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Chapter 3: Description of Construction Methods and Activities A. INTRODUCTION
Chapter 3: Description of Construction Methods and Activities A. INTRODUCTION This chapter describes the construction process for the Second Avenue Subway. Potential envi- ronmental impacts that could result from its construction, as well as mitigation measures to lessen their effects, are discussed in subsequent technical chapters. A preliminary sequencing plan for the proposed construction activities is also identified, although this plan could still change as engineering evolves and depending on the availability of funding. At this time, design of the Second Avenue Subway is still ongoing, and will continue to evolve over the next year. Consequently, this Final Environmental Impact Statement (FEIS) assesses the range of construction methods and activities that may be required, using a reasonable worst case approach throughout to describe potential impacts. In other words, where a variety of construction techniques could reasonably be used to build a particular project element, the method that would result in the worst overall impacts is the one that has been selected for analysis. The Second Avenue Subway would consist largely of twin tunnels with outside diameters of up to 23½ feet. (The tunnels described in the SDEIS would have had outside diameters of 21 feet.) Each tunnel would be approximately 8.5 miles long, running from East Harlem to Lower Manhattan. Sixteen new stations, numerous fan plants and ventilation cooling facilities, pumping stations, electrical power substations, new train storage yards, and various other elements would also be built. As described later in this chapter, where possible, construction would take place underground to minimize disruptions at the surface. Between approximately 92nd and 4th Streets (instead of 6th Street as described in the SDEIS), and again from Maiden Lane south, where Manhattan’s hard bedrock is relatively close to the surface, tunnels and stations would mostly be constructed underground in the rock, by one of several mining techniques. -
Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn
Bus Timetable Effective as of September 1, 2019 New York City Transit Q54 Local Service a Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn If you think your bus operator deserves an Apple Award — our special recognition for service, courtesy and professionalism — call 511 and give us the badge or bus number. Fares – MetroCard® is accepted for all MTA New York City trains (including Staten Island Railway - SIR), and, local, Limited-Stop and +SelectBusService buses (at MetroCard fare collection machines). Express buses only accept 7-Day Express Bus Plus MetroCard or Pay-Per-Ride MetroCard. All of our buses and +SelectBusService Coin Fare Collector machines accept exact fare in coins. Dollar bills, pennies, and half-dollar coins are not accepted. Free Transfers – Unlimited Ride MetroCard permits free transfers to all but our express buses (between subway and local bus, local bus and local bus etc.) Pay-Per-Ride MetroCard allows one free transfer of equal or lesser value if you complete your transfer within two hours of the time you pay your full fare with the same MetroCard. If you pay your local bus fare with coins, ask for a free electronic paper transfer to use on another local bus. Reduced-Fare Benefits – You are eligible for reduced-fare benefits if you are at least 65 years of age or have a qualifying disability. Benefits are available (except on peak-hour express buses) with proper identification, including Reduced-Fare MetroCard or Medicare card (Medicaid cards do not qualify). Children – The subway, SIR, local, Limited-Stop, and +SelectBusService buses permit up to three children, 44 inches tall and under to ride free when accompanied by an adult paying full fare. -
Program Exception Application Instructions
OFFICE OF PUPIL TRANSPORTATION 44-36 Vernon Boulevard 6th Floor Long Island City, N.Y. 11101 (718) 392-8855 Program Exception Application Instructions Principals should use the attached application to request Special Program MetroCards (X-1 cards that are valid only for two trips on a bus or subway) for students who are participating in approved programs held outside of normal school hours or at locations other than the student’s regular school. These cards are also available to provide travel training for special education students who may have difficulty managing with a regular student MetroCard. These are the only authorized uses for these cards. Special Program MetroCards are not intended to be distributed for occasional use by students who lose their regular card or for field trips. The DOE’s transportation eligibility rules may be found on the Web site of the Office of Pupil Transportation (OPT) at: http://schools.nyc.gov/Offices/Transportation/ServicesandEligibility/BusTransportation and should be reviewed before Special Program cards are requested or distributed to pupils. Special Program MetroCards should be provided only to students who meet one or more of the conditions described above. In order for OPT to process your request the attached application is required. When completing the application please remember to: • Type or print clearly and complete all required information •Sign the form—principal’s signature is required, a stamped signature is not acceptable •Complete only one application per school year; do not submit -
A Retrospective of Preservation Practice and the New York City Subway System
Under the Big Apple: a Retrospective of Preservation Practice and the New York City Subway System by Emma Marie Waterloo This thesis/dissertation document has been electronically approved by the following individuals: Tomlan,Michael Andrew (Chairperson) Chusid,Jeffrey M. (Minor Member) UNDER THE BIG APPLE: A RETROSPECTIVE OF PRESERVATION PRACTICE AND THE NEW YORK CITY SUBWAY SYSTEM A Thesis Presented to the Faculty of the Graduate School of Cornell University In Partial Fulfillment of the Requirements for the Degree of Master of Arts by Emma Marie Waterloo August 2010 © 2010 Emma Marie Waterloo ABSTRACT The New York City Subway system is one of the most iconic, most extensive, and most influential train networks in America. In operation for over 100 years, this engineering marvel dictated development patterns in upper Manhattan, Brooklyn, and the Bronx. The interior station designs of the different lines chronicle the changing architectural fashion of the aboveground world from the turn of the century through the 1940s. Many prominent architects have designed the stations over the years, including the earliest stations by Heins and LaFarge. However, the conversation about preservation surrounding the historic resource has only begun in earnest in the past twenty years. It is the system’s very heritage that creates its preservation controversies. After World War II, the rapid transit system suffered from several decades of neglect and deferred maintenance as ridership fell and violent crime rose. At the height of the subway’s degradation in 1979, the decision to celebrate the seventy-fifth anniversary of the opening of the subway with a local landmark designation was unusual. -
Implementation Plan for Sustainable Development in the New York - Connecticut Metropolitan Region
Implementation Plan for Sustainable Development in the New York - Connecticut Metropolitan Region MAY 30, 2014 DRAFT: June 2, 2014 - 13:33 SCI Implementation Plan Draft 20140602_final.indd 1 About the New York-Connecticut Sustainable Communities Consortium NY-CT Sustainable Communities Consortium The New York – Connecticut Sustainable Communities Consortium is supported by a U.S. Department of Housing and Urban Development (HUD) Office of Sustainable Housing and Communities Regional Planning Grant. The Sustainable Communities Regional Planning Grant program is a key initiative of the Partnership for Sustainable Communities, a federal partnership joining the U.S. Environmental Protection Agency, U.S. Department of Transportation, and HUD with a shared mission to coordinate federal housing, transportation, water, and other infrastructure investments to make neighborhoods more prosperous, allow people to live closer to jobs, save households time and money, and reduce pollution . Partners in the NY-CT Sustainable Communities Consortium An Advisory Board was formed to monitor the progress of include cities, counties, metropolitan planning organizations, Consortium activities, provide recommendations, and review and non-profit organizations across Long Island, New York City, and comment on Consortium work programs. Advisory lower Hudson Valley, and coastal Connecticut: Board members include both governmental agencies and non- governmental organizations in the tri-state New York/New Regional Plan Association, partner and fiduciary agent Jersey/Connecticut -
The Bulletin R-42S MAKE THEIR FINAL, FINAL RUN Published by the Electric Railroaders’ Association, Inc
ERA BULLETIN — MARCH, 2020 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 63, No. 3 March, 2020 The Bulletin R-42S MAKE THEIR FINAL, FINAL RUN Published by the Electric Railroaders’ Association, Inc. P. O. Box 3323 Grand Central Station New York, NY 10163 For general inquiries, or Bulletin submissions, contact us at bulletin@erausa. org or on our website at erausa. org/contact Editorial Staff: Jeffrey Erlitz Editor-in-Chief Ronald Yee Tri-State News and Commuter Rail Editor Alexander Ivanoff North American and World News Editor David Ross Production Manager Copyright © 2019 ERA This Month’s Cover Photo: Second Avenue Elevated, looking north from 34th The R-42s are seen at Hammels Wye on the last trip northbound from Far Rockaway-Mott Av to Inwood-207 St. Street in about 1937, pho- Marc A. Hermann photograph tographer unknown. MTA New York City Transit retired the last thusiasts joined MTA Chairman and CEO remaining R-42 subway cars from service Patrick J. Foye and NYC Transit President today, ending a 51-year run. The cars have Andy Byford riding the last R-42 in passen- been used on two dozen lines, each traveling ger service. more than seven million miles. They had a “These cars have served the MTA well as a memorable role in an iconic car-vs.-train reliable fleet over the last 50 years,” said Sal- In This Issue: chase in the classic 1971 film French Con- ly Librera, Senior Vice President, Department LIRR Main Line nection. of Subways for New York City Transit. “As Third-Track The final run followed a send-off ceremony technology advances, we’re looking to mod- at the New York Transit Museum, and was ernize our fleet of subway cars to best serve Project Update scheduled to proceed through a final trip on New Yorkers.” …Page 3 the A line from Euclid Av to Far Rockaway (Continued on page 2) to 207 St, before returning to Euclid Av to close its doors for the last time. -
D. Rail Transit
Chapter 9: Transportation (Rail Transit) D. RAIL TRANSIT EXISTING CONDITIONS The subway lines in the study area are shown in Figures 9D-1 through 9D-5. As shown, most of the lines either serve only portions of the study area in the north-south direction or serve the study area in an east-west direction. Only one line, the Lexington Avenue line, serves the entire study area in the north-south direction. More importantly, subway service on the East Side of Manhattan is concentrated on Lexington Avenue and west of Allen Street, while most of the population on the East Side is concentrated east of Third Avenue. As a result, a large portion of the study area population is underserved by the current subway service. The following sections describe the study area's primary, secondary, and other subway service. SERVICE PROVIDED Primary Subway Service The Lexington Avenue line (Nos. 4, 5, and 6 routes) is the only rapid transit service that traverses the entire length of the East Side of Manhattan in the north-south direction. Within Manhattan, southbound service on the Nos. 4, 5 and 6 routes begins at 125th Street (fed from points in the Bronx). Local service on the southbound No. 6 route ends at the Brooklyn Bridge station and the last express stop within Manhattan on the Nos. 4 and 5 routes is at the Bowling Green station (service continues into Brooklyn). Nine of the 23 stations on the Lexington Avenue line within Manhattan are express stops. Five of these express stations also provide transfer opportunities to the other subway lines within the study area. -
2000 LIRR Report Card Results of the Annual, Independent Rider Survey from the Long Island Rail Road Commuters' Council
The 2000 LIRR Report Card Results of the Annual, Independent Rider Survey from the Long Island Rail Road Commuters' Council Michael T. Doyle Associate Director Joshua Schank Transportation Planner October 2000 Long Island Rail Road Commuters' Council 347 Madison Avenue, New York, NY 10017 (212) 878-7087 • www.lirrcc.org © 2000 LIRRCC Acknowledgements The authors would like to thank the members of the LIRRCC for their invaluable efforts in performing survey research in the field, and the Long Island Rail Road for its cooperation during survey activities. The authors also gratefully acknowledge technical assistance provided by former PCAC Associate Director Alan Foster. The Long Island Rail Road Commuters' Council (LIRRCC) is the legislatively mandated representative of the ridership of MTA Long Island Rail Road. Our 12 volunteer members are regular users of the LIRR system and are appointed by the Governor upon the recommendation of the Nassau and Suffolk County Executives, and Brooklyn and Queens Borough Presidents. The Council is an affiliate of the Permanent Citizens Advisory Committee to the MTA (PCAC). For more information, please visit our website: www.lirrcc.org. Table of Contents Executive Summary 1 Methodology 3 Results for Performance Indicators 5 Systemwide Results 5 Results by Branch 10 Results for Customer Comments 17 Systemwide Results 17 Results by Branch 20 Representative Customer Comments 25 Service Delivery 25 Service Requirements 25 Scheduling 28 On-Time Performance 31 Operations 32 Maintenance of Service During Severe -
COMPETITIVE PUBLIC CONTRACTS Eric M. Singer INTRODUCTION
COPYRIGHT © 2016, VIRGINIA LAW REVIEW ASSOCIATION COMPETITIVE PUBLIC CONTRACTS Eric M. Singer* INTRODUCTION .................................................................................... 1298 I. THE GOVERNMENT’S CONTRACT-REMEDIES PROBLEM ................. 1305 A. Background ............................................................................ 1305 B. The Problem with Money Damages ....................................... 1310 C. The Problem with Vendor Screening and Oversight ............. 1314 D. The Problem with Relational Contracts. ............................... 1319 II. COMPETITIVE DUAL SOURCING AS CONTRACT ENFORCEMENT ..... 1322 A. Competitive Dual Sourcing Explained .................................. 1322 B. Variations .............................................................................. 1326 1. Geographic Division ....................................................... 1326 2. Operational Division: New York Subway ....................... 1328 3. Division by Competition: First Transcontinental Railroad ........................................................................... 1330 4. Temporal Division ........................................................... 1332 5. Substitution ...................................................................... 1335 6. Variations in Shifting Mechanisms.................................. 1336 C. Competitive Dual Sourcing versus Performance Bonds ....... 1338 III. IMPLEMENTING COMPETITIVE DUAL SOURCING ............................ 1342 A. Agent Incentives .................................................................... -
The Backbone of the Metropolis How the Development of Rapid Transit Determined the Becoming of the New York City Metropolis
The Backbone of the Metropolis How the development of rapid transit determined the becoming of the New York City Metropolis. History Thesis By: Pieter Schreurs Student number: 1090526 Email: [email protected] Telephone: 31(0)6-21256096 Tutor: Prof.Dr. Franziska Bollerey Date: July 2008 Cover image: “The Subway”, by George Tooker 1950, Egg tempera on composition board, Collection of Whitney Museum of American Art Source: “Subway City; Riding the trains, reading New York”; Brooks, 1997 The Backbone of the Metropolis How the development of rapid transit determined the becoming of the New York City Metropolis. History Thesis By: Pieter Schreurs Student number: 1090526 Email: [email protected] Telephone: 31(0)6-21256096 Tutor: Prof.Dr. Franziska Bollerey Date: July 2008 Image 1: The Network of Parkways. In the 1920s and 30s Robert Moses developed and intricate network of park ways around New York City. These were designed for the Joy of driving. Source: “The Power Broker”; Caro, 1975 4 Introduction Grade separated urban rapid transit and the metropolis: knowledge of what is in between this location and the previous one. users underground and re-emerge them to completely different parts of the city, without According to James Crawford, “…Transport technology has always affected both the growth and form of cities, and each new transport mode has left its stamp on urban form. When a New York, New York: new model is adopted, existing urban areas are forced into new uses and ever new forms and new development is arranged in accordance with the demands and capabilities of the In researching the development of rapid transit systems in relation to the development new mode...“ (Crawford, 2000, p. -
October 5, 2016 Veronique Hakim President, New York City Transit
UNITED STATES HOUSE THE NEW YORK THE NEW YORK THE COUNCIL OF THE OF REPRESENTATIVES STATE SENATE STATE ASSEMBLY CITY OF NEW YORK October 5, 2016 Veronique Hakim President, New York City Transit Metropolitan Transportation Authority 2 Broadway New York, NY 1004 Dear President Hakim, Please restore the M15 Select Bus Service at 72nd Street. The M15 Limited stopped at 72nd Street until it was phased out in favor of M15 Select Bus Service. With high bus-dependent populations, infrequent local service, crosstown bus service, hospitals, community support and opening of the Second Avenue Subway with a station at 72nd Street, now is the perfect opportunity to increase ridership by restoring M15 Select Bus Service at 72nd Street. 72nd Street Only Location Omitted from Select Bus Service When Select Bus Service was introduced to First and Second Avenues on the M15 route, Select Bus Stations replaced Limited Service stops in every location above Houston Street other than East 72nd Street. Since October 2010, residents living in the East 72nd Street area, for example at 73rd off York Avenue, now must choose between walking three avenues and six blocks, more than half a mile, to a Select Bus Service bus station at 67th or 79th Streets and Second Avenue, versus half that distance to 72nd Street. Walking more than half a mile in both directions is simply too far for many residents. High Concentration of Seniors and Children Need Select Bus Service at 72nd Street The neighborhood that would be served by a Select Bus Service station at 72nd Street includes Census Tracts in Manhattan number 124, 126, 132, and 134 spanning from 69th to 79th between 3rd Avenue and the East River with a population of 44,756, one of the highest near any Select Bus station: 8,679 or 32.7% of households include children (under 18) or seniors (65 and over) who may rely on bus service due to age: o 3,326 or 12.5% of households have children under 18 years-old. -
Leisure Pass Group
Explorer Guidebook Empire State Building Attraction status as of Sep 18, 2020: Open Advanced reservations are required. You will not be able to enter the Observatory without a timed reservation. Please visit the Empire State Building's website to book a date and time. You will need to have your pass number to hand when making your reservation. Getting in: please arrive with both your Reservation Confirmation and your pass. To gain access to the building, you will be asked to present your Empire State Building reservation confirmation. Your reservation confirmation is not your admission ticket. To gain entry to the Observatory after entering the building, you will need to present your pass for scanning. Please note: In light of COVID-19, we recommend you read the Empire State Building's safety guidelines ahead of your visit. Good to knows: Free high-speed Wi-Fi Eight in-building dining options Signage available in nine languages - English, Spanish, French, German, Italian, Portuguese, Japanese, Korean, and Mandarin Hours of Operation From August: Daily - 11AM-11PM Closings & Holidays Open 365 days a year. Getting There Address 20 West 34th Street (between 5th & 6th Avenue) New York, NY 10118 US Closest Subway Stop 6 train to 33rd Street; R, N, Q, B, D, M, F trains to 34th Street/Herald Square; 1, 2, or 3 trains to 34th Street/Penn Station. The Empire State Building is walking distance from Penn Station, Herald Square, Grand Central Station, and Times Square, less than one block from 34th St subway stop. Top of the Rock Observatory Attraction status as of Sep 18, 2020: Open Getting In: Use the Rockefeller Plaza entrance on 50th Street (between 5th and 6th Avenues).