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admin 14.12.2014

Two of the perks of being college professors are that we don't usually have to ride the subway during rush hour and we get to tell the truth about politicians.
The first section of the line, a 1.5 mile segment from 96 Street to 63 Street should open by 2017 after nearly a century of false starts.
The Lexington Avenue Line is the only subway on Manhattan's east side and it already carries more passengers than the combined ridership of San Francisco, Chicago, and Boston's entire transit systems. When it is complete, the Second Avenue subway will be 8.5 miles long extending from East Harlem down to Lower Manhattan.
Our esteemed city leaders promised a working Second Avenue line in the 1920s, '30s, '40s, '50s, '60s, '70s, '90s, and 2000s.
The most recent incarnation of the Second Avenue Subway was born about 15 years ago when the MTA did something smart. The state and city are now facing a major dilemma about beginning the second stage to 125 Street. The governor, who controls the MTA board of directors, will make the final decision about its capital program. Our guess is that he is going to announce that New York is still committed to building stage two, but he is going to take away nearly all the funds allocated for it. If that doesn't sound like a good way to travel on the East Side in the future - and it sounds awful to us - you might want to consider calling your elected representatives. Plotch is an assistant professor of political science and director of the Masters in Public Administration program at Saint Peter's University in Jersey City. Bloom is associate professor at the New York Institute of Technology where he is also Chair of Urban Administration and Interdisciplinary Studies. Gotham Gazette is published by Citizens Union Foundation and is made possible by support from the Robert Sterling Clark Foundation, the John S. Recognizing that public policy making involves choice, not submission to inevitable facts of life that always have been and always need to be.
The big change I would make to Phase 2 potentially extend it (possibly as a Phase 2A) all the way across 125th Street that would take the line to most likely an elevated station at 12th Avenue-Broadway with connections to ALL of the other lines that run across 125th AND if such were underground, also having a connection to the 8th Avenue line at 125th Street that would give the MTA much greater flexibility. Going all the way across 125th would give the MTA a lot of flexibility, plus provide subway access from the east side to Columbia University, which by the time such a line reached 125th Street-12th Avenue would likely have completed its expansion. Yes, extending Phase 2 all the way to the 1 Train at Broadway and the new Columbia campus would get far more rider bang for the buck. Let me be the first to suggest an extension all the way past Broadway to the West Harlem Piers.
But if that fault really lets go, the impact on the subways will be the least of our problems.
One could argue that the subway would probably prove more of a risk, since if it caves in it takes the street above with it. Actually, its not feasible to do 125 St Crosstown since around Lenox Avenue subway tunnel its below the water table. Do some research, the area around Lenox Av subway tunnel is below the water table and have been documented in the 90s. Most of the new tunnels being built have been built below the water table (Water Tunnel No.
The water table is a non-issue when it comes to tunnel construction – otherwise, none of the Netherlands would have tunnels or foundations for buildings. From a pure planning perspective that ignores funding and politics, I don’t see why not both.
I see a lot of back and forth as to how feasible it would be to go across 125th… but it should go up 3rd Ave. You could probably phase the Third Av line as such – 125th to 149th, 149th to Fordham, and Fordham to Gun Hill Rd (or wherever it terminates).
Looking back at those comments, its hilarious how so many posters just lay it on her just because she’s a politician.
Wake me up when federal support for SAS Phase 2 makes it to any bill that even gets taken up by committee.


In general, the New York delegation has been good about securing funding for local transit projects, as well as securing money for a study of the Cross-Harbor Freight Tunnel.
Schumer may not believe in the spooky stuff King does, but he really isn’t much better than an influence peddler who sometimes brings home the bacon. I believe because its primary driving force is not to promote greater ridership from uncharted territories, so much as it is to relieve some of the southbound burden on the 4,5,6 Lines – which already pulls ridership from throughout the Bronx. If you look closely at the map, there’s a little stub extending north where SAS Phase 2 turns west.
The real estate lobby, as they made explicitly clear last night, view SAS as a vanity project and would rather support investments like the 7 line instead. Bronx and Harlem are not nearly as attractive in terms of real estates, and in addition they are already well served by mass transit so the boost to value won’t be nearly as noticeable. Maybe the ridership isn’t there for a subway, but the wishes of real estate people is no excuse. The MTA is able to bond based on projected revenues, and riders pay 77% of operational expenses, the most of any agency in North America. 125th Street would be the most logical location for one, with Manhattan just as wide there as downtown. Its well-served from the sense that anyone who needs to take a subway to get to that area can do it. For those of you who do have to deal with the morning crush, we have both good and bad news about the mythical Second Avenue Subway. This new Upper East Side line is expected to carry about 200,000 riders per day, a higher ridership than Los Angeles's 17 mile subway system. During peak periods, passengers so crowd the subway cars and platforms that they are slowing down trains at stations, reducing the number of trains that the MTA can operate, and making the crowded conditions even worse. It's a shame that so many politicians made these promises because if they had been more realistic, the city might never have torn down the elevated train lines that once ran above Second and Third Avenues from the Bronx to the Lower Manhattan.
Well, unless you're young enough that a parent is still packing you peanut butter and jelly sandwiches for school every day - maybe not in your lifetime.
Its planners made sure the line would be built in stages so that each stage would have benefits even if the whole line was never completed. The MTA is facing a massive $14 billion hole in its five-year capital program and already has over $34 billion in outstanding debt even before it begins the next phase of the Second Avenue. First, the city is continuing to encourage both new residential and commercial growth along the east side. The MTA could replace fewer subway cars, fix up fewer subway stations, or buy fewer new buses. The MTA can hire "oshiyas," outfit them in snazzy uniforms and white gloves, and have them push people onto overcrowded rush hour trains. He is the former director of World Trade Center Redevelopment and Special Projects for the Lower Manhattan Development Corporation, and the former manager of planning for New York's Metropolitan Transportation Authority. By connecting all the north-south lines would allow anyone going to and from north of Midtown an easy connection to any destination near 2nd Avenue. DOT did do outreach, but apparently there were only one or two people at the DOT meetings from the transportation community, let alone the full board. There’s no question that businesses are harmed in the short-term by construction, though the MTA does try to cover those losses. Nicholas Avenue, since the topography there is still gentle enough so the IND was able to keep the Eighth Avenue subway underground, as opposed to the elevated 1 train trestle over Manhattan Valley (getting it over to there would also permit a connection to the line north of 125th Street, where the six-track layout already is in place. Many authoritarian parties might be be delusional enough to stick a known terrorist sympathizer on an ostensibly anti-terrorism committee, but the Republikans are nutty enough to go so far as to make him chairman.
That stub will contain switches and tail tracks allowing a future northward extension to the Bronx (call it Phase 5). Somewhere along the line people in both political power & in the real estate field have forgotten that importent lessen. Due to mobilization, connection and elimination of spoils issues, the price of doing it later will more than triple.


It will connect with the Q train so that you will be able to travel from 96 Street down Second Avenue, west across 63 Street and then down Broadway without having to transfer.
Once the first section of the Second Avenue Subway is completed, the Lexington Avenue Line trains will not only be less crowded, but also more reliable and faster. Likewise, the MTA would not have started construction in the 1970s only to abandon tunnels a few years later.
Second, the MTA is completing construction of the East Side Access project that will connect the Long Island Rail Road with Grand Central Terminal where thousands of riders every day will transfer to the 42 Street station on the Lexington Avenue line.
It might have to postpone plans to replace tracks, signals, and its other critical and aging infrastructure. Cuomo will never get credit for having the idea to build the Second Avenue Subway line and he will not be in office long enough to take credit for its completion. Some reasons why comments might get deleted: inappropriate or offensive content, off-topic remarks or spam.
Subway report card and issued a call for someone to take on the mantle of championing Phase II of the four-part project. This analysis, which considers lessons learned in constructing Phase 1 as well as changes to land use and population that may have occurred since 2004, will help us determine whether additional environmental review is needed and also will inform the Phase 2 cost estimate. It is a move that likely will see costs exceed what they should have been, but it was also a move that allowed Phase 1 to move forward. There needn’t even be any blasting, because the bedrock there is deeper than the subway would be. Pent up transit demand in Harlem shouldn’t be left atrophied on crosstown buses because a few rich people want to make more money on the far west side.
So the real estate lobby can, indeed, shove it unless they’re willing to put their money where their mouth is and help fund a subway project. You will never have to actually ride under Second Avenue to appreciate its benefits though, because this segment will reduce congestion on the Lexington Avenue Line's overcrowded 4, 5, and 6 trains by more than 10 percent. The third station will provide the most benefits: 125 Street at Lexington Avenue where passengers will be able to connect with both the Lexington Avenue line and Metro-North Railroad. He is also talking about another megaproject– an elevated train connection to LaGuardia Airport. The $1.5 billion proposal for just starting the next phase of the Second Avenue Subway will clearly be one of his biggest targets.
Maloney and her office took exception to my angle, and yesterday, I’ve learned that Phase II may be inching closer toward a reality than we previous knew.
I want to make sure the MTA is beginning to put together its funding so that it can begin to build Phase II as soon as Phase I is completed. What design work, if any, is required before the MTA can execute a full funding grant agreement with the feds? Much of the tunnel segments exist, and the engineering challenges that the project faces south of 63rd St. Will that initial section essentially on auto-pilot, MTA planners should be moving forward on Phase 2, and if Maloney, a representative from the area who has come to recognize the subway’s benefits, can serve as a prod and champion, so much the better. Nick from the Upper West Side to 125th is gentler than the dip on Broadway from Morningside Heights to 125th is not.
Since he has already called the MTA capital program bloated, it is clear he is going to be making cuts. Nick can and should continue to Broadway, for the transfer to the 1 and Morningside Heights.




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