MTA River Crossings

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Harlem River Lift Bridge (1955) 750,000 daily riders Closed for trains 3 days Unable to open Bridge for ships 10 weeks MTA River Crossings damaged by Superstorm Sandy 53 Street Tube (1933) 1 mile long 275,000 daily riders 500,000 gallons of saltwater THE Closed 7 days BRONX Steinway Tube (1910’s) 1.1 miles long 200,000 daily riders 1 million gallons of saltwater Closed 6 days Queens-Midtown Tunnel (1940) Harlem River Lift Bridge 1.2 miles long 81,000 daily vehicles and 1,100 buses 12 million gallons of saltwater 10 days to fully open LIRR East River Tunnels (1910) 2.4 miles long 226,000 daily riders (LIRR+Amtrak) 13.6 million gallons of saltwater 12 days to fully open QUEENS Greenpoint Tube (1930’s) 4,000 feet long 55,000 daily riders 3 million gallons of saltwater Closed 10 days MANHATTAN Canarsie Tube (1920’s) 53 Street Tube 1.4 miles long 200,000 daily riders 7 million gallons of saltwater Steinway Tube Closed 11 days Queens-Midtown Tunnel Rutgers Tube (1930’s) 1 mile long LIRR East River Tunnels 130,000 daily riders Greenpoint Tube 1.5 million gallons of saltwater New York City Closed 7 days Cranberry Tube (1930’s) Canarsie Tube 1.6 miles long 230,000 daily riders 1.5 million gallons of saltwater Closed 7 days BROOKLYN Clark Tube (1910’s) 1.2 miles long 145,000 daily riders Rutgers Tube .5 million gallons of saltwater Closed 6 days Montague Tube (1920’s) 1.9 miles long Cranberry Tube 65,000 (pre-storm) daily riders 27 million gallons of saltwater Closed 53 days Clark Tube Montague Tube Brooklyn-Battery Tunnel/ Hugh L. Carey Tunnel (1950) 1.7 miles long 47,700 daily vehicles and 3,100 buses Brooklyn-Battery Tunnel/ 60 million gallons of saltwater Hugh L. Carey Tunnel 21 days to fully open Rockaway Rockaway Line (1950’s) Line 3.5 miles long 31,000 daily riders (pre-Sandy) Closed 7 months.

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MTA Construction & Development, the Group Within the Agency Responsible for All Capital Construction Work
NYS Senate East Side Access/East River Tunnels Oversight Hearing May 7, 2021 Opening / Acknowledgements Good morning. My name is Janno Lieber, and I am the President of MTA Construction & Development, the group within the agency responsible for all capital construction work. I want to thank Chair Comrie and Chair Kennedy for the invitation to speak with you all about some of our key MTA infrastructure projects, especially those where we overlap with Amtrak. Mass transit is the lifeblood of New York, and we need a strong system to power our recovery from this unprecedented crisis. Under the leadership of Governor Cuomo, New York has demonstrated national leadership by investing in transformational mega-projects like Moynihan Station, Second Avenue Subway, East Side Access, Third Track, and most recently, Metro-North Penn Station Access, which we want to begin building this year. But there is much more to be done, and more investment is needed. We have a once-in-a-generation infrastructure opportunity with the new administration in Washington – and we thank President Biden, Secretary Buttigieg and Senate Majority Leader, Chuck Schumer, for their support. It’s a new day to advance transit projects that will turbo-charge the post-COVID economy and address overdue challenges of social equity and climate change. East Side Access Today we are on the cusp of a transformational upgrade to our commuter railroads due to several key projects. Top of the list is East Side Access. I’m pleased to report that it is on target for completion by the end of 2022 as planned.
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Project Description
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U.S. Department of The Inspector general Office of Inspector General Transportation Washington, D.C. 20590 Office of the Secretary Of Transportation December 18, 2000 The Honorable Frank Wolf Chairman, Subcommittee on Transportation and Related Agencies Committee on Appropriations United States House of Representatives Washington, DC 20515 Dear Mr. Chairman: In response to your letter of November 15, 2000, the Office of Inspector General initiated a follow-up review of the Pennsylvania Station Redevelopment Project and conditions in the tunnels below the station. Your letter requested updated information in five specific areas: (1) the status of required emergency safety repairs and life-safety improvements in the river tunnels leading into the station; (2) the feasibility of expediting life-safety improvements so that these necessary repairs can be completed at the same time the station redevelopment project is concluded; (3) the costs to complete this work earlier than the 2014 timeline currently agreed to by Amtrak, Long Island Rail Road, and the New Jersey Transit Corporation; (4) the current cost, scope, funding, and timetable of the Pennsylvania Station Redevelopment Project; and (5) recent problems facing the project that may have resulted in cost growth or slippage in the project’s completion date. We have completed this review and this letter will serve to communicate our results. We wish to extend a special thank you to the Fire Department of the City of New York, whose assistance was invaluable in responding to your questions. Many of their opinions were expressed in correspondence dated November 28, 2000, which we have included as an enclosure to this letter.
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PCAC Testimony – East River Tunnels Hearing 5.7.2021
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And Description of the Preferred Alternative
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ni tnousaiid iiitd <>in\\<>il<l-\\ id<- Subjects fejjgtvM RAILROAD Il&siiifims m NEW YORK CITY Triumph of Railroad Engineering, Architecture and Construction ^ In bringing its tracks into the very heart of the retail- business district of New York City, close to the great hotels and theatres of the metropolis, the Pennsylvania Railroad Company has wrought a great triumph of rail- road engineering at a special outlay of $90,000,000, entirely apart from the cost of the Hudson River (McAdoo) Tunnels. The problem was not to spring a bridge over the mile- wide Hudson River — shipping for- bade that comparatively simple linking of the city to the continent. It" was underneath the river that the engineers sought ingress to the city, and in place of stable rock they encountered shifting silt. But great steel shields were forced forward by hydraulic power from shafts at either end, cast-iron and concrete lined the twin-bores, steel pillars were sunk to bed-rock to support the tubes, and now the Pennsylvania has two tracks right into the centre of New York City — the great metropolis that dominates America. SEE BACK COVER Cbe Pennsylvania Railroad Tunnels By WILLIAM WIRT MILLS ENTRANCE of the Pennsylvania Rail- station (p. 15) at a depth of 40 ft.; at 7th road into New York City was first pro- Ave. the tracks, converging into six, enter posed by Alexander three-track tunnels, one under 2d St. and J. Cassatt, president 3 of the company, in his annual report to the one under 33d; near 6th Ave., at a depth cf ft.
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