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NYC Transit is boosting the ranks of its station announcers - workers with five-star diction who give arrival information, service disruption updates and safety tips. Announcer Scott Prendergast, who trains successful candidates, said demeanor and attitude also are key. Just 33 announcers were culled from NYC Transit’s pool of subway conductors and motormen and they cover 15 posts. From each post, an announcer broadcasts to a single section of the system that can contain between four and 22 stations. About one-third of the 468 stations gets information piped in from the Rail Control Center. The ones in the Dedicated Announcers program aren’t plugged into a central communications center. Jesse Watkins was at the microphone Tuesday in the Times Square tower - a glass booth on the end of the No. We've sent you a confirmation email, please click on the link in the email to confirm your subscription.
A Henry Raudenbush photograph of a 7-car train of the old Joint Service cars, nicknamed the "Red McAdoo's", approaching Journal Square from the Portals in the mid-1950s.
The idea of building a tunnel under the Hudson River was conceived in the 1860s as lower Manhattan became heavily congested. By the selling of bonds by the Hudson Companies, money was provided to continue the construction of the tunnel. The Hudson Companies began work in 1902 under the river, with the agreement that the firm would turn the tunnels over to Mr. When the company began the second uptown tube, enormous hydraulic jacks pushed a shield through the mud at the rate of seventy-two feet a day.
However, the tunnel engineers ran into difficulty when a reef was encountered on the Manhattan side of the river. As public interest in the project continued to rise, and as work progressed on the tubes and the cut and cover excavation along Sixth Avenue in New York City, Mr.
The west end of the Summit Avenue (now Journal Square), Jersey City station of the H&M, 1911.
While construction continued, the Hudson Companies' Board of Directors was being increased by some of the wealthiest men in New York. The years 1906 and 1907 saw the completion of the uptown stations between Christopher Street and 19th Street, the arrival of equipment (delivered after testing on New York's Second Avenue Elevated Line), and the start of construction on the downtown tunnels.
The Hudson Companies spent the first two months of 1908 testing the trains on the Second Avenue Elevated, and running them through the Tubes loaded with enough sandbags to equal the weight of a full load of passengers. Artist's rendering of the proposed Journal Square station with yard, PRR steam tracks, and trolley loop. At 3:30 on the afternoon of February 25, 1908, a long line of invited dignitaries entered the 19th Street Station for the first official run through the Tubes.
When the train arrived at Hoboken, almost 20,000 cheering people were thronging in the square outside the terminal, and as the official party came out of the kiosks, boats in the harbor and church bells added to the din.
The Sixth Avenue stores seized the opportunity to exhibit merchandise in the display windows in the stations under Sixth Avenue.
The downtown river tunnels, on the other hand, came no closer than 90 feet and at the state line are 240 feet apart. Fifty feet below the street, four special trains were waiting, and when these had filled, Mr.
The line initially ran on a three-minute headway as a shuttle to the Exchange Place Station, where passengers were whisked by elevator to the PRR Station and the street a hundred feet above the H&M platform level. The tunnels between Hoboken, Erie Station, and Exchange Place were opened on August 2, 1909, and the tube junction allowing service between the Sixth Avenue Tunnel and the downtown tubes opened on September 20 of that year.
The five-track Hudson Terminal was not only an engineering wonder; it was the most elaborate subway station in New York. For the passenger, the terminal had numerous concessions ranging from a meat market to a movie theatre.
When the terminal opened, the eager crowd at the Cortlandt Street entrance crushed against one of the "flying squadrons," sending it rolling across the terminal before police could rescue its panic-stricken inhabitant.
A New York women's organization suggested the idea of a special subway car for women riding H&M and IRT trains. The pleasant atmosphere of Hudson Terminal was increased by the lack of dispatcher's gangs.
The Pennsylvania, Lehigh Valley, Susquehanna, Lackawanna and Erie Railroads all rented space in the terminal for ticket offices. Above the terminal were built the Hudson Terminal Buildings, at the time the largest office complex in the world. Two additional tubes were started at Hudson Terminal to provide express service direct to the Erie Station. On August 2, 1909, the day of the initiation of Erie service, the first breakdown occurred on the H&M.
The H&M became known as the "McAdoo Tunnels," a term which finally became taboo in newspapers because of Mr.
The merits of the H&M service were advertised daily in the New York papers, as well as in German and Jewish-language newspapers. A 1909 proposal to extend Tube service to Staten Island via the Central Railroad of New Jersey tracks was greeted with enthusiasm by the citizens of Bayonne and Staten Island.
On March 10, 1910 the Uptown Tunnel was extended to 33rd Street, with an intermediate station at 28th Street. In September, 1910, the Public Service Commission advertised for bids for the proposed Triborough line-a subway to be independent of the IRT and the H&M.
The IRT management, which had allowed its cars and stations to decay, now realized that it could lose its monopoly on New York subway travel, offered to spend seventy-five million dollars to build additional subways, only to get Mr. The final chapter of the McAdoo-Hudson Tubes story began on April 16, 1906, when the H&M signed an agreement with the PRR to operate a joint service between Newark and Hudson Terminal. It takes something really big to shut down the NYC Subway system…or, apparently, something really small.
According to the New York Daily News, last Thursday, Metropolitan Transit Authority (MTA) workers spotted a pair of four-week-old kittens on the tracks of the Q & B line in New York City.
For two hours, the two kitties played hide-and-seek with transit workers and cops, who chased after them trying to catch them. Luckily, later in the day, the kittens were spotted again and one officer was able to grab them and pull them to safety. The two cats, since named August and Arthur, were transported to the Brooklyn Animal Care Shelter where they were checked out by a vet and are safely resting while authorities determine next steps.
Phil Sayer, whose warning to a€?mind the gapa€? is heard every day on the London Underground, has died at the age of 62.
SayerHamilton, the voiceover company he ran with his wife Elinor Hamilton, said Sayer died on Thursday.
Sayer worked as a radio presenter for the BBC in northwest England before moving into voiceover work. Other announcers have also recorded the message but Sayera€™s version is one of the most widely used.
His voice is also heard on trains and at railway stations around Britain, often apologizing for cancelations and delays.
On its Facebook page Friday, SayerHamilton called Sayer the a€?voice of reason, radio, and railways. Joseph Leader, chief maintenance officer of the New York City subway system, surveys damage caused by Superstorm Sandy, this week at the South Ferry station. This platform at the South Ferry subway station was flooded by seawater during Superstorm Sandy.
Originally published on December 6, 2012 3:40 pm Most subway stations in New York City affected by Superstorm Sandy have opened by now, but the South Ferry station at the southern tip of Manhattan is still closed. When they relay a message over the loudspeaker It sounds so unclear that all one hears is 'bim barabee bara bim baam baam'. We believe that the railroad is best which serves the people best." With this comment, summarizing the Hudson and Manhattan Railroad's policies, company president William Gibbs McAdoo officially opened the last of the four Hudson and Manhattan Tunnels to passengers.
The belief was that with a tunnel under the Hudson, the railroad lines terminating on the west shore of the river could run their trains directly into the city, making it possible for people to live comfortably in suburban New Jersey and commute into the City. At this time, McAdoo was president of the New York and New Jersey Railroad Company-one of several companies interested in securing a franchise on the portion of the proposed line to be built in Manhattan from the New York Rapid Transit Board.
Chief Engineer Jacobs devised a method of dynamiting through the reef and removing the rock through the doors of the bulkhead. McAdoo also incorporated novel ideas into the design of the cars for the Uptown Division, which were custom-manufactured by the American Car and Foundry Company and the Pressed Steel Car Company. Two tubes were being tunneled between Exchange Place and the new Hudson Terminal at Cortlandt, Church and Fulton Streets.
The companies also ran several inspection trips for the press, and on the morning before the opening, a special train was sent from Manhattan to Hoboken loaded with a special "Tunnel Edition" published by the Jersey City Journal.
McAdoo insisted upon only the best treatment for the expected thousands of people who would be riding the H&M. It was the direct opposite both in statement and attitude of a comment made by the son of William Vanderbilt, many years before, regarding the passenger service of the New York Central Railroad. The station and eight-car train were in darkness, except for emergency lights operated from storage batteries in the train. The sky over Hoboken was punctuated with fireworks as over 5,000 people waited to be admitted into the station.
Trains used only the easterly track to reach 23rd Street, crossing over to the westbound track on the return trip at 19th Street. They were built through mud and rock at a depth of 60 to 90 feet below mean low water level, and were 15 feet, 3 inches in diameter, lying 15 to 40 feet below the bottom of the river.
A moment later, she touched another button, sending power into the third rails of the new line, relighting every light, and causing the crowd to break into cheers, which were instantly echoed outside by church bells and boat whistles.
McAdoo gave the turn of the controller which sent the first train rolling under the Hudson to Jersey City, and ceremonies at Jersey City's City Hall, which were highlighted by the reading of a telegram of congratulations to Mr.
Trains were reversed beyond the island platform station on a stub-end track known as the "Penn Pocket." The line instantly became popular because the running time was "Three minutes to New York," and was acclaimed by the press as saving over three million minutes a day for passengers, as the ride was 29 minutes shorter than the average ferry crossing. It had a separate platform for baggage and for the removal of ashes from the boiler room beneath the station.

McAdoo hired only women to sell tickets when he found that they were friendlier than men, and more efficient in handling change. When a train's departure time arrived, the guards closed the doors and a bell rang in the motorman's cab, indicating that the train was ready to roll. McAdoo had ramps built in the Erie Station and Hudson Terminal in lieu of stairs, and in certain other stations elevators were installed to minimize the effort of reaching the platforms. Served by 39 elevators, the 275-foot, 22-story structures contained 24 thousand tons of steel, and had room for over 10,000 people in 4,000 offices on 27 acres of floor space.
In the concourse, a system of different combination of lights to distinguish the various Erie routes was tried. A train stalled for a half hour under the river with both its air brake and power systems having been rendered inoperative because of a broken coupling.
These cars were placed into the Joint Service with the PRR between Hudson Terminal and Newark in 1911. Timetables for the system were published, as well as brochures which listed all subway and steam railroad connections. Tubes were to run from the Grove-Henderson Station to a station under the CNJ tracks at Communipaw where the CNJ would terminate its runs, eliminating the Jersey City Terminal and the CNJ ferry service.
Here Pennsy steam engines were replaced by electric DD-1's for Penn Station and passengers changed to H&M for downtown. The Uptown Terminal, built under the site of the Gimbels store, had baggage and ticket offices, and several railroads also opened ticket offices here. McAdoo-a true competitor who was genuinely interested in providing good service-out of the way. The earnings from this operation were to be split between the two companies, and the trains were to be operated by H&M crews who were required to pass a PRR rules test. This tower has been modernized twice since and now has a color-coded US&S train describer.
The run between the two cities took less than 18 minutes at speeds which reached over 65 miles per hour at some points. McAdoo left his post as president of the Hudson and Manhattan Railroad to become a member of President Woodrow Wilson's cabinet, where he served as Secretary of the Treasury. The cats were playing close to the dangerous third rail and workers knew the kitties were in trouble. According to the New York Daily News, crowds gathered and onlookers threw out ideas for how to capture the elusive kittens.
His reminder to travelers to mind the gap between the train and the platform is used on several London subway lines. The first person to actually begin building the tunnel was DeWitt Haskins, who organized the Hudson Tunnel Railroad Company. He became a business associate of John Dos Passos, a leading corporation lawyer and president of the defunct Hudson Tunnel Railroad Company. Later, the company and others with the same interest combined, forming the Hudson and Manhattan Railroad Company, and Mr. McAdoo states in his autobiography, Crowded Years, that this was the first time in history that a tunnel was bored without laborers having to excavate and remove the displaced earth. Clay was dumped onto the reef from barges to lessen the chance of a tunnel blowout occurring. The terminals at Hoboken and 33rd Street were built so that passengers arriving aboard the trains would be discharged onto one platform, and on the other side would be the loading platform. Instead of holding onto straps, passengers could steady themselves by holding onto poles running between the car floors and ceilings.
McAdoo was called urgently from his desk by Chief Engineer Jacobs when the two shields met, and he, followed by a procession led by Jacobs, walked from New Jersey via the tube, through the doors of the two shields, to New York.
One would have run from the 9th Street Station to Astor Place, offering IRT passengers an across-the-platform transfer to the H&M.
McAdoo, whose chief role as head of the H&M was the promotion of the tunnels, persuaded Pliny Fisk, Cornelius Vanderbilt, J. The Hudson Terminal was to consist of a station area topped by two 22-story buildings housing the H&M offices and with enough spare office space to hold 10,000 other people.
Standing by in the station was a special telegraph operator, who signalled President Theodore Roosevelt, waiting at his desk in the White House, to push a button turning on the power. When the first regular passenger train left Hoboken, it was packed with cheering, singing people, including a large group of Yale students, who were toasting the line with drinks.
Sales boomed, as did real estate values along the Lackawanna's line, when thousands of people moved from the City to New Jersey suburbs. Cassett, president of the Pennsylvania Railroad, to ask him to abandon the ferry service from the PRR Exchange Place Terminal to Manhattan, so that passengers would be channeled into the H&M.
Part way under the river sections of tube were placed under the westbound tunnel to permit the proposed third and fourth "Erie" tracks to diverge from the route to Exchange Place; the headings for these additional tunnels may still be seen between the existing tunnels just outside Hudson Terminal. McAdoo initiated a system in which a wife could leave packages purchased in the city at the H&M baggage office for her husband to pick up later in the day. McAdoo's chief pride was his ticket booths on wheels which could be pushed by a porter to any point in the terminal where they might be needed. However, whenever a gay blade tried to become better acquainted, a male "ticket chopper" would diplomatically urge him to move on. In 1910 he experimented with automatic station indicators aboard three Tube cars, which would announce the next stop by illuminated signs. These and similar cars built until 1928 still provide all service on these lines but will be replaced soon.
In another proposal, the Erie Railroad wanted a spur built from the existing tunnel near the H&M Station under Pavonia Avenue to a new station directly under the Erie Terminal.
He regarded himself as a "cog in the machinery." As a hero in the public eye, he was likened to Abraham Lincoln, because of his tall, gaunt build. McAdoo noted in his autobiography that, although the line carried over 49 million passengers a year, less than 50 complaints were received.
The tunnels would continue to a portal near the CNJ Van Nostrand Place Station, where H&M trains would run along the CNJ line, with stations at Greenville Avenue, 45th Street, 33rd Street, 22nd Street, and West 8th Street. However, because of the proximity of Pennsylvania Station (only one block west), the H&M never carried baggage on the Uptown line.
McAdoo, who was in the hospital with appendicitis, offered to spend fifty million dollars of H&M funds for rolling stock and take a lease on the line for 25 years, if the City would build the line with its own money. The Hudson Tubes were extended for a half-mile beyond the Grove-Henderson Station, where they merged with the PRR right-of-way to Manhattan Transfer, a station in the Jersey Meadows which allowed passenger interchange with all PRR trains (and where PRR trains operating from Pennsylvania Station in Manhattan changed from DD-l type electric engines to steam locomotives or vice versa).
The final station on the H&M system was opened at Summit Avenue (now Journal Square) in Jersey City on April 12, 1912 to allow a transfer between the Tubes and trolley lines of the Public Service Railway of New Jersey. He had left a legacy which today is still saving thousands of commuters many minutes daily, but which more importantly is a monument to a man who possessed great determination and who strove, in spite of almost insurmountable problems, to mold his dream into reality. MTA workers acted quickly and shut down train service in the area so they could get the cats off the tracks. With $10,000,000 of capital stock issued, he began to build a tunnel between 15th Street and the New Jersey shore. Pearson and Son, but financial woes plagued the supervising Hudson Tunnel Railroad Company, then headed by John R. McAdoo thought that running electric trains in tubes under the river would be the most feasible answer to problems faced by late 19th century commuters plagued by slow ferries running on long headways. Obsessed with the tunnel idea, McAdoo mentioned his proposal to Dos Passos, who informed him of the abandoned half-mile segment of tube lying under the river.
As the mechanical shield was pushed through the mud, every thirty inches the door was opened and the displaced mud placed into the chamber, where it was shoveled into small cars which hauled it to the surface. The stations were characterized by vaulted arches, round classical pillars, and wide passageways leading to the surface. The center door of each car was opened pneumatically, and each car had a concrete floor to prevent passengers from slipping. McAdoo had the H&M's public relations department send press releases to large newspapers across the country describing the now-famous Tubes.
McAdoo gathered his employees together in one of the stations and outlined his reactionary policy for running a transit system-a policy which, while making him a hero in the eyes of the public and the press, was never followed as closely by any other railroad in the United States.
As the President turned on the current, the station and train were immediately flooded with light and the chattering of the compressors mingled with the cheers of the 400 guests. The H&M installed a large powder room in the terminal, and supplied the ladies with free powder and hairpins.
Known as the "flying squadrons," each of the dozen movable booths was occupied by a pretty girl.
A car equipped with a specially dressed guard was run on the tube trains for the ladies, but most woman wanted to ride with the men, so the "old maid's retreat", as the newspapers dubbed the idea, was dropped after a few months. This plan was dropped and a long passageway was built to a large concourse under the Erie train platforms, with an entrance to every platform. McAdoo, on this and later occasions, took newsmen to the scene of the trouble and offered them a full explanation of the delay-setting forth another policy which most other railroads never followed. He loved speed, commuting daily in a high-powered auto from his home in Yonkers, New York to his office. McAdoo wrote in his autobiography, "the millions that I was supposed to have made out of the Hudson Terminal enterprise are mythical millions. In the effort to publicize the H&M, schedules printed in English and German were distributed on inboard ocean liners two days before their arrival in New York. South of West 8th Street, the trains would enter twin tubes under the Kill van Kull and run to points on Staten Island. On September 6, 1910, the tube between Exchange Place and Grove-Henderson Streets was opened to traffic, and on November 10, the Henderson Street Yard was opened. McAdoo made the IRT improve its service by making his offer to operate the Triborough subway. McAdoo, Jr., and to William Gibbs McAdoo, II, for supplying much of the information making this article possible.
Transit workers, however, were asked to proceed with caution, keeping an eye out for the cats. The tile walls are covered in grime from the tracks all the way up to the ceiling 25 feet overhead.
However, in 1874 the Lackawanna Railroad obtained an injunction to halt work because of the competition which the new line would give to the railroad's ferries.

Through Dos Passos McAdoo was introduced to Charles Jacobs, who was the engineer in charge of the abandoned work. In places the silt was baked with huge kerosene torches to harden it so it would be removed more easily.
In this accident three canvas yacht sails were fastened together to plug the leak, However, when the interior of the bulkhead was reopened, the sails, as well as the clay weighing them down, were sucked into the tunnel. He observed the mistakes in the construction and operation of New York City's Interborough Rapid Transit (IRT) subway, and eliminated the possibility of these flaws in his line. Finally, each car was constructed entirely of steel, unlike those of the gloomy city subway. Construction was started on the line to Astor Place, but only about two hundred and fifty feet of the line were completed before Mr. McAdoo predicted that these two buildings would stimulate a great increase in traffic between New Jersey and the downtown Manhattan area. He began quietly by pointing out that "the employees are the people upon whom the success of the railroad depends. McAdoo's outlook was such that he insisted upon paying them the same wages as men were paid. Eighty cars were ordered by the H&M from the Pressed Steel Car Company to serve the Erie Station, but delivery was delayed because of a company strike.
He became very prominent socially because of his easy-going, witty manner, and his ability to get along with people. This line was to be built after the Sixth Avenue-Grand Central Station extension, allowing uninterrupted travel from 42nd Street to Staten Island. The initial line, which was to run from Broadway to Union Square, to University Place, to Wooster Street, under Church Street to connect with Hudson Terminal, would more than pay for itself according to Mr.
The fare to Manhattan Transfer, which could be reached only by train, was 17 cents one-way, 30 cents round trip.
Many of the photographs used to illustrate this booklet were graciously provided by The Port of New York Authority, which now operates the Hudson and Manhattan Railroad as the Port Authority Trans-Hudson System (PATH). There's debris dangling from the exit signs; the escalators look like they may never work again. While practicing law in Chattanooga, Tennessee, he became trustee of the Knoxville Street Railroad.
He particularly desired to eliminate the conflict between people boarding the cars and those leaving; hence the separate platforms.
McAdoo decided to stop construction of this branch until the most important extension of all was completed-a line linking the Erie Terminal with the Pennsylvania Terminal at Exchange Place, and Cortlandt Street in Manhattan. A total of over seventy million dollars was raised and spent on the seventeen miles of tunnel. McAdoo was personally supervising the construction work under the Hudson or at the downtown terminal. This railroad was not," he continued, "built for the stockholders, for its officers, or for its employees; it was built for the public.
Then the official party returned via the Tubes to Manhattan for an elaborate banquet at Sherry's. The morning rush hours saw a virtual abandonment of the Lackawanna's ferries, as the commuters availed themselves of the H&M's three-minute headway and eight-minute running time to 19th Street. Because of the lack of rolling stock the Erie Station was not served by the H&M during the rush hours. The H&M invited complaints and suggestions on how to improve service, and to insure the carrying out of the company's policy, "the public be pleased," Mr. Trains ran on a six-minute headway during the rush hours, and every 20 minutes during the base period.
The Editor wishes to thank Leon Katz of the Public Relations Department of the Port Authority and Daniel Carey of its Rail Transportation Department for their kind assistance and interest in this historical work.
Metropolitan Transportation Authority officials tried to barricade the entrance, which is just yards from the New York harbor, but the barricades didn't hold. Because of his persuasive powers, money was borrowed to electrify the Knoxville horsecar lines in 1890.
He climbed onto a steel beam which was about to be hoisted to the top of the structure, and was lifted 275 feet into the air, while closely surveying the structure. Its first consideration must always be the safety, comfort, and convenience of its patrons. Baggage carts were rolled onto the cars with their cargo intact, transported to Hudson Terminal, and raised to the mezzanine via special elevators.
McAdoo spent much of his time touring the system, going from train to train, keeping watch on the employees, talking with them, telling them that the passengers were the primary concern of the railroad. Upon inspection of the pumped-out tunnel, McAdoo and the engineers found that the basic structure and equipment were usable. Any railroad employee who adopts the attitude of other railroad corporations, 'the public be damned,' will get into trouble. The ferries were not taken off, but they were renovated to handle vehicular traffic more easily. The Greenfield, Massachusetts Courier compared the noisy, rough ride of the IRT to Borough Hall with the quiet, smooth H&M ride, and saluted Mr. He said in a 1910 lecture at Harvard that "the condition of the railroad equipment and manners of the employees give a good picture of the management." In accord with his policy, cars and stations were cleaned daily. On November 26, 1911 this service was extended via an elevated structure to a three-track stub-end Tube Terminal at Park Place in Newark, with an intermediate station in Harrison. The river tubes were 5,650 feet long between shafts and reached a maximum depth of 97 feet below mean sea level. In addition, PRR tickets were to be accepted on the H&M for passengers who wished to continue to Manhattan via the Tubes. This all came down," says Joseph Leader, the chief maintenance officer for the New York City subway system, as he guided several reporters through ankle-deep water in a dimly lit passageway. The diameter of the tubes was 15 feet, three inches and they were thirty to eighty feet apart under the river.
Everything else I think needs to be gutted out and replaced." That includes all of the electrical wiring and all of the ductwork.
McAdoo's policy of "the public be pleased" was a tremendous factor in his personal success in running the H&M, and was the primary factor in the popularity of the line. His talk was greeted by cheers and applause, showing that the H&M's president and his employees understood and respected each other. That includes a whole room full of switches, relays and other specialized electronic gear that was installed just four years ago.
Leader's boss — MTA Chairman Joe Lhota — testified before a Senate subcommittee in Washington on Thursday about the extent of the damage. It's important to remember that hundreds of millions of gallons of saltwater completely inundated our system that's over 100 years old.
We will be feeling the residual effects of this storm for months, if not years, to come," Lhota said.
Lhota estimates it will cost $5 billion to get the subway system back to where it was before Sandy. You want to make sure that the next storm that occurs, that we are much more flood-proof," Schumer says. Transportation officials provided few specifics on what that might mean — except that it will require lots of additional federal money.
That may be hard to come by as Congress and the White House wrestle over deficit reduction plans. For now, Leader says riders who want to catch the subway at South Ferry will have to walk half a mile to the next stop.
Leader says it may six months to a year before the South Ferry station is open to riders.Copyright 2013 NPR. Transcript AUDIE CORNISH, HOST: It may take years and billions of dollars to bring New York's transit system back to full strength. That's the sobering message from top transportation officials speaking today at a hearing on Capitol Hill. The price tag to repair roads, bridges and other infrastructure in New York is estimated at $7.5 billion.
NPR's Joel Rose got a look at the damage in one subway station that will have to be almost completely rebuilt. Leader guides several reporters through ankle-deep water in a dimly lit passageway to a platform that's still coated with dirt and debris more than a month after the storm.
ROSE: MTA officials tried to barricade the entrance, which is just yards from the New York Harbor, but the barricades didn't hold. On the night of the storm, seawater rushed in and submerged the platform from the tracks all the way up to the ceiling, some 25 feet overhead. You could try and clean this, but you would never get it 100 percent where reliability would be good. ROSE: That may be one reason subway officials say this station alone could cost $600 million to fix. Leader's boss, Metropolitan Transportation Authority Chairman Joe Lhota, was in Washington today testifying before a Senate subcommittee about the extent of the damage. ROSE: Lhota estimates it will cost $5 billion to get the subway system back to where it was before Sandy.
ROSE: Transportation officials provided few specifics on what that might mean, except that it will require lots of additional federal money.
For now, MTA's Joe Leader says riders who want to catch the subway at South Ferry will have to walk half a mile to the next stop.
LEADER: For the most part, New York has been resilient in that sense of understanding that, you know, we took a big hit.
ROSE: Leader says it may be six months to a year before the South Ferry station is open to riders.

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