't work, then the system doesn't work.  LPW: Okay, but how do you really know it's going to work? It seems impossible to recreate Superstorm Sandy-like conditions without wreaking havoc. RF: This is why we have mechanical engineers! There are three main things we do. First, and what our customers would probably expect, is basic inspections. Tightening a screw here, adjusting the position of a discharge pipe there. We're doing that now.  Then starting this weekend, we're moving on to the fun part. It starts with something called hydrotesting. This is for the discharge lines, which is where the water goes to get off the tracks and out to the sewer. We pressurize the pipes with water up to a very specific measure, 125 lbs per sq inch, and then we inspect it for leaks. If it passes, then it's good to go. If not, we investigate the issue and make recommendations for how to fix the problems. LPW: Definitely sounds like a task worthy of your mechanical engineering smarts. What's next?   RF: The next thing we'll do is to test the supply power of the sump pumps. And to do that, we basically have to fake a flood. So lots of water. These sump pumps are similar in design to the ones you would find in a residential house, but much, much more powerful. And we have different ones for different pumping capacities. So the goal of the test is to make sure they each can work individually, AND that they can do so in tandem with each other.  LPW: So we have to ask the obvious question—how much water do you need? RF: It's actually not that much because of how we set up the test system. Instead of pumping to the sewer like we would in a real-life situation, we create a loop where the sump pumps push water back on the tracks. So we're not wasting water. LPW: How long does all of this take?  RF: We are testing both for mechanical and electrical function, and there two phases to test the system. First we run on the regular power for 1.5 hours. Meaning, the pumps are connected to the main power source. After that, we basically pretend that there's been a power outage and we put all the pumps on at full speed and only on backup power. We do this for another 1.5 hours. If they can keep up, they pass.  LPW: What other things do you look for when you're doing your checklist? RF: Some things are obvious. We cleaned all of the drains out. But if there's a clogged drain, then we'll see the water rising on the tracks and not even making it to the sump to be pumped into the discharge pipes.  LPW: Thank you for doing this important work. How did you get into it?  RF: As a mechanical engineer in NYC Transit, there are so many different things to work on. I did similar work on the 7 line project. I actually have to run now to do my annual hazardous waste training. We're cross-trained on so many different elements of the system, because we assume that we'll encounter many, many different situations, everything from clogged drains to lead abatement.  LPW: Never a dry moment when you're working on the subways! Thanks, Ray.

L Project service calendar: Save March 20-23

We announced it a while ago, so a reminder that March 20-23 there will be no L service between 8 Av and Broadway Junction.  For more information on this service change and the upcoming March 20 full closure, click the button below.

Upcoming L Project service changes Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Find your alternate service options here→

Progress report: Brooklyn substations + stations work

We worked all of last weekend, including a full L service closure between Lorimer St and Broadway Junction. And everything went according to plan!  In fact, it went so well that the Brooklyn stations project will be completed ahead of schedule. Originally set for April 2020 completion, we'll be able to finish all of our work at Bushwick-Aberdeen Avs, Halsey St, Morgan Av and DeKalb Av during the March 20-23 weekend. Here's the rundown of what we accomplished:

Stations project Bushwick-Aberdeen Avs: platform drains cleaned and tested, cracks repaired and painted, final station maintenance inspection Halsey St: platform drains cleaned and tested, primed platform columns, demolished platform column bases and repaired them, cracks repaired and painted, final station maintenance inspection Morgan Av: structural beam repaired and encased with new concrete, platform drains cleaned and tested, cracks repaired and painted, final station maintenance inspection DeKalb Av: platform drains cleaned and tested, primed platform columns, station agent booth primed and painted, cracks repaired and painted, final station maintenance inspection Two Brooklyn substations project Positive and negative cables were connected from both the Maspeth Ave and Harrison Pl substations to the Q1 and Q2 tracks on the L Connections were inspected and tested Additional work was coordinated to take advantage of the closure and was also completed, including:  Track maintenance on both tracks between Morgan Av and Lorimer St Stations Signal maintenance and testing on both tracks between Broadway Junction and Lorimer St Stations Survey work for pump room near Wilson Av Station

Glamour shot of the week: This is how power gets to the tracks (sometimes)

Quiz: how do we take in and convert power to be usable for our subways?  It's a substation. But there's a catch. If the substation is physically too far from the tracks, then we build an intermediary facility, called a circuit breaker house. We're adding one for the L Project. This photo shows one part of the operation.   Photo: Trent Reeves  / MTA / February 17, 2020

Construction look-ahead: Week of 2/22/2020

Like we said, lots of inspections and testing. Here's everything else we're working on this week ahead: Prep structural FRP panels for fiber optic monitoring cables Core drill for new antenna cables and cellular cables near both fan plants Deliver elevator cab to Bedford Av Chop and install three track drains near Bedford Av Install remaining negative equalizer conduit, and form and pour the concrete around it Test and terminate communications cables from the Driggs Ave-side communications facility to the N 7th fan plant, the pump room to Avenue D fan plant, and Avenue B substation toward 1st Ave Finish installing connectors and wiring for 3rd rail power from Avenue B substation Work on new conduit for fire alarm systems at both stations Install more communications and emergency lighting conduit at 1 Av Station Install valves and piping at the pump room Put the caps on the manifolds in two areas

See our full construction plan→

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[daveklepper]

Hello there. Valentine's Day was yesterday, and it got us thinking about how to make connections that last. No, we're not talking about stuff like "make good eye contact." We're talking cables, negative equalizers and communications systems—all of the things we need to connect between the two tubes before we're done. We'll be going back to the Manhattan-bound tube to do the work. Read on for the chummy details. Plus, a final reminder that we will be working this Presidents' Day Monday. So please, use the alternate service options all weekend AND Monday, including the free shuttle buses between Lorimer St and Broadway Junction where there's no L service. And a final and huge thank you to outgoing MTA NYCT President Andy Byford. We appreciate everything you’ve done for the L Project and beyond. We’re looking forward to getting your new contact details so we can shamelessly keep sending you this newsletter.

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This is an outlet that houses our tunnel power. It's one of the many systems that are installed in both tubes, but need to be connected together into one system to be fully completed. Photo: Trent Reeves / MTA / January 25, 2020

Making lasting connections: Why we're going back to work in the Q2 tube

We're still tracking to complete the tunnel portion of the L Project in April. Quick recap of our progress: April 26, 2019: Started tunnel rehabilitation, Manhattan-bound tube ("Q2") was first to go under the knife (hammer?) September 29, 2019: Track, structural FRP panels, discharge pipes and controls, cables, and cable racking system completed within the first phase of the tunnel rehabilitation in Manhattan-bound tube September 30, 2019: Phase 2 of the tunnel rehabilitation began with work in Brooklyn-bound tube ("Q1") The next phase of the project will be to connect some of the systems we've installed. Many of these—emergency telephone and alarms, for example—are one system. This means they need to be installed and then connected between the two tubes. And you guessed it, this means we have to go back into the Manhattan-bound tube to make that happen. We caught up with Nick Santoiemma, construction manager, to get the details and to decode some transit speak. Read on to become an expert on "punch-list items" and "cut-over tasks." L Project Weekly: We're not shy about getting in the weeds on this construction stuff. But um, why should customers care that we're going back to the Manhattan-bound tube? Will they even notice it? Nick Santoiemma: There are two main reasons that customers should pay attention to this: One: if you're a 1 Av or 3 Av Station customer, you'll be using the entrance on the south side of 14th St instead. So weeknights starting around 9:45 p.m. and weekends, you'll use the entrance on the south side of 14th St—the Brooklyn-bound track—for service in both directions. This is because these two stations only have one active track as part of our single-tracking operation. Check out this animation for a refresher on what single-tracking on the L looks like: http://bit.ly/l-single-track. Two: Even though we talk about the L tunnel as two separate tubes, there are many systems that operate as one. For example, the cable that allows emergency personnel to communicate reliably while in the tunnel. It's called an "antenna cable." We install it in both tubes, but they need to be connected into one system. This is a safety system of course. LPW: Safety, say no more. What other systems need this kind of...? NS: ...I think the word you're looking for is "cut-over." That's what we call it when we switch from the old or temporary systems, and connect and turn on the newly installed ones. LPW: Mm how...descriptive. What other systems do we need to "cut-over"? NS: The negative equalizers. These balance power between the tracks in either tube. Also, a bunch of other cables: fiber optic cable, networking cable, and the cable that will bring customers wireless service in the tunnel.  Power cables, too. We'll have them all installed and hooked up to the circuit breaker house. That way we can fully energize the substations as soon as possible.  We'll also fully connect the pump room power. Cables from both tubes will be connected to the control panels in the pump room. Then the new sump pumps will be active. LPW: Got it. FYI for readers: this change is scheduled for March 9 through March 30. Nick, why exactly do we have to go back to the Manhattan-bound tube to make this happen? NS: You mean Q2? It's because... LPW: Hold on there for a second. We explained this whole "Q" business in a previous newsletter. Basically, Q1 = Brooklyn-bound track and Q2 = Manhattan-bound track. To find out why it's "Q" and not "L," check out L Project Weekly #47.  Okay, sorry, Nick. You were saying? NS: Right, so if you think about it, all of these systems we're cutting over are absolutely critical to running trains and keeping customers safe. So right now we have either temporary systems in place, or the old ones. We couldn't remove those on the Manhattan-bound track when we left it back in September! So we have to go back and remove the old stuff as we're turning on the new systems. We'll also be able to do the finishing touches. LPW: What kind of finishing touches are we talking about?  NS: We have a lot of inspections to do. For example on the tracks, we've already passed the initial survey, running the track geometry car through. But there is another step where a surveyor comes through. They do 3D imaging surveys of the track and everything else in the tunnel, too. They create a record of the as-built environment in the tunnel, so we know exactly where everything is located upon completion. That way we can compare it over time for maintenance purposes or in the event that, heaven forbid, we have another natural disaster. We'll also go over what we call our "punch-list." It's us double- and triple-checking our work. Doing minor touch-ups to paint, stuff like that.  LPW: Good to know how thorough we are. After all it's been through, this tunnel deserves the extra love and attention. Thanks, Nick!

L Project service calendar: L will skip Union Square one night this week between 11:45 p.m. and 5 a.m.

Have you been to Union Square's L platform lately? You've probably seen that big blue barricade that's still on the platform where we're building a whole new escalator.  We want to get rid of that barricade and open the escalator as soon as possible. To keep the job moving, we need full access to the platform, and to get full access to the platform, we have to make L trains skip Union Square during the overnight hours from Feb 18-19 (~11:45 p.m.-5 a.m.). We'll be doing architectural finish work—wall tiles, painting and lighting—plus a special cleaning required before the final installation steps happen. The cleaning is from top to bottom of the escalator, so instead of ponchos, we decided skipping the station for a few hours was a safer solution for you. For more information on this service change and the upcoming March 20 full closure, click the button below.

Upcoming L Project service changes THIS WEEKEND! Feb 14-18 (Presidents' Day included): No L service in Brooklyn between Lorimer St and Broadway Junction. L tunnel rehabilitation work is also in effect on Presidents' Day Monday, so L trains will be running every 20 minutes between 8 Av and Lorimer St. Use the alternate service options (M, J, G and M14 SBS in Manhattan) for faster service. Feb 18-19 overnight: L will skip Union Square overnight from Tuesday, February 18 to Wednesday, February 19 at 5 a.m. Use 3 Av Station for L service.   Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Find your alternate service options here→

ICYMI: Livonia Av to Junius St free transfer is here to stay

Did you hear the news last week? That free transfer between Livonia Av on the L and Junius St on the 3 is here for good. Click the button below for the full details.

Read the press release→

Glamour shot of the week: We have the hook-up

More cables that need to be connected to their Q2 brethren. From bottom to top: Tunnel receptacle power cable Handrail (yellow, not a cable, just noting for reference) Radio antenna cable Tunnel lighting cable Communications system cables (above the light)   Photo: Trent Reeves  / MTA / January 25, 2020

Construction look-ahead: Week of 2/15/2020

We're prepping for our "cut-over" moment, with lots of cable installation and more: Chop for the negative equalizer, install the corresponding conduit and form and pour for the required concrete near the Bedford Av Station Continue working on the platform-to-mezzanine stair under construction at Bedford Av Install stainless steel drain covers on the trackwall at Bedford Av Drill for the new permanent pump cable near the pump room Install third rail positive gap jumper in one zone Continue conduit work: communications, pump room and N 6th substation Close the 1st Ave and 14th St station entrance and start demo Continue installing trackwall tiles and grouting them at Bedford Av Complete the final insulation on the discharge pipes

See our full construction plan→

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[daveklepper]

Hi. The tunnel might get the most glamour shots. But the work we're doing at four stations in Brooklyn is just as critical. We check in with the project manager to see how it's coming along ahead of next weekend when we'll be working (also when you'll have no service between Lorimer St and Broadway Junction). Spoiler: our work is ahead of schedule. Plus, our Monday holiday calendar might not always line up with your work schedule, so a reminder that we will be working Presidents' Day Monday. So yes, even if you have to work that day, pretend it's a Sunday and use the alternate L service options. More detail below. Have a fantastic weekend.

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DeKalb Av, a work in progress. Here, you can see the finished raised platform for accessibility purposes. The new platform edge is completed. Still to go: tactile strips and painting. Photo: MTA / January 2020

Live from Brooklyn: Progress at Morgan Av, DeKalb Av, Halsey St, and Bushwick-Aberdeen Avs

Morgan Av. DeKalb Av. Halsey St. Bushwick-Aberdeen Avs Stations. When we talk about making the most of any service disruption on the L, these stations are a model for how we do that. So what improvements can you see already? And we'll be working over the Presidents' Day weekend (yes, including Presidents' Day—remember to use that alternate subway service and shuttle buses!), but when will the work be finished? We checked in with our project manager, John Puthota, for the scoop. L Project Weekly: So what's this job exactly? Is it the same work across all four stations? John Puthota: Even though all four of these stations—Morgan Av, DeKalb Av, Halsey St, and Bushwick-Aberdeen Avs—opened in 1928 when the Canarsie Line was extended, they were all designed differently. Which means there are different needs at each station. Our teams did detailed surveys of each station, and Morgan Av needed the most work, followed by Halsey St. At these two stations, we're doing repairs to the platform columns. And at Morgan, we're doing repairs to the structural beams. LPW: 1928! Big year for debuts. Mickey Mouse, the first trans-pacific flight, and these four L stations. JP: Yes, and our work was designed to last. At this point, we're making repairs to the structure, not full replacements. At Morgan, we found that there were 13 steel beams that needed to be reinforced. Each beam is encased in concrete. Over time, due to water infiltration, steel corrodes and expands. In turn, there are cracks in the surrounding concrete. So our inspections identified areas where this was happening so we could get ahead of concrete fully breaking. Our crews go in and chip out the old concrete, do lead abatement as a precaution, and then we send another inspection through to check it. The job isn't done until that final inspection says the structure meets our standards. We're also repairing 5 platform columns between Halsey and Morgan. LPW: Okay so structural beam and column repairs. What about the other stations? JP: Most of the work for the job is actually accessibility-related. We're working to meet guidelines for accessibility needs on the platforms. All four stations got new platform edges with the tactile strips. And we raised sections of the platforms so they would be level with the train platform. Our ADA-focused team comes out to test it. They measure the vertical and horizontal gaps between the train platform and our station platform edges. If they're within the guidance, the platform is deemed to meet this particular standard. We actually just completed the final inspection for this yesterday at Bushwick-Aberdeen! LPW: That's great. I know we have a master plan for making our system more accessible with elevators. It's smart that we're making these other accessibility upgrades in the meantime. They're not as visible as elevators, but they are also important to meeting ADA standards. And getting it all done while the L is under construction! JP: For sure. That's kind of the theme of this project. It was identified as something we could advance while the L Project tunnel rehabilitation was happening, to squeeze as much work into every time we disrupt our customers.  For example: DeKalb Av. It's in the middle of where this work is happening. We knew we'd need to close service for some weekends between Lorimer St and Broadway Junction. Our team identified DeKalb Av as a station that really could use some love. It had lots of paint that was chipping—railings, ceilings, columns and even the station agent booth. So we're totally repainting it. LPW: So we have to ask the question we know our readers care about—when will this work be completed? JP: The contract is scheduled for April 2020 completion. We're at 86% complete now. This included 12 weekend service outages to accommodate the work. But we're aiming to finish it with just 9. We have one coming up next weekend over the long Presidents' Day weekend, and then the March 20-22 weekend. I'm optimistic, but we'll know for sure once safety inspections are completed. LPW: Speedy but safe! That's a great mantra. Thanks, John, to you and your teams for minimizing impact on our customers while putting their safety first.

Don't forget: Presidents' Day weekend includes Monday for every-20-minute-L trains and no service between Lorimer St and Broadway Junction

Next weekend, remember—we will be working over the Presidents' Day holiday. That means the weekend situation with L trains every 20 minutes will also be in effect on Monday. Not a regular weekend L rider? Freshen up on your alternate service options here. Note that this is in addition to the no service between Lorimer St and Broadway Junction mentioned below. Click the button below to plan your trip using our alternate service options.

Upcoming L Project service changes Feb 14-18 weekend (Presidents' Day included): No L service in Brooklyn between Lorimer St and Broadway Junction.    Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Find your alternate service options here→

See you at the northwest corner of Avenue A and 14th St on Monday morning

We're just days away from the opening of the new entrance at 1 Av Station. We'll be out that morning to celebrate, so stop by then, or any time really. These stairs aren't going anywhere.

Related links: Livonia Av to Junius St free transfer is here to stay

Have you been using the L Project-free transfer between Livonia Av on the L and Junius St on the 3? Breaking news: it's not just an L Project-thing any more. It's for keeps! We met up with your local elected officials yesterday and announced that ahead of the permanent connector (we're building it as part of our 2020-24 Capital Plan), the free transfer will continue. This means you'll be able to travel between these stations on one fare after April, as you have been during the L Project. Click the button below to read the press release for the full details.

Read the press release→

Glamour shot of the week: This is what it looks like when we rebuild a station entrance

You've only had access to the Avenue A south entrance to get to your Brooklyn-bound trains at 1 Av Station. This is why: structural steel beams had to be replaced, stairs needed to be upgraded to meet ADA standards, among other fixes. We're on track to finish this rebuild of the 1st Avenue south entrance by April. Thanks for working with us through the construction.   Photo: Trent Reeves  / MTA / January 25, 2020

Construction look-ahead: Week of 2/8/2020

Big milestone this week with the opening of the Avenue A north entrance! We're getting ready for that while working on several other items: Chop for the negative equalizer, install the corresponding conduit and form and pour for the required concrete at Avenue D fan plant and existing circuit breaker house Test the negative return rail between Bedford Av to 1 Av Stations Finish duct bank work near the pump room Install third rail positive gap jumper in one zone Remove old signal cables and install conduit for cellular fiber cable between the fan plants Continue installing the racking system and installing cables on it Continue conduit work: in the communication room and new circuit breaker house, for the fire alarm at 1 Av and for the announcement system at both 1 Av and Bedford Av Install Help Points at Bedford Av Continue waterproof grouting from 1 Av to the pump room, and the pump room to Bedford Av Continue installing discharge pipes, valves and insulating them

See our full construction plan→

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Learn more→

[daveklepper]

Hi again. Good issue for all you subway fans, because we’re going to talk about…subway fans! Specifically, one of the fan plants that ventilates the L tunnel on the Brooklyn side. We’ll explain what we did to protect that ventilation plant from future storm surges and flooding. We’ll also explain what a “Slosh Cat” is—that’s right, a Slosh Cat. Read on!  Plus, open up your calendar apps and date books—we have ourselves a date for the opening of the Avenue A north entrance (and the closing of the 1st Avenue north entrance). Have a great weekend.

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Before (top) and after (bottom). The N 7th St. Fan Plant on the Brooklyn side of the L tunnel got the full resiliency treatment—plus an aesthetic redesign with community input. Photos: MTA

How to build a solid fan base: Make SLOSH-proof fan plants

Last time we checked, nobody has fixed the climate crisis. Rising sea levels and superstorms, like the one that swamped the L tunnel in 2012, remain looming threats to the planet, including our subway system. So, hardening our system against climate impacts is a big part of modernization—and the L Project. One example we mentioned in last week’s resiliency rundown is the work we did at the N 7th St. Fan Plant on the Brooklyn side of the L tunnel. To explain why this particular fan plant is at more risk than others and what we did about it, we talked to engineer Amen Mukhlis and resiliency manager Steven Loehr.    L Project Weekly: First, guys, tell us what a fan plant is for. Amen Mukhlis: Sure, a fan plant is just that. It’s a facility with very powerful fans that ventilate a section of the subway tunnel. It’s not for constant ventilation, but it’s critical for safety. It will clear smoke if there’s a track fire or just hot air to keep our crews cooler. Right now, we have 204 fan plants across the system. That includes one fan plant on each end of all our under-river tunnels. There’s no street grating there, of course, so fans are the only way to vent those tunnels. Steven Loehr: Let me just add that 32 of our fan plants are in flood zones. The N 7th St. Fan Plant on the Brooklyn side of the L tunnel is one of those. It’s right beside the river. Because it’s for ventilation, it must have large open shafts to push air out. But those openings could also let massive amounts of water in. LPW: So, this fan plant must be located right at the end of the L tunnel. But that’s next to the river and in a flood zone. AM: Right, it’s in a SLOSH Cat 2…. LPW: Wait, did you say Slosh Cat… like a drenched kitty? What’s a Slosh Cat? SL: It’s a National Oceanic and Atmospheric Administration (NOAA) term. It stands for Sea, Lake, and Overland Surges from Hurricanes. SLOSH! Anyway, it’s a computer model for predicting storm surges on land. Like most of our flood-vulnerable facilities, we are protecting that fan plant against a SLOSH Category 2 surge, plus three feet. What we call SLOSH Cat 2 plus 3. Skipping the math, that’s flooding up to 11 feet above ground level. Which is massive flooding!  LPW: Okay, so how do we protect our fan plant from the big slosh? AM: The fan plant itself was basically okay. It didn’t make any sense to totally knock down the 1916-structure and rebuild it. So, what we did—and this is new for us—we upgraded the plant and built a protective envelope around it. The envelope is 18-inch-thick, cast-in-place concrete. The piles extend 40 feet underground, down to the bedrock, so flooding can’t flow underneath and push up the structure. We sealed the entrance with heavy, tight-locking marine doors. Literally like you’d have in a submarine. SL: Also important to note, there are more than just fans there. Since the fan plant is above ground and flood-proofed, we also use it to house controls for critical equipment and backup power for our pumps. It’s a safehouse for anything we want to place out of harm’s way. LPW: So, if there’s ever a movie-style climate apocalypse, the L’s N 7th St. Fan Plant is where you want to go? AM: Definitely, I’d go there! But kidding aside, big sections of the MTA system, like the L tunnel, were devastated by flooding in 2012. The rebuilding is still going on. It’s very expensive, and climate change isn’t stopping. As an engineer, I couldn’t see rebuilding anything without doing the best we can in terms of resiliency. We have to protect these investments. LPW: Totally agree. Now, Amen, you said the envelope is poured concrete. But what we see isn’t concrete. What’s the silvery cladding? It looks like some of those new postmodern buildings in Williamsburg.  AM: That’s no accident! Since we were doing a very visible, above-ground project, we also thought about the design and community impact. It wasn’t an afterthought; it was part of the project. We did outreach to local groups and the community board with two options. We even talked with some of the architects who worked on new buildings in the area, and they suggested designs. That’s how we arrived at this exterior. So, yes, it does reflect the local architecture. And it’s weather-resistant. LPW: Nice! Now, before we go, Amen, we have to congratulate you! We see you were just named one of New York’s 2020 Top Young Professionals by the Engineering News Record. Great news! It says you’ve overseen 11 of our flood resiliency projects. You mentor high school students and work with veterans. It also says you were in the Desert Storm war, which impacted your career. AM: It did. At one point I was stuck in the war zone without food, electricity, medicine, or any outside communications. I think an experience like that gives you a kind of drive and tenacity. LPW: Sounds like resiliency is part of your ethos! We’re really glad you’re bringing that drive to these extremely important projects. Thanks for talking with us.

Upcoming L service changes

We'll keep listing these dates in each issue so you don't forget: Feb 14-18 weekend (Presidents' Day included): No L service in Brooklyn between Lorimer St and Broadway Junction.    Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Get the details→

Save the date: February 10, 2020

We mentioned that it was looking like mid-February would be the opening of the Avenue A north a few weeks ago, and now we can lock it in: On February 10, this brand new 1 Av L station entrance will open. As a reminder, we'll also be fully demolishing and reconstructing the 1st Avenue north entrance, just like we're doing on the south side.  Here's the full schedule of what to expect: February 10, 2020: This new Avenue A north entrance will open with the temporary finishes (see photo here for current progress).   Once L trains start running on one track only around ~9:45 p.m. Friday night (February 15), you'll use the Avenue A north entrance to access trains in both directions on weekends and weeknights.   Come Monday, February 17, the 1 Avenue north entrance will be officially closed for reconstruction. Like the other side, this will take about three months, so we're estimating a May 2020 completion.   While this work is happening, both entrances to the 1 Av Station will be located at Avenue A.   Once we finish the 1st Avenue side entrances, the ones by Avenue A will close again for a bit so we can do the final finishes.

Glamour shot of the week: A portrait of resiliency

What you can see: extraction pipes and nozzles and pumps in our updated pump room. What you can't see: more than double the capacity to handle any incoming water in the L tunnel. Among other updates, we now have four pumps in the house. Two small pumps that each drain 275 gallons per minute. And two super-strength ones that each drain 1,100 gallons per minute.   Photo: Trent Reeves  / MTA / January 25, 2020

Construction look-ahead: Week of 2/1/2020

We're testing stuff we've already installed, and continuing progress installing conduits for the stations: Install structural FRP panels in one zone Place the new angles and louvers in position at the circuit breaker house Remove one of the inner barricades as progress continues at Bedford Av elevator Deliver new staircase at Bedford Av Continue progress at the new Avenue B substation: install high tension cables and battery racks Terminate, dress and tag DC equalizer circuit at the new circuit breaker house Test the 4th rail for continuity and the manifold bolts between the Avenue D and N 7th fan plants Continue conduit work: in the pump room, for the transponders, fire alarm and announcement system at 1 Av, fare control and announcement system at Bedford Av, new employee bathroom at Bedford Av Install temporary and permanent negative equalizers Continue waterproof grouting from 1 Av to the pump room, and the pump room to Bedford Av Continue installing discharge pipes, gaskets and insulating them Install the positive gap jumper

See our full construction plan→

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[daveklepper]

Hi there. Did you see the two water main breaks we had to deal with earlier this month? (No judgment if you missed it—we did have service back by the p.m. rush.) Maybe it was the newscasts of all that water (or just climate zeitgeist), but we've been getting a lot of questions lately about how we're protecting the L from future superstorms. Like the one that flooded the L tunnel. More on that below. But first, a big shout out to the man, the legend, but definitely not a myth, Andy Byford, our departing NYCT president and favorite Brit. From the start, he's been an advocate for minimizing the mythical and maximizing the real-ness of this project in how we communicate with you. If you've enjoyed this punny newsletter, or successfully used fuchsia signage to make sense of service changes, know that Andy helped us make it happen. So, this week, think #WWAD ("what would Andy do"), and make your travel and those around you a little easier. Take off those backpacks when boarding. Eat beans on toast, but not on a subway or bus. And of course, use the alternate service on the G, M and J instead of the L. He'll be chuffed to bits.

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Throwback to that time a gondola would have been a more effective form of transportation in the L tubes. AKA, Superstorm Sandy's impact on the L, 2012. Photo: Patrick Cashin  / MTA / November 5, 2012

Flood-prevention 5: How we're protecting against future Superstorm Sandys

A few weeks ago, a little incident called half-a-million-gallons-of-water-flooding-the-subway happened. No, this wasn't another Sandy. (That was 7 million gallons in the L tunnel alone!). It was a major water main break near Lincoln Center. Regardless, it had some of you harkening back to Sandy—we saw a spike in questions about flood protection in recent days. Mainly, what are we doing to prep the L in case of a future Sandy?  We've already talked about the "flex gates" we're installing at street-level. (See L Project Weekly issues #51 and #6 for this.) And how our new sump pumps are better equipped for water. (See L Project Weekly issue #28 for more.) But we haven't given you a full list of all these "resiliency" projects in one place!

Here are the top 5 things we're doing to make the L more resilient: 1. Installing flexible ways to seal openings at the street-level (vents, manholes, hatches). The "flex gates" we profiled before are in this bucket. 2. Hardening the N 7th fan plant structure. More on this another time, but overall, this means that we literally built a reinforced structure around the existing fan plant that can withstand a hurricane. 3. Upgrading the pumping system (increasing capacity, raising the controls, providing backup power). 4. Moving critical assets higher up and installing more flood-resistant equipment (i.e., cabling). 5. Non-L-Project-specific, but there are also system-wide initiatives we've been rolling out that are in effect for the L now: expanded hurricane emergency plan, bolstered incident response procedures and additional backup generators.

Upcoming L service changes

If you haven't already, save these dates and remember to use our free shuttle buses and the alternate service on the G, M and J these weekends: Feb 14-18 weekend (Presidents' Day included): No L service in Brooklyn between Lorimer St and Broadway Junction.    Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Get the details→

Translating transit speak: What are "manifolds"?

When we talk about resiliency measures, discharge pipes and manifolds are always on the list. But what is a manifold? And how many are there?  In each tube, we're installing nine sets of manifolds. In the photo here, we have one set of these manifolds on a work train, ready to be installed. A manifold is a pipe with series of outlets with valves that connect the discharge pipes. They help us control and localize water through the discharge pipes. For the L Project (or any project within the NYC subway system), this is a specific kind of manifold called a "pump car manifold."  A few more quick facts:  Each manifold set is comprised of two different parts: tees and 4" angle valves, which use a "Dixon type D coupler." The sets have 6 tees and 6 of the valve-plus-coupler combo. The total weight of each manifold set is 2,076 lbs (see—this is why we need work trains!). So can you actually see these manifolds from the train? Only if you look carefully and don't get dizzy. Here's how: while in the tube, look out the window and angle your eyes as far down as possible. Look for the silver, shiny stuff—that's the discharge pipe. When that seems to stop for a hot second before starting up again, that's one of the nine manifold sets per tube, connecting the discharge pipes.

Glamour shot of the week: Stairway to fan plant

Human included for scale. This is the Brooklyn side of where the tube ends, right under the N 7th fan plant. This fan plant is key to our strategy to keep water out of the L tunnel. Look out for an explainer on this in an upcoming issue.   Photo: Trent Reeves  / MTA / January 5, 2020

Construction look-ahead: Week of 1/25/2020

Yes, there are still more conduits and cables to install. Here's what we're working on in the week ahead: Install structural FRP panels in one zone Continue resilience work in the pump room, installing a new sliding door hood, bull rings, ladder and fan support system Install lots of conduits: for the negative crossover equalizers by the N 7th and Avenue D fan plants, pump room, new fare control, announcement system, new elevators at Bedford Av (yes, elevators—one goes from street to mezzanine, and one goes from mezzanine to platform) Install positive gap jumper Chop and pour back for the negative return rails near both fan plants Continue testing the fiber optic cable Program the new automated, energy-efficient light fixtures

See our full construction plan→

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[daveklepper]

Hello. Remember when we opened the new entrance at 1 Av Station on the south side of 14th St? We have an update that'll put a spring in your...step. Also, which part of our construction crew said "farewell" this past weekend—because their work is 100 percent complete​; and don't forget about no-L-service-between-Lorimer-St-and-Broadway-Junction this weekend (NOT including MLK Day—normal service is back on Monday!). Have a great weekend.

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All shiny and new. We opened the south side Avenue A entrance on November 4. Now we're getting ready to do the same for the north side. Photo: Trent Reeves  / MTA / November 4, 2019

Climbing along: New 1 Av Station entrance will open in February

It was a temperate day in early November when we ceremoniously opened a new entrance to 1 Av Station (photos here if you missed it). This was the entrance located at Avenue A and 14th Street, on the south side, for the Brooklyn-bound travelers. Since then, we've been demolishing and rebuilding the old entrance on the south side of 14th St at 1st Ave. We've also been doing the final preparations to open the north side entrance at Avenue A—and the time has come. We're working toward opening the new entrance located on the north side of Avenue A and 14th Street in mid-February. Here's what you need to know:  We'll share an official opening date in the next few weeks.    About a week after the new north side Avenue A entrance opens, the old north side 1 Ave entrance will close. Like the south side, the old entrance is...old. It needs to be completely rehabbed.   While this work is happening, both entrances to the 1 Av Station will be located at Avenue A (don't even ask because we're not going to temporarily rename it "Ave A Station").   For the time being, on weeknights (between approximately 9:45 p.m. and 5 a.m.) and weekends (all day), use the Avenue A north side entrance whether you're headed toward Manhattan or Brooklyn.   Come April 2020, Avenue A south and north entrances will close for final finishes while 1st Ave south and north entrances will fully reopen.   Yes, the elevators are also still in progress and are on track for early completion in June 2020. Can't remember all of this? Don't worry. We'll put the most critical info on signs on barricades at the station and post reminders on social media ahead of the changes.

Upcoming L service changes

Did you miss it? We announced an updated L service calendar through March 2020. Mark your calendars for these upcoming changes. One quick clarification first. We heard from many of you that we wouldn't have normal L service in parts of Brooklyn on MLK Day. Great news—we will! We realize it can be confusing because of how we date service changes: Monday is always included for weekend work because we work overnight and typically return service at 5 a.m. Which is then Monday. Not Sunday. So now you know. Jan 17-20 weekend (does not include Martin Luther King, Jr. Day—L service will be back to normal at 5 a.m. Monday): No L service in Brooklyn between Lorimer St and Broadway Junction.    Feb 14-18 weekend (Presidents' Day included): No L service in Brooklyn between Lorimer St and Broadway Junction.    Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Get the details→

Adios, track team

We don't like goodbyes. But that comes with the territory of projects that move fast and are ahead of schedule. Over the weekend, we had to say "see you later" to one of our teams: the crew who installed all 25,200 linear feet of continuous welded rail, and all the pieces that go with it—new track ties, cement tie blocks, and more. Yes, all of the track work is done. All of it. While we'll miss them, this means our other remaining teams can have more flexibility and space to work. More space means more work can get done in a shift. And more work completed means faster progress toward that April-2020-tunnel-done target.

See all the work we're doing→

Glamour shot of the week: All those cables have to connect somewhere

Our crews work to connect signal cables within the new signal cases in the Brooklyn-bound tube. Once we're done, we'll have installed 56,000 (!) linear feet of signal cables in both tubes.   Photo: Trent Reeves  / MTA / January 5, 2020

Construction look-ahead: Week of 1/18/2020

We're back to conduits and cables. Lots of them:   Continue the progress on resiliency improvements by creating the new pads, installing new sliding door and lock, and overflow drain in the pump room Patch the wall below new tile work and install more track wall tile at Bedford Av Continue installing conduit and wire for: communications cables at Bedford Av, fire alarm on Bedford Av platform, elevator on south side of 14th St, receptacles, lighting in the pump room, and substation near Avenue B Install, test and terminate control cables at the Avenue B-area substation Continue installing new cleats and brackets for the 2mil cable at the Avenue B substation Install more discharge pipe and manifolds from N 7th to the pump room Continue the steel repair work at Bedford Ave

See our full construction plan→

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Learn more

[daveklepper]

Hi there. Lots to cover this week. Namely, our newly released L service schedule through March 2020. Spoiler: we were able to cut back a few of the weekend outages. Check it out. Also, why exactly do we need to shut down L service for a full weekend? Our Chief Electrical Engineer hosts us for an energizing debate. Have a pleasant, spring-like weekend.

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Don't let the gray appearance fool you. Powerful stuff happens here—it's the new substation near Avenue B, one of three substations for the L Project. This is where we take Con Ed power and convert it into power that can run more L trains. Photo: Trent Reeves  / MTA Capital Construction / December 7, 2019

More power to you! How we're electrifying the L

As announced, we'll be shutting down both L tracks in the tunnel for the March 20-22 weekend so we can hook up power lines to our new substations. Why? And how does it work? We sat down with Stan Karoly, Chief Electrical Engineer at MTA New York City Transit, to find out more about these electrifying developments. L Project Weekly: Just want to verify one thing. We built the new substations to deliver more electrical power to the L line. And more power means we can run more trains, right? Stan Karoly: That's correct. With its modern signaling already in place, we can run trains more frequently. And the L warrants an increase in service. But for more trains, we also need more power. LPW: So let's talk about how our power system works. Where does it come from? SK: We get our incoming substation power from Con Ed. We used to make our own power, but that's a story for another day. It comes up at "medium voltage," which could be any number of voltages in that range. So it could be 13,200 volts to 33,000 volts, depending on what's available in that area.  LPW: And that goes right to our tracks? SK: Actually, no, but this is the perfect set up to talk substations. The Con Ed power first needs to be converted from high voltage AC, to lower voltage AC, then to DC power. That happens at the substations by taking the high voltage power and connecting it to a step-down transformer. We convert it to 650 volts DC, which then can go right to the third-rail.  LPW: So we take high voltage and make it low voltage for the tracks? SK: Yes, our track power is in the 650 voltage range. We also get lower voltages like 120/208 voltage, too, but that's what we use for things like tunnel lighting. LPW: This may be a dumb question, but how do we know how much power we need? In other words, how do we know how much power to ask Con Ed for? SK: This is actually the first step in the process, even before a shovel hits the ground of a future substation site. We do what we call a "traction power study." Lots of factors are considered. We look at trains-per-hour max, what the signaling system is, availability of the cabling system to carry the actual power. We get input from Maintenance of Way (MOW) Engineering, Power Operations, Operations Planning, and others. The max power we can get per unit from Con Ed is 3 megawatts. Most substations are two unit substations, so the total power available is 6 megawatts. LPW: So why do we have to shut down service to hook up the power? SK: Cables have to be physically connected to the tracks. That can't be done safely if the track is live! So power is removed in the affected section and obviously, no trains can then run. The traction power system is an integrated ecosystem, and you can't separate it track by track. Positive cables go to the third rail and negative cables feed to the substation. It's a delicate loop, and there are lots of things that need to be in place before we can connect the loop. Right now for example, at the two Brooklyn substations, we have all of our 2000 MCM cables (MCM is an abbreviation for "thousands of circular mils," a measurement of wire gauge) spliced with 500 MCM cables, which then will connect to the tracks once we're ready. LPW: Um that's a lot...so our takeaway here should be "safety first"? SK: Always! I know electrical jargon can get complicated. But I hope this shows just how many steps and factors there are, including safety for you and us. Lots of planning goes into this. We don't just take trains out of service on a whim. For this work, there's just no other way. LPW: And what will be doing over this March weekend? SK: Two things. At the substation near Avenue B, the team will be connecting negative and positive feeder cables from the substation to the circuit breaker house for both sides of L tracks. At the ones near Maspeth Avenue and Harrison Place in Brooklyn, they'll be connecting power cables from the substations to the tracks. Quick fun fact that's relevant here: if the distance between the third rail and the substation is greater than 300 feet, we build a circuit breaker house. It acts as an intermediary between the third rail and the substation. That's what we had to do for the substation near Avenue B, but the ones in Brooklyn connect right to the third rail. LPW: Sounds like you're charging right ahead! Thanks, Stan, and to the whole team working on this electric initiative.

Service news recap: Mark your calendars

We're making progress, and that means we can lock in those weekend dates with no L service in certain areas. Check out the full press release with the rundown of all the work we're doing, including the steps to connect power to our three new substations, and save these dates: Jan 17-20 weekend: No L service in Brooklyn between Lorimer St and Broadway Junction.    Feb 14-18 weekend (Presidents' Day included): No L service in Brooklyn between Lorimer St and Broadway Junction.    Mar 20-23 weekend: No L service from 8 Av to Broadway Junction.

Get the details→

What you should know about upcoming service changes if you're really into knowing very detailed information

Before we started the tunnel rehab in April, one Community Board 1, Brooklyn, resident spoke up at a meeting and said, "We need more detailed updates about service changes! All of it!" That moment stuck with us. So in honor of that vocal, info-loving resident and our obsession with explaining things about subway service that you don't really need to know but will make you a more informed customer, here you go: G, weeknights, Jan. 13-17, midnight to 1:30 a.m.: As we mentioned in last week's issue, we have overnight emergency work to do on the G. This means G trains will still run, but those extra trains won't operate between midnight and 1:30 a.m. these weeknights. Also FYI: if you're at Greenpoint Av Station, no matter which direction you're going, trains will stop on the Court Square-bound platform. L, weeknight, Tuesday, Jan. 14: This week is L-monthly-track-inspection week! Tuesday night, service will be closer to normal as we will be running L trains on two tracks, and doing inspections between trains (what we call "working under flagging"). So service will be a little less frequent, but definitely more than every-20-minutes. L, overnight at Bedford Av Station, Friday, Jan. 17, 11 p.m. through 5 a.m.: Come to the station with your fare ready! We're connecting new fare control machines and that means overnight, we have to temporarily disconnect power to all the fare control machines and about half of the turnstiles. We're working to have the MetroCard van there, but we'd recommend coming ready to swipe.

Glamour shot of the week: Maybe not the coziest bed, but it's certainly clean

"Track bed" that is. We're on pace to finish the rest of it, along with all the appropriate new tracks, ties and other equipment, in the Q1 tube this weekend.   Photo: Trent Reeves  / MTA Capital Construction / January 5, 2020

Construction look-ahead: Week of 1/11/2020

We're on the home stretch for the track work. And we're progressing the FRP panel installation, new conduits and cabling, among other items. Here are the highlights of what we're doing in the week ahead: Continue installing the structural FRP panels in one work zone Make steel repairs at Bedford Av Continue installing conduit and wire to power transponders, the fire alarm systems at Bedford Av and 1 Av, and fare control machines and speakers at Bedford Av Test and terminate communications cables At the Avenue B substation, install control and communication wires, wire the circuit breaker house and install brackets and cleat 2mil cables Install the negative equalizer in four zones Install new contact rail and weld negative rail in two areas Continue energy-efficient tunnel lighting installation: install tunnel lighting brackets and strapping cables at N 7th St Install more discharge pipe and manifolds from N 7th St to the pump room Unload and move into place new elevator equipment for Bedford Av

See our full construction plan→

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Learn more→

[daveklepper]

Hello to you and 2020! Have you read any "2019 year-in-review" stories? The L Project made a few of them. But what actually happened in the seven months and four days of 2019 since the L Project commenced? We compiled our spreadsheets and ran the numbers. Your "L Project 2019 Year in Review" is below. Also, you may have taken the M14 SBS, but have you tried an electric M14 SBS yet?; minor changes to G service between midnight and 1:30 a.m. for a week, and our construction look-ahead for the week. Stay dry out there.

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2019 on the L was . Photo: Photo: Trent Reeves  / MTA Capital Construction / December 7, 2019

By the numbers: L Project in 2019

It's a new year and it's been a while since we provided a one-stop-shop progress rundown on how we're doing. So let's do it! But before we jump into those numbers, here's the real number that counts: 400,000. That's how many of you use the L line every day in NYC, and how many of you worked in collaboration with us to make this project go as smoothly as it has. Take a bow! So, what exactly did happen in 2019 on the L Project? We count it up.

L Project: 2019 by the numbers New station entrances opened: 3 (two at Bedford Av, one at 1 Av (another one was opened at Bedford Av, too, but it was in 2018) Cable racks installed: 14,220 linear feet (yes, we're done in both tubes) Cables installed on the racks (communications, radio antenna, pump power and control, and fiber optic): 59,550 linear feet Additional cables installed (tunnel lighting conduit, sound power telephone, antenna conduit and tunnel receptacle power): 45,855 linear feet Continuous welded rail track installed: 12,170 linear feet (just 440 to go in the second tube!) New discharge pipe installed: 4,930 linear feet (only 1,900 to go until we're done with both tubes!) Fiber optic monitoring system installed: 7,000 linear feet

Emergency work on G train third rail = no extra G service between midnight and 1:30 a.m. for a week

Our crews were doing their regular track inspections, and found that part of the system that runs the G line's third rail needs repairs ASAP. The work will happen overnight on the weeknights for the week of Monday, January 13. We'll be doing the work overnight so G service can continue at normal headways...except for the special extra trains we've been running to give you 7-to-the-G train riders a better alternative during the L Project. Again, G trains will still come, but here are two quick tips: The impacted time is just between midnight and 1:30 a.m. So if you're traveling then, you might have to wait a few minutes longer than you're used to If you're at Greenpoint Av Station, both Church Av and Court-Sq bound G trains will stop on the Court Square-bound platform. Thanks for bearing with us.

This is an electric bus. Take a good look. Now go find it on the M14 SBS route and do a good thing for your commute and the environment. Photo: Marc A. Hermann  / MTA NYC Transit / December 15, 2019

M14 SBS...it's electric

Did you know the M14 SBS is moving faster than ever? Did you also know several buses on the route are now electric buses? Yes, on December 15, we rolled out the first 15 of our new all-electric articulated bus fleet, and we put them on the M14 SBS route. These are the first of approximately 500 electric buses that will be purchased as part of our 2020-2024 Capital Plan and will serve all five boroughs. It's part of our Fast Forward strategy to upgrade our bus fleet with a focus on zero-emissions technology. If you needed another reason to go check out the M14 SBS to see how great bus service can be when it's implemented right, here you go.

Get the latest on this going-electric route→

Glamour shot of the week: Yes there's a theme here

No disrespect to installing all of those thousands of feet of cables, or securing new discharge pipes in place. But welding rail is just super cool. Here, our crews continue to make progress in the second tube. We're aiming to be done with all of the track work by the end of January.   Photo: Trent Reeves  / MTA Capital Construction / December 7, 2019

Construction look-ahead: Week of 1/4/2020

As mentioned above, we're pushing to get all of the trackwork—new ties, tie blocks, continuous welded rail, etc.—done in January. Here's our full list of work for the week ahead: Continue installing the structural FRP panels in one work zone Continue installing conduit and wire to power transponders, negative equalizers, antennas, pump feeders, tunnel lighting and exhaust fans at Bedford Av Wire the new track cases near Avenue D Replace plates and ties, remove and install new contact rail accessories, install new contact rail and weld rail in two areas, and weld negative fourth rail by 1 Av Continue energy-efficient tunnel lighting installation: install tunnel lighting brackets, straps, receptacles, and pull the cable and install lighting fixtures Install more discharge pipe and manifolds from N 7th St to the pump room

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[daveklepper]

Hello, and happy holidays. A time for giving, reflection, and brushing up on those communications skills for conversations with Uncle Frank and Grandma Louise. Here at the MTA, we had our own communications challenge back on that momentous April day the L Project started: bring together all of the real-time happenings around the system so hundreds of MTA staffers across dozens of teams and locations could keep all of you moving and safe. The answer turned out to be a Slack channel: #canarsiecoordinator. Get the behind the scenes scoop on how it saved the day, and continues to be the backbone of our operations. And happy holidays if you're celebrating. Your next weekly newsletter will be in 2020⁠—see you then, and have a festive weekend.

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What day one of the L Project looked like on #canarsiecoordinator. Today, we have 422 employees using the Slack channel to make sure you have the most accurate information and seamless L train operation possible (and lots more using it for other projects, too). Photo: MTA NYCT Strategy & Customer Experience.

How Slack keeps the L Project on track

If you read any of the news stories leading up to the start of the L Project, you probably noticed one common question: "There are so many moving parts; how can the MTA actually make this complicated operation work?" As you L train experts know, we did make it work, and have continued to do so for 240 days (not that we're counting). But beyond the meticulous train scheduling and work train testing and employee customer service sessions, there's one thing we did that we haven't told you about yet: how in the world did we share information across the hundreds of employees involved so they could take action on it—and in real-time? To get the unfiltered version of how everything went down, we called up John Hoban, Platform Controller Line Superintendent, and Tom Calandrella, General Superintendent for Capital Projects.  L Project Weekly: We have a complicated system with complicated things happening all the time. Why was the L Project any different? Tom Calandrella: For me in the Rail Control Center (RCC), I've never seen a train operation that has to be so precise to work. I'm talking about the way the L is running on one track. One small error would cause massive ripple effects, and ripples turn into waves. We ran a bunch of scenarios to prepare for it. It was tough. Our staff would have to know those things in real-time, and have enough information so they could make real-time decisions too. LPW: I've seen people using those rugged phones or click-to-talk devices for these kinds of in-the-field situations. Did we consider that? John Hoban: Yes. In fact, that was the first option that was discussed. Our field staff including my team had used them in the past, so it made sense. The plan was to call into the RCC to report something from the field. Then, the RCC would translate all of that into actionable information, and post on Slack as a record. It would also be how the communications folks who manage our Twitter support account to get and share updates.  LPW: So we were already using Slack? TC: Our communications teams have been using Slack for a few years now. This is how we give customers the most relevant and timely information possible. We also use it for things like major events, for example, snow storms. We have a model we call the "incident command center," and we create channels for each incident or event on Slack. It brings everyone from all departments to the proverbial table instantly.  LPW: So mobile phones and Slack. But of course, we know things are different once you get into the real-life scenario. So what happened that first weekend? TC: We had our process down, but by the time the end of the Saturday shift rolled around, we had converted most people to just using Slack. Less than 48 hours. Talk about rapid user adoption! LPW: Wow. What do you think changed people's minds, and that fast?  JH: There was a very brief incident at one point where we lost power in the tunnel. The RCC had to tell us what was going on for a change, because they're the ones that can see where the trains are. Everyone wanted to be in the know so they could tell the customers standing next to them. A one-to-one phone can't do that.  TC: I think it came down to human nature. We all were proud of the work we were doing, and we wanted to share that with each other. People didn't want to miss out. Stations staff were posting photos of signs that needed to be fixed and marketing was instantly jumping on it. Fare machines were reported as down and someone from our Automated Fare Control team took action. And of course, we couldn't have figured out the Great Countdown Clock Saga* without the field reporting and photos from our staff.  LPW: Anything happen as a result of Slack that you didn't expect? TC: The channel became a way for the very large and diverse MTA team to root each other on. We have 422 people on it. People who have never met could put faces to names. There were posts sharing tips on things that worked, and responses like "You're the best!" and the flexing muscle emoji. I honestly think it fundamentally shifted the culture of Transit in such a positive way. It broke down every silo. JH: Even Andy [Byford] was on it, posting his own operational reports and cheering the team on. Always helps when it's a whole team effort, top to bottom. LPW: Sounds like a real case study in good communications and teamwork! What's next for Slack? TC: My personal favorite is the #getitfixed channel. The channel topic says it best: "we’re all working together to keep our system in tip-top shape. so: see something dirty, broken, crowded, or missing (signage, platform taping)? let us know and we’ll try to find the person who can fix it!" From countdown clocks to vomit, which happens more than you'd probably think, we have eyes and ears out in the field, reporting things back to the RCC, who then hunt down the right person to handle it. JH: Yeah, the L Project has become a real model for how we communicate across teams, and Slack was a part of it. Now we're all using it across a variety of situations. LPW: Thanks, team! Sounds like we made good strides while making good memories. *If you're not familiar, many things went right about that first weekend of the L Project, but the countdown clocks were not one of them. We even created a separate Slack channel to triage and eventually solve the conundrum.

Don't forget: Regular L service during the holidays

In case you missed it last week, here's what you can expect around the holidays with the regular L service: L train Christmas: From 5 a.m. on Christmas Eve to 10 p.m. on December 26, there will be normal L service. On Christmas Day, L trains will run a normal Sunday schedule. New Year's: From 5 a.m. on New Year's Eve to 10 p.m. on January 2, there will be normal L service. On New Year's Day, L trains will run a normal Sunday schedule.  M train On the actual holidays (Christmas Day, New Year's Day), the M will run its normal route, from Metropolitan Av to Delancey-Essex Sts (instead of extending up to 96 St-2 Av).

We raced the L train and M14 SBS. Here’s what happened.

What comes every 3-5 minutes during busy times on nights and weekends, is moving 30-40% faster than before, and gets you all the way across 14th St in Manhattan?  Well, as you know, it can't be the L train. It must be the M14 SBS with DOT's Truck & Transit Priority! That's right, if you haven't heard, the M14 SBS is moving faster than ever, making it a great alternative to the L train, for those of you who are using the L to travel just in Manhattan. And we know lots of you are. We do checks every now and then on how crowded the trains and platforms are. Lately, we've noticed an uptick in folks getting on the L in Manhattan...and off in Manhattan. This is causing customers at Union Square and 3 Av Stations to miss the Brooklyn-bound train. But even if you're not in the holiday giving spirit, you should take the bus for selfish reasons. We ran the numbers and here’s what happened (based on L train and M14 SBS information at 10 p.m. going between 1 Av and 8 Av on an average weeknight): Average frequency: M14 SBS: Every 4 minutes L train: Every 20 minutes Average runtime: M14 SBS: 11 minutes L train: 12 minutes (remember we have to hold the trains at Union Square as we head into that single-track zone!) Bus wins! You want to be associated with winners, right? Then take the bus, please.

Glamour shot of the week: Track work is 75% done

We're already more than 75% done with track work in the second tube. This includes replacing all of the track ties (the silver things in the photo are the new ones), tie blocks and rails.   Photo: Trent Reeves  / MTA Capital Construction / December 7, 2019

Construction look-ahead: Week of 12/21/2019

We're making quick progress on the structural FRP panels, and the track work as mentioned above. Here's our to-do list this week: Continue installing the structural FRP panels near the pump room Continue installing wire for transponders, and remove and replace the old transponders Install conduit and wire at the new substation at Avenue B Install new fire alarm cable at Bedford Av Station mezzanine, Driggs Ave side  Continue installing conduit and wire at the circuit breaker house Put in new tunnel lighting fixtures and brackets Install fiber distribution panel and console cabinet at the N 7th fan plant Install riser boxes and wire by the Avenue D fan plant Put in new fire alarm devices and wire at the Bedford Av platform Replace plates and tiles, remove and install new contact rail accessories, install new contact rail and weld rail in two areas Install more of the new support brackets and discharge piping from Bedford Av Station to the pump room

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[daveklepper]

Hi there. We received even more feedback on the past two issues than usual. Most of you said you simply wanted to let us know how much you enjoy the newsletter. We're collectively blushing. So this is our shameless ask to please tell your friends and family to subscribe, too. Just give them this link. What a nice and cost-effective holiday gift! Back to this issue. Over the last year, we’ve looked at underground cables, pumps and shafts. This week, we’re looking up and around—at the art of the L. First station on the tour: one that you M-train-is-a-great-alternative-to-the-L heroes might know better than you used to—Myrtle-Wyckoff Avs. Plus, we answer a customer question about those "hills" on subway platforms. Have a merry weekend.

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Did you know that there are nine permanent art installations on the L line? Just $2.75/person admission. Good art, good deal.  Photo: MTA Arts & Design

Lead your own subway art tour: Stop #1, Myrtle-Wyckoff Avs Station

The original Rapid Transit Commission Contract of 1900 declared: “where exposed to public sight shall therefore be designed, constructed, and maintained, with a view to the beauty of their appearance, as well as their efficiency.” More than a century later, we stand by that credo. As MTA Arts & Design Director Sandra Bloodworth told us, “It is vitally important that the artwork speaks directly to those it’s created for: the people who use the station, and those who live and work in the neighborhood.” The L line has some of the best examples of public art in our system. So whether you’ve casually wondered, “what’s the deal with all these colored tiles?” (ahem, “mosaics”), or if you’re looking for a fun holiday activity for the whole family, we’ve got you covered. And since it’s been extra busy with all of you M train converts, we’ll start this tour at Myrtle-Wyckoff Avs Station in Brooklyn. When you’re passing through the station’s rotunda, stop and look up. Above this busy transfer point is a 2006 installation by artist Cadence Giersbach called From Earth to Sky. Here are the five key facts you need to know about the piece: 1. The artwork is intended to create the illusion of a natural canopy above. It creates a blue and pink sky, complete with treetops, birds, butterflies and clouds. 2. The artwork uses a mix of different materials to achieve the illusion, which succeeds in part because of how it reflects light. The main materials used are glass, marble and porcelain. It was installed by a firm called Mosaik. 3.  It scales a space that is approximately 36 ft. x 28 ft. 4.  Look closely at the dome’s central “oculus.” The view is inverted; you're looking at an artistic birds-eye map view of the city. The reversed image is centered on the location of where you’re standing, surrounded by the rest of the far-stretching city. 5.  This is one of nine permanent artworks currently gracing the L line. Want to extend your tour? Check out the other L line art, along with the more than 300 installations we have throughout the system on our MTA Arts & Design website. So yes, there’s more to L line infrastructure than tracks, tunnels, and substations. There are purpose-built interludes of beauty and serenity, too.

ICYMI: Regular L service during the holidays

Don't forget: we're taking a break from L Project work for a few days during the holidays, which means regular L service for you. Here's the rundown: L train Christmas: From 5 a.m. on Christmas Eve to 10 p.m. on December 26, there will be normal L service. On Christmas Day, L trains will run a normal Sunday schedule. New Year's: From 5 a.m. on New Year's Eve to 10 p.m. on January 2, there will be normal L service. On New Year's Day, L trains will run a normal Sunday schedule.  M train On the actual holidays (Christmas Day, New Year's Day), the M will run its normal route, from Metropolitan Av to Delancey-Essex Sts (instead of extending up to 96 St-2 Av).

Bus boarding platforms: Done (for now!)

Despite a few weather delays, we finished all of the bus boarding platforms along 14th Street on time. Hooray! Sometime next week, we will be going back to the 7th Ave westbound  M14 stop. After our colleagues at NYC DOT inspected it, we decided it would better for you if we make the platform longer, extending it by an additional 55 feet. So that's what we're going to do. We're planning to start work early next week. We'll send notifications via Twitter and on our website (click the button below) once that construction schedule is set.

Get the latest on bus boarding platform progress →

Customer question of the week

Q: Why is there a “hill” if you will, at the middle of the platform of the L train stations? I’ve noticed that they’re being added while the stations are being remodeled. - Silvia P. A: Great looking out. This is one of the many elements we design and install at a station to meet ADA guidelines. So yes, getting a station to full accessibility is about a lot more than just elevators! We checked in with Rachel Cohen from our Systemwide Accessibility team at MTA New York City Transit to get the details: "Under the ADA, we are required to align the train car and the platform at accessible stations to minimize any horizontal or vertical gaps between the platform and the train car. This helps to make it easier for customers who use mobility devices to enter or exit the train. In our system, we create an accessible boarding area and work to ensure that, in this area, there is no more than a 2-inch vertical gap under certain loading conditions or a 4-inch horizontal gap between the edge of the train and the platform. Because many of our trains ride higher than the platform, we raise the platform in this accessible boarding area at most stations to minimize the gap. This is the 'hill' you're seeing! "The raised part is usually located around the conductor at the center of the train, giving customers access to two different doors from the raised platform. Each station is different though, so you won't see these raised platforms everywhere. At some stations, the train does pull in even with the platform, so no raised platform is needed."

Ask us a question →

Glamour shot of the week: Now these are the kinds of "cars" we like

We've made a lot of progress on those holes in the ground, i.e. future elevators. Here you see the makings of the "cab" or "car" of one of the two new elevators at 1 Av Station. These are slated to open several months ahead of schedule, in June 2020.   Photo: Trent Reeves  / MTA Capital Construction / December 7, 2019

Construction look-ahead: Week of 12/14/2019

More conduits, more tile. Here's what we’re up to in the week ahead: Continue installing the structural FRP panels near the North 7th fan plant Re-secure the radio signal cases near the North 7th fan plant Continue installing conduit and wire at the new circuit breaker house near 1st Ave; the existing circuit breaker house and the new Avenue B substation Install riser boxes and wire by the Avenue D fan plant Put in new fire alarm devices and wire at the Bedford Av platform Install feeder cables near 1st Ave Continue working on the track cases Continue installing and securing the 2mil negative and positive feeder cable along Bedford Ave and the tunnel lighting cables from Bedford Ave to North 7th St Working from 1 Av towards to tunnel, swap plates and ties, remove and install new contact rail pieces, weld rail and install temporary 3rd rail gap jumper cables Install more of the new support brackets and discharge piping in the pump room and Avenue D fan plant Progress the new platform wall tile at 1 Av Station

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[daveklepper]

Apparently, your own posting had the answer for you.   You possibly posted it without reading it thoroughly?

Byford insisted the problem was with Thales’ product and not the tech itself, because a CBTC system installed by Siemens on the L line has “worked flawlessly.”

 

Wednesday wasn’t the first time Thales’ system on the 7 line has been interrupted by snow gumming up its transponders — it was also shut down Dec. 2, he said.

 

Byford said Thales has known about the problem since March, but has failed to fix it.

 

The company has begun putting covers on the 498 transponders that are out in the open, but Byford said that work isn’t been done fast enough. Eighty were covered after the Dec. 2 malfunction, and 40 more after Wednesday’s mishap, the MTA said.

 

“This failure is wholly inexcusable and constitutes a woeful inability on the part of Thales to address a known issue within an acceptable timeframe,” Byford wrote in a terse letter to Thales executive vice president of ground transportation Millar Crawford.

 

He said he also met Wednesday with Gregoire Sulmont, head of Thales’ New York operations, for “an extremely robust meeting where it was made crystal clear to him that this situation has to be resolved.”

 

A Thales spokesperson said in an email Wednesday that the company was “deeply sorry for the impact this problem has had on New Yorkers.”

 

“All our teams are fully resourced, mobilized and committed to deliver and deploy the solution as quickly as possible,” the statement said.

 

 

 

[blue streak 1]

If the 14th stree new signaling system is the same as the  #7 then there may be pproblems in the future?  #7 had line shut down by snow !

https://nypost.com/2019/12/11/slush-shuts-down-subways-pricey-new-signaling-system/

 

[daveklepper]

Hello there. This is #52. Cue the confetti—happy 1 year anniversary of subway smarts, especially to the 1,552 OG subscribers! We're celebrating something else this week, too: December 4 was World Tunnel Day. Yes it's an actual day, and yes we'll explain what it's all about, including tips on how to celebrate. Plus: How are those bus boarding platforms going?; Why are L trains running every 12 minutes on parts of the line during the weekdays?; Holiday L service reminders; More construction progress.

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Our very own 14th Street Tunnel. Happy World Tunnel Day! Photo: Trent Reeves  / MTA Capital Construction / November 18, 2019

How to celebrate World Tunnel Day

New or old, tunnels of all kinds require mighty feats of engineering, strict safety practices, and...protection from Saint Barbara?  The legend goes that Barbara, a woman who lived in the third century near today’s Istanbul, Turkey, was kept in hiding by her super-rich dad. One day, she escaped, but her dad reported her to the authorities. To avoid being found, she sought refuge with silver miners in Greece, who let her live in the mine shafts.  Unfortunately, the story doesn't have a happy ending (she was allegedly decapitated for maintaining her Christianity). But her tale inspired tunnel-working folk. The Christian church at the time declared her a saint, and miners declared her saint day—December 4—as a day to honor their profession. Today, it's observed worldwide as World Tunnel Day. The British Tunnelling Society took to Twitter to celebrate great tunnelers (sorry "tunnellers" in the UK) and their achievements. In the U.S., Seattle's U-Link project team paused to reflect on their safety practices. In Fort Wayne, Indiana, the Deep Rock Tunnel project team reminded local communities that their most important asset is a tunnel boring machine named MamaJo.  Having tunnel FOMO? We got you. Here are three ways to celebrate: 1. Take a subway through one of our 14 New York City Transit underwater tunnels. Ride an N, R or W train through the Montague Tunnel, which also got a rehab after Superstorm Sandy. Visit the Joralemon Tunnel (originally the Brooklyn-Battery Tunnel), which was the subways' first under-river tunnel and is actually listed on the National Register of Historic Places. And of course, we wouldn't be here if it weren't for the 14th Street Tunnel AKA the Canarsie Tunnel AKA the L tunnel.  2. Expand your worldview and scope out some global tunnels, all without leaving the comfort of your mobile device. Thanks to the British Tunnelling Society, the #WorldTunnelDay hashtag really took off this year. Check it out on Twitter to see these groundbreaking beauties. 3. Say thank you to one of our team members. From the engineers installing the new FRP infrastructure panels in the L tunnel, to the train operators who navigate all of our tunnels, our crews know tunnels—and how to keep you safe while you're in them. Tell them how much you dig what they're doing.

Trip planner: The L gets in the giving spirit for the holidays

How is it December already?! If you're looking ahead a few weeks like we are, here's what you need to know about the upcoming special L schedule around the holidays: Christmas: From 5 a.m. on Christmas Eve to 10 p.m. on December 26, there will be normal L service. On Christmas Day, L trains will run a normal Sunday schedule. New Year's: From 5 a.m. on New Year's Eve to 10 p.m. on January 2, there will be normal L service. On New Year's Day, L trains will run a normal Sunday schedule.  And don't forget about what this means for the M train. On the actual holidays—Thanksgiving Day, Christmas Day, New Year's Day—the M will run its normal route, which is from Metropolitan Av to Delancey-Essex Sts (instead of extending up to 96 St-2 Av).

Bus boarding platforms: 5 down, 1 in progress, 1 more to go

Installing a bus boarding platform is more than just snapping together and drilling in the pieces. Here, a representative from Zicla (the company that makes the platforms) is using a computerized slope-measuring device. We have to create a specific surface level for the platforms to be installed correctly.  Photo: MTA New York City Transit / December 4, 2019

As of yesterday morning, we completed another bus boarding platform, at University Place, eastbound. Now we're on to 6 Av, westbound. Weather willing, we're on schedule to finish this month as promised.  Here's what's done and what's to come: ✔️7 Av westbound ✔️5 Av westbound ✔️Irving Place westbound ✔️ 8 Av westbound ✔️University Place eastbound 6 Av westbound 8 Av eastbound Continue to get the latest status on our progress here: https://new.mta.info/m14sbs/service-changes

Get the latest on bus boarding platform progress →

Customer question of the week

Q: How come the L train has been running on a severely reduced schedule during the week between 10am-11am? A: Remember when we said that part of the L Project is building three new power substations? The substations mean we can run more L trains. That means we need more L train operators. And that means more operators need to be trained for the L's CBTC (communications-based train control) system. As part of that training, operators have to drive actual trains on the actual CBTC line. They can’t do it in a train yard. And until they’re fully up to speed (pun intended), they obviously can’t have riders onboard.     So we do this training at the times when we have low ridership. We keep service going, but with reduced frequency. You said 10am to 11am. The reduction is actually from 11am to 3pm weekdays, from Myrtle-Wyckoff Avs to Rockaway Pkway. There will be one more of these training periods in 2019. Same times, same stretch of track, same 12-minute frequencies, from Dec. 16 to Dec. 20. During those periods, the last stop for every other train from Manhattan will be Myrtle-Wyckoff Avs, with trains beyond that station again at 12-minute intervals. Hot tip: We keep our website updated in real-time with these kinds of planned projects. Check out the subways page here.

Ask us a question →

Glamour shot of the week: Rack 'em up

If you've been reading our weekly "Construction look-ahead" feature (see below), you've likely noticed that we talk about cables a lot. As in, there are a lot of cables. Here, our crews are pulling 2kcmil positive feeder cables from a circuit breaker house to the Q1 track and temporarily securing them. The next step (not pictured) is to secure them with something called "cleats," which are basically mini cable management systems to hold cables in place.   Photo: Trent Reeves  / MTA Capital Construction / November 18, 2019

Construction look-ahead: Week of 12/7/2019

Like we said: lots of conduit work. We're also making progress underground at the new Avenue B substation. Here's our schedule of work for the week ahead: Continue installing new conduit: fire alarm and HVAC in the employee room at 1 Av Station; tunnel lighting; Avenue B substation Install more of the racking system, between the pump room to N 7th St, and splice and strap the new tunnel lighting cables Test communications cables and terminate as needed Replace tube shell wires at the N 7th fan plant Work on the track cases Install new positive gap jumpers and replace negative cables Working from 1 Av towards to tunnel, swap plates and ties, remove and install new contact rail pieces, weld rail and install clips Install insulation at N 7th St  Install more of the new discharge piping in the pump room and remove the old system Work on the new platform wall tile and tactile strips at 1 Av Station

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[daveklepper]

Hi. Short week. But it's not called the "L Project Whenever We Feel Like It." No, this is the L Project Weekly. We'll focus on the big stuff so you can get back to holiday merriment.  Read on for: What's the status of that Union Square escalator?; Did that flooded station entrance have anything to do with post-Superstorm Sandy-strategy? (hint: yes); L train service change tips.

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Yes we purposefully flooded that station entrance. Yes it is a project inspired by Superstorm Sandy.

Did you see your fellow customers' photo of what looked to be a flooded entrance? It started as a simple Twitter question and turned into a super important discussion about resilience and climate change, and how we're tackling it head-on. Long-time readers might recall that we've already covered this in great detail back in L Project Weekly #6 (see "ICYMI: The L is already better prepared for future storms"). But let's do a quick refresher. We tapped the same resilience expert, Steven Loehr, our Recovery and Resiliency Manager. L Project Weekly: So what exactly was in that viral photo?  Steven Loehr: What the customer really saw was an exercise to test a new “flex gate,” one of the many protective measures we’ve put in place to ensure our system can withstand a massive storm. Yes, a la Superstorm Sandy. LPW: What's a "flex gate"?  SL: Flex gates are among the many protective measures we’ve invested in as part of our recovery and resiliency efforts after Superstorm Sandy. They are installed at the top of station stairways and, in advance of a storm, can be unspooled similar to a roll-out swimming pool cover (except unlike a pool, we want all the water to stay above the flex gate, not below!). Every unit must be custom-sized to fit each stair entrance. While they may look like ordinary plastic tarps, they’re actually made of Kevlar, a lightweight and high-strength synthetic material that’s used for body armor and other protective equipment, sports equipment, vehicles and numerous other uses. The flex gates were designed by the same manufacturer that designed and built spacesuits for NASA. LPW: What are the benefits? SL: They can be easily and rapidly deployed (in just a few minutes), they are non-intrusive and are stored within a special enclosure at the station entrance. And, perhaps most importantly, they can withstand up to 14 feet of water. LPW: How far along is New York City Transit in installing them? SL: NYCT has 111 stairways in Category 1 or 2 flood zones at 30 different underground stations. Seventy-two of these stairways will receive flex gates. Others receive marine doors or flood logs, which are other solutions to the same problem. There are 53 flex gates already installed in these flood-vulnerable areas. Retrofitting a stairway with flood protection requires closing it for several weeks, so we’ve been carefully phasing our work to minimize impacts on customers. As flex gates are installed, they are “wet tested” to measure for potential leakage and ensure proper fit, quality, and installation. And that’s precisely what our observant customer spotted in action. LPW: Well...did the station in the photo pass? SL: Yes! This Brooklyn station in the photo passed the test. LPW: So will our readers see any "intentional flooding" at their local L station? SL: We're focused on what is known as the Category 2 flood zones. Interestingly enough, neither 1 Av or Bedford Av has an entrance in that category. But because Williamsburg is a hill, Lorimer St is at a lower elevation than Bedford Av, so we have done more mitigation along that area. But none requiring this kind of flood test. Thanks, Steven! And thanks to ^JLP and our Digital Communications Unit for keeping our customers informed about all the improvements we’re making in our system, L Project and beyond.

Trip planner: Normal L service returns to 8 Av and 6 Av stations

Until 2020, all L stations are back to having service. And in the meantime, you'll get this same normal L service we ran for Thanksgiving for Christmas and New Year's, too.  We're working to coordinate our project schedules now, and we'll share updated information for 2020 soon. Reminder: yes, this includes a full track L closure at some point, so we can finish connecting the power for the three new substations.

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Behind the barricade: What's going on at the Union Square escalator?

We checked in with our project team lead, Bharat Kothari, to get the latest on what's behind the barricade: Where are we with the progress? All of the six pieces of the escalator have been delivered and are placed in position. We were able to even cancel one of the overnight bypasses we had scheduled, because the deliveries went even better than expected. What's going on behind the barricades now? Inspections. We work with the contractors who know the escalator engineering to check on it throughout the project. This way we can make quality adjustments as we go.  What are the next steps and are things on schedule for that Spring 2020 completion? We're doing electrical work in the escalator machine room. This is to make sure that once the escalator is ready, we can hook it up to power and have it up-and-running for customers ASAP. And yes, the project is on track for a Spring 2020 completion.

4 down, 1 in progress, 2 more to go

Our M14 A/D SBS buses are rolling and so is the construction for the new bus boarding platforms along 14th Street. Here's where we are now: ✔️7 Av westbound ✔️5 Av westbound ✔️Irving Place westbound ✔️ 8 Av westbound University Place eastbound 6 Av westbound 8 Av eastbound Continue to get the latest status on our progress here: https://new.mta.info/m14sbs/service-changes

Get the latest on bus boarding platform progress →

Glamour shot of the week: Rooftop views, accessibility edition

Going (way) up. We spent some time on Brooklyn rooftops so you could get a better view of our progress. Here is the northeast corner of N 7 and Bedford Ave where we are installing a new stairway and elevator, which will make the Bedford Av Station accessible and fully ADA-compliant.    Photo: Trent Reeves  / MTA Capital Construction / November 22, 2019

Construction look-ahead: Week of 11/30/19

We were off Wednesday and Thursday, so we're making up for it with a big push this week ahead. Here's what we're doing: Continue installing new conduit: fire alarm and lighting conduit at Bedford Av; lighting and receptacles at 1 Av; equipment at Avenue B substation; transponders in one zone Install the racking system near the Avenue D fan plant Continue working on the trackwall tile and painting at Bedford Av Install new fire alarm horn and emergency strobe lighting at Bedford Av Install negative jumper cables Install riser boxes and wire in two areas Install brackets and splice and strap new tunnel lighting cables from Avenue D to the pump room Continue new rail installation: weld rail in two locations; swap plates and ties from 1st Avenue to Avenue D; remove and install new contact rail pieces from 1st Avenue to Avenue D; chop for riser boxes; chop for two 3rd rail ties for the end approaches; install 84C contact rail Install discharge pipe from the pump room to Avenue D and in the pump room Install more new tile at Bedford Av

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