On the fourth Wednesday of every month, the MTA Board meets to discuss what's going on with all the different MTA agencies. The main Board Meeting is held on the fourth Wednesday at 10:00am at MTA Headquarters (347 Madison Avenue). Because discussing every little thing about each MTA agency at one big board meeting would be a lot, the MTA has split the meetings into a bunch of smaller meetings that way you only have to read about, tune in to, or show up to the board meeting of your favorite agencies. Most of the committee meetings are held on the Monday before the fourth Wednesday of the month. The LIRR Committee meets at 9:45am (and the full schedule for the rest of the committees is available on the MTA's website.)
But what is perhaps more important than the actual meetings themselves is the meeting notes that are put up online usually the Friday before the meetings take place. The meeting notes contain a wealth of information on how the agencies are functioning. The meeting notes for the railroad features the operations report which gives more detailed breakdowns of OTP, MDBF numbers, there are information items that can tip you off to upcoming trackwork programs, action items that give information on procurements and other changes the railroad wants to make, detailed financial reports, as well as other assorted garbage that I just skim through on my way to the good stuff.
Additionally, if the railroad is going to give a presentation or present a report, often times all or part of the report will be included in the meeting notes. In this month's meeting notes, the 144-page book contained an abridged version of the LIRR's 2013 Ridership Book (and I'll be sending in my FOIL request for the whole thing Wednesday afternoon). The abridged version touched on the highlights of the book, and I'll discuss the Ridership Book's findings a little later on once I get a hold of the full edition.
Also included in this month's meeting notes was the LIRR's "Strategic Investments and Planning Studies" March 2014 status update. It contained an excellent overview of all of the LIRR's current and upcoming projects. The LIRR is always rebuilding, maintaining, and expanding the railroad, and there is a huge amount of work going on, and even more coming. The report is decently long, but it is well worth reading if you'd like to get a feel for what the LIRR has going on, and what they have planned for the next few years.
Included below is the entire text of the Strategic Investments and Planning Studies report, which can be found in this month's meeting notes beginning on page 61. While the MTA's public publishing of the books is nice and transparent, the online documents themselves aren't crystal clear to read. The books consist of a bunch of different documents all assembled into one and then scanned to make the big .pdf put online. As a result, copying and pasting the whole thing is pretty difficult and the formatting can get pretty screwy. I ended up having to do some acrobatics to get the text to format properly here, and there might have been some distortion in the text as it was transferred from the .pdf to a Word document to a plain text file to here, so please forgive any minor errors that might show up.
The text of the report is included below, and I have gone through the report and made many comments inline as I went through it. My comments are [bracketed, in bold, and blue]. I have also sprinkled in links to other posts that I have written over the last year or so which might provide more information on the project if you're interested. Feel free to comment on this post or contact me with any questions or comments that you may think of as you're reading (or skimming, or scrolling quickly) trough the report.
But what is perhaps more important than the actual meetings themselves is the meeting notes that are put up online usually the Friday before the meetings take place. The meeting notes contain a wealth of information on how the agencies are functioning. The meeting notes for the railroad features the operations report which gives more detailed breakdowns of OTP, MDBF numbers, there are information items that can tip you off to upcoming trackwork programs, action items that give information on procurements and other changes the railroad wants to make, detailed financial reports, as well as other assorted garbage that I just skim through on my way to the good stuff.
Additionally, if the railroad is going to give a presentation or present a report, often times all or part of the report will be included in the meeting notes. In this month's meeting notes, the 144-page book contained an abridged version of the LIRR's 2013 Ridership Book (and I'll be sending in my FOIL request for the whole thing Wednesday afternoon). The abridged version touched on the highlights of the book, and I'll discuss the Ridership Book's findings a little later on once I get a hold of the full edition.
Also included in this month's meeting notes was the LIRR's "Strategic Investments and Planning Studies" March 2014 status update. It contained an excellent overview of all of the LIRR's current and upcoming projects. The LIRR is always rebuilding, maintaining, and expanding the railroad, and there is a huge amount of work going on, and even more coming. The report is decently long, but it is well worth reading if you'd like to get a feel for what the LIRR has going on, and what they have planned for the next few years.
Included below is the entire text of the Strategic Investments and Planning Studies report, which can be found in this month's meeting notes beginning on page 61. While the MTA's public publishing of the books is nice and transparent, the online documents themselves aren't crystal clear to read. The books consist of a bunch of different documents all assembled into one and then scanned to make the big .pdf put online. As a result, copying and pasting the whole thing is pretty difficult and the formatting can get pretty screwy. I ended up having to do some acrobatics to get the text to format properly here, and there might have been some distortion in the text as it was transferred from the .pdf to a Word document to a plain text file to here, so please forgive any minor errors that might show up.
The text of the report is included below, and I have gone through the report and made many comments inline as I went through it. My comments are [bracketed, in bold, and blue]. I have also sprinkled in links to other posts that I have written over the last year or so which might provide more information on the project if you're interested. Feel free to comment on this post or contact me with any questions or comments that you may think of as you're reading (or skimming, or scrolling quickly) trough the report.
~~~~~~~~~~~
MTA Long Island Rail Road
STRATEGIC INVESTMENTS AND PLANNING STUDIES
STATUS UPDATE - March 2014
STRATEGIC INVESTMENTS AND PLANNING STUDIES
STATUS UPDATE - March 2014
Overview
The LIRR's strategic investment and planning goals seek to improve the railroad's operations by enhancing customer and employee safety, improving the customer experience and expanding the system's capacity to accommodate ridership growth. Current capital projects cover a wide array of infrastructure renewal and improvement projects including an accelerated Positive Train Control implementation strategy, an improved Hicksville Station and track configuration, and the LIRR's double track project which adds a second track from Ronkonkoma to Farmingdale.
Positive Train Control
With regard to Positive Train Control [post link], the LIRR and MNR awarded a contract to a joint venture of Bombardier Transportation/Siemens Rail Automation (formally known as Invensys Rail). It is a major procurement with over $218,000,000 for LIRR and $210,000,000 for Metro-North to design, integrate and furnish Positive Train Control ("PTC") systems necessary for compliance with the Rail Safety Improvement Act of 2008. The railroads bolstered contract provisions to ensure that there was solid after-market support that continues for as long as 20 years into the future. PTC is an overlay of the existing signal system that seeks to prevent train collisions, over-speed derailments, and injuries to workers as the result of unauthorized incursions by a train in the work zone. Although the deadline for compliance is December 2015, the complexity of our rail systems combined with the introduction of sensitive new technology [and how MTA projects always take extremely long in the first place] has resulted in an expected completion date of December 2018. At the direction of the MTA Chairman, the railroads are currently discussing with the joint venture accelerating delivery of onboard and wayside equipment for earlier installation. The FRA is aware of the industry's difficulty in meeting the December 2015 compliance date, and it is currently discussing with Congress a proposal that would permit provisional certifications on a case by case basis.
Since PTC is an overlay to the LIRR's existing signal system, [and that is why PTC can take so long to implement, it can't be an "off-the-shelf" system, it has to be custom designed to fit over the LIRR's existing signalling system,] the railroad's strategy calls for a unified approach of installing Positive Train Control (PTC) along with the upgrade of current Dark [Ronkonkoma-Greenport and Speonk-Montauk; 91 route miles], Automatic Block Signal (ABS) [Mineola-Locust Valley, the Central Branch, and Babylon-Sayville; 42 route miles] and Controlled Manual Block (CMB) [Locust Valley-Oyster Bay and Sayville-Patchogue; 7 route miles] signal systems to Automatic Speed Control (ASC). LIRR has operated some territories, notably Speonk to Montauk and Ronkonkoma to Greenport, for over 100 years without signalization. Signalization plans include the installation of an ASC signal system from Speonk to Montauk (45 miles of Dark Territory) and Ronkonkoma to Riverhead (approximately 20 miles of Dark Territory). A contract was awarded to Ansaldo STS for $20M to design and furnish a new Vital Micro-Processor-Based Interlocking Control System between Speonk and Montauk [post link]. Additionally, the existing ABS/CMB signaling is currently overdue for state-of-good-repair replacement. LIRR looks to upgrade ABS and CMB signal territory to Automatic Speed Control (ASC) territory. These signal upgrades, in addition to PTC are important components to a comprehensive signal improvement plan. While the ABS/CMB Signal Modernization Projects have independent utility, there are compelling reasons to undertake this work as soon as practical as part of the PTC Project. The ABS/CMB Signal Modernization Project will leverage existing infrastructure and available digital electronic microprocessors, thus implementing a cost effective, reliable system. The remaining dark territory will be Riverhead to Greenport, and its signalization requirements are currently under review.
Hicksville
Hicksville station is the LIRR's second busiest branch line station and serves as a regional hub for eastern Nassau County, with 215 trains and over 16,000 passenger trips per weekday. This flagship station is served by Ronkonkoma, Huntington/Port Jefferson and selected Montauk Branch trains while also serving as a key location for NICE bus service and regional roadways. In addition, significant transit oriented development planning is currently underway for Hicksville, including plans to bring over 1,000 high tech jobs to the Hicksville area. The current viaduct station was constructed in 1962 and consists of two center island platforms, with both platforms having staircases, an elevator, an escalator, a platform waiting room and a canopy system [but no benches on the platform, so waiting for a train there is a pain]. The platform structure and associated platform-level components are deteriorated and require constant repairs and maintenance. The current track configuration around and through the station [see DIVIDE interlocking walkthrough] is inadequate for robust operational options and with improved utility will be a more efficient and effective layout.
There are three capital projects in the Hicksville area, totaling over $106 million dollars, which will significantly improve and modernize the station, track and signal systems, as follows:
Double Track
The LIRR's Double Track project [post link] will add capacity to the mainline from Ronkonkoma to Farmingdale. The $435M Double Track project is expected to improve service and reliability on the LIRR's busy Ronkonkoma Branch, spur economic activity on Long Island, create hundreds of well-paid construction jobs and improve LIRR service to Long Island's MacArthur Airport. Ronkonkoma branch ridership (47,430 weekdays) has doubled in the last 25 years since it was electrified in 1988. However, with only one track between Ronkonkoma and Farmingdale, there is very little flexibility in the event of a disruption [and service disruptions are very common on this stretch of the mainline, as it sees the lion's share of grade crossing/trespasser incidents and freight derailments] or to serve demand for reverse peak ridership. After a year-long public process, including extensive outreach to elected, community and labor leaders, a design/build contract was approved in December of 2013 to a joint venture) in the amount of $34,660,000 for a new second track to be constructed on the mainline Ronkonkoma Branch from Ronkonkoma to west of Central Islip. LIRR force account will provide the balance of the construction services required for this first phase of the project. The LIRR is set to begin actual construction in April of 2014 on Phase 1 of the project between Ronkonkoma and Central Islip, all on LIRR's existing right-of-way. The Double Track project has enjoyed widespread support among elected officials, business and labor leaders on Long Island and was identified as a transformative project by Governor Cuomo's Long Island Regional. Economic Development Council. In 2012, Governor Cuomo, Senate leaders and MTA authorized moving up $108M in capital funding so construction on Phase 1 could begin earlier than planned. In addition, the LIRR chas signed a historic Project Labor Agreement with private sector unions that will save the MTA capital dollars while fostering high-skilled, high paying construction jobs on Long Island.
One area along the Double Track Project segment is already the site of a significant transit oriented development initiative known as Wyandanch Rising [post link]. This walkable development on Long Island is centered around the LIRR's transit hub at Wyandanch Station. Some 11 years in the planning stages, Governor Cuomo's Regional Economic Development Council designated Wyandanch Rising as a separate "transformative project" and helped kick start the apartment and retail development just north of LIRR's Wyandanch station. The LIRR agreed to a land swap that helped make the project a reality. A new 900 car LIRR parking facility and new LIRR station building are also planned as part of the project. The groundbreaking on July 17, 2013, marked the start of construction on the first of two apartment buildings that will be part of Babylon Town's 40-acre, $500 million public/private redevelopment. The MTA and the Long Island Rail Road are playing a major role with plans to build a parking facility at Wyandanch Station that will provide additional parking capacity to accommodate ridership growth from the residential and commercial development as well as growth associated with future LIRR service to Grand Central Terminal. In December 2013 the LIRR awarded a design/build contract for the construction of the parking facility to E. W. Howell, Co., LLC for a total of $18.8M. The expected completion date is January 2016.
East Side Access Readiness
Additionally, the LIRR is progressing capital projects aimed at supporting future train service to Grand Central Terminal. Identified for many years as East Side Access Readiness projects [post link], these efforts will provide benefits for today's commuters as well as those who in the next decade will travel to Grand Central. The projects include pocket tracks in Massapequa [post link] and Great Neck [post link], a track extension project in Port Washington [post link], a yard and construction of an additional platform in Jamaica [post link]. The LIRR's readiness infrastructure improvements and railcar procurement support current and future ridership growth opportunities, as shown:
Sandy Aftermath
The LIRR began 2013 focused on a post-storm assessment of assets flooded or damaged by Super Storm Sandy. In the aftermath of Sandy, the LIRR initiated $267M in restoration projects covering West Side Yard, East River Tunnels, Long Island City Yard and the Long Beach Branch [which was hit particularly hard by the storm]. In addition, the LIRR developed specific Sandy resiliency projects which are eligible for competitive and formula-based FTA funding. To better fortify the LIRR network against future weather events, the LIRR is seeking funding for high density signaling in the East River Tunnels; protection for the East River Tunnel portals, Long Island City Yard and Atlantic Avenue Tunnels; improved perimeter protection for West Side Yard and completion of the LIRR's double track project to support the shifting of customers from the Babylon Branch to the mainline should the south shore of Long Island and branchline service be overcome by a future weather event. Grant applications are being developed by LIRR for final review, selection and submission by the MTA.
Technology Investments
Metro-North Railroad and the LIRR are collaborating on another major MTA-wide customer service oriented initiative - the further development of New Fare Payment System (NFPS) technology. The goal of the NFPS is to enable customers to purchase tickets on-board or off board using a wide variety of payment and purchase methods including cash, credit cards and pin-less debit cards, "smartcards," smartphones, and self-printed bar-coded tickets. These tickets will be validated by train crew members equipped with hand-held Ticket Issuing Machines (TIMS). [talking more about a new ticketing system is one of the things on my to-do list, and I'll definitely get to it eventually]
Additionally, a key commitment to the customer experience included the launch of the official LIRR Train Time app for iPhone and Android smart phones [post link]. This free app helps to make LIRR travel as easy as possible by providing real-time information [well, not really real-time, but more real-time than a paper timetable. Actual real-time travel information for the LIRR is another one of those topics on my to-do list] whenever customers need it. This app is loaded with real-time train status and track information, invaluable emergency service alerts and service advisory notices on planned changes, station information, schedules and fares, elevator/ escalator status, parking availability [more like parking information, not really real-time parking availability, like how many spots are left in each lot at the time you're heading out to the station. That would be a cool development, but something like that would be a lot more involved] and getaways packages.
Finally, LIRR is participating in a MTA-wide technology initiative by investing in the development of an Enterprise Asset Management (EAM) system which will provide a planning framework that links asset condition and maintenance activities to life cycle planning in order to improve asset performance, optimize maintenance resources, and strengthen long-term planning. Initial focus will be on track and signal asset elements.
Planning for New Ridership
During 2013, the LIRR both restored services eliminated in 2010 and made additional service adjustments to support ridership growth [post 1, post 2, post 3]. Customers on the Port Washington Branch responded to the restoration of one-half hourly weekend service with a 6-4% increase in weekend ridership. Additionally, the LIRR added weekday trains to and from Farmingdale; extended weekend service to and from Greenport by approximately ten weeks [post link]; and, moved the point of departure to Penn Station from Hunterspoint for the LIRR's Friday afternoon express Cannonball summer service to the Hamptons and Montauk [post link].
Throughout 2013, Barclays was a key sports and entertainment destination. The LIRR offered enhanced late night train service with eastbound trains departing Atlantic Terminal every 15-25 minutes after a game or event. On average, 3,800 customers used this service (in both directions) during event/game nights [post link].
These investments, combined with an improved regional economy, resulted in the LIRR carrying 83.4 million customers in 2013, an increase of 2% over 2012 [allowing the LIRR to once again regain its title as the busiest commuter railroad in North America]. The LIRR experienced both increased revenue from a fare increase on March 1, 2013, as well as greater revenue from ridership growth.
From a planning perspective, the LIRR looks forward in 2014 to the results of the Origin and Destination Study undertaken by the MTA [and I look forward to those results too!]. Incorporated in the study effort was a survey of Elmhurst residents' travel patterns and needs [post link]. The LIRR's Elmhurst Station was closed in 1985 when the population of the neighborhood did not support rail usage. Since that time, Elmhurst has experienced both community and economic growth. Community leaders and the LIRR look forward to evaluating the survey results and potential customer demand for commuter rail service.
In addition to the above-mentioned Origin and Destination Study, the LIRR will undertake an important update of its 1994 Network Strategy Study. The study will focus on a comprehensive look at the markets the LIRR serves, service opportunities for these markets and investments needed to maximize service goals. The study will be completed in multiple phases with the first phase addressing the LIRR's non-electrified territory. The results will help to shape the railroad's diesel fleet replacement strategy scheduled for 2024. [I am particularly looking forward to seeing this when the LIRR has finished it. I hope they take a very close look at the communities and what their residents actually want. At the moment they seem very ready to implement plans that involve scoot service from diesel stations to Babylon/Ronkonkoma/Huntington/Mineola, but I have a strong feeling that that will not be well-received by many diesel branch riders (at least it I, and most of the people that I have spoken to on the trains I ride about it, won't be very pleased.)]
SECTION I - Super Storm Sandy Restoration/Resiliency
On Monday, October 29, 2012 the New York region suffered the devastating effects of Super Storm Sandy. For MTA Long Island Rail Road, damage and storm-related impacts were most pronounced in four key areas: East River Tunnels, West Side Yard, Long Island City Yard, and the Long Beach Branch. Infrastructure replacement and/or major rehabilitations are crucial to ensure the long term operational reliability of service in the parts of the Railroad that were heaviest hit by Super Storm Sandy.
In 2013, nine restoration projects were added to the MTA's 2010 - 2014 Capital Program.
1. Super Storm Sandy Restoration Projects
Long Beach Branch Substation Replacement ($56.6M)
2. Super Storm Sandy Resiliency Projects
The LIRR has identified a need for resiliency projects to better protect the system against future weather events. The LIRR continues to work closely with the MTA in regards to advancing these projects and seeking Federal funds.
1. Penn Station/Manhattan
Penn Station Capacity and Utilization Study
2. Transit Oriented Development (TOD)
The LIRR is a strong supporter of transit-oriented development (TOD) and continues to participate in multiple TOD projects and serve as a resource and key stakeholder. Below are three examples, in varying stages of development, in which LIRR serves as a stakeholder. [this list excludes the ToD development currently going on very near the Farmingdale station. When you include that one, there are a total of four upcoming ToD projects along the already incredibly busy Mainline. I don't see how the LIRR could possibly support all these extra people without some substantial capacity expansions in addition to what they are doing now. In particular, the Third Mainline Track project. There has also been talk of ToD coming to someplace along the West Hempstad Branch and there is always talks of the counties spurring on even more]
Wyandanch
5. LIRR Mentoring Program
SECTION III - Capital Project Highlights by Asset Category
1. Rolling Stock
MTA Long Island Rail Road currently has a fleet of 836 M-7 EMU cars, 170 M-3 EMU cars, 45 locomotives, 134 bi-level coaches [way too little diesel equipment], and a fleet of work locomotives and other maintenance rolling stock. Rolling stock investments play a crucial role in the customer experience by improving on-time performance while providing a safe, reliable, and comfortable passenger environment. To ensure high-level reliable performance, the LIRR is proceeding with the procurement of new rail cars that will allow us to reduce costly maintenance and repair needs of the M-3 electric fleet, which are at the end of their useful life.
Ongoing :
The procurement of the M-9/M-9A cars will enable the LIRR to provide cars for ESA Opening Day service, M-3 replacement and ridership growth using funds provided under two MTA Capital Programs, as follows:
2. Stations
The Long Island Rail Road operates 11 rail branches and serves customers at 124 stations in Nassau and Suffolk Counties and New York City. Maintaining the stations throughout the system is not only vital to preserving safe, convenient access to the system, but it is also important because LIRR recognizes the integral role stations play in defining communities across Long Island and neighborhoods in Queens and Brooklyn.
In addition, the parking program focuses on improved access to the system. The LIRR works with communities to identify and discuss parking expansion opportunities to meet growth demands. Based upon the success of the Mineola Intermodal Center and the fact that community views on Long Island have become more favorable toward structured parking near train stations, additional parking investments are anticipated in future capital programs. [I would like to see more emphasis on connecting transit and less on parking (i.e. take the bus to the train instead of driving to the train, but as long as the riders are filling the trains...]
Completed:
New Elevators - Queens Village Station - $8.5M
Ongoing:
Massapequa Platform Replacement - $20.5M
3. Track
MTA Long Island Rail Road has 515 miles of main line track and 156 miles of yard and siding track. Track investments are prioritized based upon the condition and utilization of the track components. The LIRR has been working closely with the MTA Blue Ribbon Panel, which has been tasked with examining maintenance and inspection programs across the MTA, with a particular focus on track. The LIRR will look to incorporate the Blue Ribbon Panel's recommendations as it develops the 2015 - 2019 Capital Program.
Completed:
2013 Track Program - $67.9M
Ongoing:
East River Tunnel Track Rehabilitation - $28.0M
4. Line Structures
LIRR Line Structures are comprised of 640 bridges, 30 viaducts and 4 tunnels which allow for railroad travel across the region's waterways, highway crossings, and dense urban and suburban areas. Through a combined mix of capital and operating solutions, the LIRR cost-effectively preserves safe structural conditions in support of on-time performance and system reliability goals.
Completed:
Shinnecock Canal, North Highway, & Montauk Highway Bridges Rehabilitation- $19.4M
Ongoing:
Broadway - Port Washington Bridge Rehabilitation - $4.5M
5. Communications
The communication system transmits information between trains and operational control centers including train dispatchers, train crews, tower operators and others involved in the movement of trains, while also providing information to LIRR customers. By investing in the communication infrastructure, including rehabilitation/ replacement of assets based upon functionality, condition and technological obsolescence, the LIRR is able to ensure that the vital communication service, which contributes to safety, on-time performance and customer satisfaction, continues.
Ongoing:
Fiber Optic Network - $10.0M
PBX Wayside Phone Replacement - Phase I - $10.5M
Atlantic Avenue Tunnel Cable Replacement - $5.1M
Communication Pole Replacement -$7.0M
Improved Radio Coverage -$10.3M
6. Signals
Signal assets allow the safe operation of trains system-wide at high speeds in close proximity - currently 741 scheduled trains each weekday. Previous investments have modernized high traffic interlockings in Queens [at QUEENS interlocking] and Valley Stream [at VALLEY interlocking], going from 1930s relay technology to 21st century microprocessor technology. Signal modernization continues with additional planned microprocessor upgrades, emphasis on normalcomponent replacement, as well as upgrading dark territory and automatic block territory to automatic speed control territory.
Ongoing:
Signal Normal Replacement Program - $15.0M
7. Shops & Yards
Currently, the Long Island Rail Road operates 24 shops and yards. These assets ensure proper storage, cleaning, inspection, repair and maintenance of the fleet in support of the Reliability Centered Maintenance (RCM) Program.
Completed:
Shop Reconfiguration - $9.6M (Phases 3 & 4)
Ongoing:
Hillside Facility Roof Renewal - $6.0M
8. Power
Train service within the LIRR's electric territory relies upon a network of infrastructure, which includes 108 substations/breaker houses, and 353 miles of third rail system-wide to deliver the traction power supply necessary for train operations.
The long-term goal of the LIRR power strategy is to address components necessary to maintain the traction power system and ensure its reliability and safety.
Ongoing:
Replacement of Hillside and Kew Gardens Substations - $25.5M
9. Environmental
The LIRR continues to comply with environmental mandates through investigation, delineation and remediation activities at various locations system wide.
Completed:
LIC Yard Remediation - $1.2M
Ongoing:
Yaphank Landfill Remediation - $9.1M
This entails the investigation, design, and remediation of the LIRR landfill, located in Yaphank. [this project has been the subject of some back and forth among Brookhaven town residents and politicians recently. We'll see where it leads.]
This project provides for investigation and remedial design of the Richmond Hill Yard.
This project provides for investigation and remediation of the Maintenance of Way Shop area located at Holban Yard.
10. Capital Program Gates Review
Launched in the summer of 2010, the MTA's Gates review process is utilized for review and examination of each capital project before that project is approved to be initiated. The review process requires that key analytic criteria be met at various stages or "Gates" in a project's lifecycle, including project initiation, project design, project award, and completion. Various analytic tools are brought to bear, such as review of the project's impact on an agency's operating budget, review of alternatives and their impact on schedule and budget, and for certain large, complex projects, detailed risk assessments.
Nearly all of the projects in the 2010-2014 Capital Program have received Gate 1 approval.
The LIRR's strategic investment and planning goals seek to improve the railroad's operations by enhancing customer and employee safety, improving the customer experience and expanding the system's capacity to accommodate ridership growth. Current capital projects cover a wide array of infrastructure renewal and improvement projects including an accelerated Positive Train Control implementation strategy, an improved Hicksville Station and track configuration, and the LIRR's double track project which adds a second track from Ronkonkoma to Farmingdale.
Positive Train Control
With regard to Positive Train Control [post link], the LIRR and MNR awarded a contract to a joint venture of Bombardier Transportation/Siemens Rail Automation (formally known as Invensys Rail). It is a major procurement with over $218,000,000 for LIRR and $210,000,000 for Metro-North to design, integrate and furnish Positive Train Control ("PTC") systems necessary for compliance with the Rail Safety Improvement Act of 2008. The railroads bolstered contract provisions to ensure that there was solid after-market support that continues for as long as 20 years into the future. PTC is an overlay of the existing signal system that seeks to prevent train collisions, over-speed derailments, and injuries to workers as the result of unauthorized incursions by a train in the work zone. Although the deadline for compliance is December 2015, the complexity of our rail systems combined with the introduction of sensitive new technology [and how MTA projects always take extremely long in the first place] has resulted in an expected completion date of December 2018. At the direction of the MTA Chairman, the railroads are currently discussing with the joint venture accelerating delivery of onboard and wayside equipment for earlier installation. The FRA is aware of the industry's difficulty in meeting the December 2015 compliance date, and it is currently discussing with Congress a proposal that would permit provisional certifications on a case by case basis.
Since PTC is an overlay to the LIRR's existing signal system, [and that is why PTC can take so long to implement, it can't be an "off-the-shelf" system, it has to be custom designed to fit over the LIRR's existing signalling system,] the railroad's strategy calls for a unified approach of installing Positive Train Control (PTC) along with the upgrade of current Dark [Ronkonkoma-Greenport and Speonk-Montauk; 91 route miles], Automatic Block Signal (ABS) [Mineola-Locust Valley, the Central Branch, and Babylon-Sayville; 42 route miles] and Controlled Manual Block (CMB) [Locust Valley-Oyster Bay and Sayville-Patchogue; 7 route miles] signal systems to Automatic Speed Control (ASC). LIRR has operated some territories, notably Speonk to Montauk and Ronkonkoma to Greenport, for over 100 years without signalization. Signalization plans include the installation of an ASC signal system from Speonk to Montauk (45 miles of Dark Territory) and Ronkonkoma to Riverhead (approximately 20 miles of Dark Territory). A contract was awarded to Ansaldo STS for $20M to design and furnish a new Vital Micro-Processor-Based Interlocking Control System between Speonk and Montauk [post link]. Additionally, the existing ABS/CMB signaling is currently overdue for state-of-good-repair replacement. LIRR looks to upgrade ABS and CMB signal territory to Automatic Speed Control (ASC) territory. These signal upgrades, in addition to PTC are important components to a comprehensive signal improvement plan. While the ABS/CMB Signal Modernization Projects have independent utility, there are compelling reasons to undertake this work as soon as practical as part of the PTC Project. The ABS/CMB Signal Modernization Project will leverage existing infrastructure and available digital electronic microprocessors, thus implementing a cost effective, reliable system. The remaining dark territory will be Riverhead to Greenport, and its signalization requirements are currently under review.
Hicksville
Hicksville station is the LIRR's second busiest branch line station and serves as a regional hub for eastern Nassau County, with 215 trains and over 16,000 passenger trips per weekday. This flagship station is served by Ronkonkoma, Huntington/Port Jefferson and selected Montauk Branch trains while also serving as a key location for NICE bus service and regional roadways. In addition, significant transit oriented development planning is currently underway for Hicksville, including plans to bring over 1,000 high tech jobs to the Hicksville area. The current viaduct station was constructed in 1962 and consists of two center island platforms, with both platforms having staircases, an elevator, an escalator, a platform waiting room and a canopy system [but no benches on the platform, so waiting for a train there is a pain]. The platform structure and associated platform-level components are deteriorated and require constant repairs and maintenance. The current track configuration around and through the station [see DIVIDE interlocking walkthrough] is inadequate for robust operational options and with improved utility will be a more efficient and effective layout.
There are three capital projects in the Hicksville area, totaling over $106 million dollars, which will significantly improve and modernize the station, track and signal systems, as follows:
Project
|
Description
|
Contract Award
|
Station
|
Demolition and construction of two new 12- car platforms [some quick LIRR trivia: Hicksville is one of only two LIRR stations that currently has a platform longer than 12 cars. Platform B at Hicksville and the Bellmore platform are both 14 cars long, but it looks like Hicksville would be losing its 14 car platform with this project]; new platform waiting rooms; new platform canopy structures and associated drainage systems; new platform lighting, communications and CCTV systems; replacement of staircases, elevators and escalators.
|
Design contract awarded to AECOM July 2013 for $2.93M
|
Track
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Modify signal relays and install third rail on existing north siding in Hicksville with station track #1 for main track operations; construction approximately 3,300 feet of new track, provide infrastructure to support additional Manhattan-bound train trips from Hicksville [this will allow the LIRR to store an additional train at Hicksville during the rush hours, relieving some of the capacity issues at Huntington]; provide an alternative routing in case of maintenance, construction or service disruption at Hicksville.
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Included in above design power to connect contract.
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Signal
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Design furnish and install a new signal supervisory control system at Divide Tower (located immediately east of Hicksville Station) [see DIVIDE interlocking walkthrough] and upgrade the associated field units on the mainline and Port Jefferson branches [these are the many interlockings that DIVIDE currently controls. If they upgrade the technology at DIVIDE tower, they also have to make improvements at all of the interlockings it remote controls]
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Design contract for Supervisory Control/RTU was awarded to Power Resources International February 2014 for $4M
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Double Track
The LIRR's Double Track project [post link] will add capacity to the mainline from Ronkonkoma to Farmingdale. The $435M Double Track project is expected to improve service and reliability on the LIRR's busy Ronkonkoma Branch, spur economic activity on Long Island, create hundreds of well-paid construction jobs and improve LIRR service to Long Island's MacArthur Airport. Ronkonkoma branch ridership (47,430 weekdays) has doubled in the last 25 years since it was electrified in 1988. However, with only one track between Ronkonkoma and Farmingdale, there is very little flexibility in the event of a disruption [and service disruptions are very common on this stretch of the mainline, as it sees the lion's share of grade crossing/trespasser incidents and freight derailments] or to serve demand for reverse peak ridership. After a year-long public process, including extensive outreach to elected, community and labor leaders, a design/build contract was approved in December of 2013 to a joint venture) in the amount of $34,660,000 for a new second track to be constructed on the mainline Ronkonkoma Branch from Ronkonkoma to west of Central Islip. LIRR force account will provide the balance of the construction services required for this first phase of the project. The LIRR is set to begin actual construction in April of 2014 on Phase 1 of the project between Ronkonkoma and Central Islip, all on LIRR's existing right-of-way. The Double Track project has enjoyed widespread support among elected officials, business and labor leaders on Long Island and was identified as a transformative project by Governor Cuomo's Long Island Regional. Economic Development Council. In 2012, Governor Cuomo, Senate leaders and MTA authorized moving up $108M in capital funding so construction on Phase 1 could begin earlier than planned. In addition, the LIRR chas signed a historic Project Labor Agreement with private sector unions that will save the MTA capital dollars while fostering high-skilled, high paying construction jobs on Long Island.
One area along the Double Track Project segment is already the site of a significant transit oriented development initiative known as Wyandanch Rising [post link]. This walkable development on Long Island is centered around the LIRR's transit hub at Wyandanch Station. Some 11 years in the planning stages, Governor Cuomo's Regional Economic Development Council designated Wyandanch Rising as a separate "transformative project" and helped kick start the apartment and retail development just north of LIRR's Wyandanch station. The LIRR agreed to a land swap that helped make the project a reality. A new 900 car LIRR parking facility and new LIRR station building are also planned as part of the project. The groundbreaking on July 17, 2013, marked the start of construction on the first of two apartment buildings that will be part of Babylon Town's 40-acre, $500 million public/private redevelopment. The MTA and the Long Island Rail Road are playing a major role with plans to build a parking facility at Wyandanch Station that will provide additional parking capacity to accommodate ridership growth from the residential and commercial development as well as growth associated with future LIRR service to Grand Central Terminal. In December 2013 the LIRR awarded a design/build contract for the construction of the parking facility to E. W. Howell, Co., LLC for a total of $18.8M. The expected completion date is January 2016.
East Side Access Readiness
Additionally, the LIRR is progressing capital projects aimed at supporting future train service to Grand Central Terminal. Identified for many years as East Side Access Readiness projects [post link], these efforts will provide benefits for today's commuters as well as those who in the next decade will travel to Grand Central. The projects include pocket tracks in Massapequa [post link] and Great Neck [post link], a track extension project in Port Washington [post link], a yard and construction of an additional platform in Jamaica [post link]. The LIRR's readiness infrastructure improvements and railcar procurement support current and future ridership growth opportunities, as shown:
Projects
|
Cost
|
Construction Begins
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Jamaica Capacity Improvement Project (phase 1)
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$301.7M
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May 2014 (award)
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Mid Suffolk Train Storage Yard
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$76.6M
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January 2016
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Great Neck Pocket Track and Colonial Road Bridge
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$35.3M
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October 2014
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Massapequa Pocket Track
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$19.6M
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March 2013
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Port Washington Yard Track Extensions
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$12.1M
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January 2016
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Total
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$445.3M
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Sandy Aftermath
The LIRR began 2013 focused on a post-storm assessment of assets flooded or damaged by Super Storm Sandy. In the aftermath of Sandy, the LIRR initiated $267M in restoration projects covering West Side Yard, East River Tunnels, Long Island City Yard and the Long Beach Branch [which was hit particularly hard by the storm]. In addition, the LIRR developed specific Sandy resiliency projects which are eligible for competitive and formula-based FTA funding. To better fortify the LIRR network against future weather events, the LIRR is seeking funding for high density signaling in the East River Tunnels; protection for the East River Tunnel portals, Long Island City Yard and Atlantic Avenue Tunnels; improved perimeter protection for West Side Yard and completion of the LIRR's double track project to support the shifting of customers from the Babylon Branch to the mainline should the south shore of Long Island and branchline service be overcome by a future weather event. Grant applications are being developed by LIRR for final review, selection and submission by the MTA.
Technology Investments
Metro-North Railroad and the LIRR are collaborating on another major MTA-wide customer service oriented initiative - the further development of New Fare Payment System (NFPS) technology. The goal of the NFPS is to enable customers to purchase tickets on-board or off board using a wide variety of payment and purchase methods including cash, credit cards and pin-less debit cards, "smartcards," smartphones, and self-printed bar-coded tickets. These tickets will be validated by train crew members equipped with hand-held Ticket Issuing Machines (TIMS). [talking more about a new ticketing system is one of the things on my to-do list, and I'll definitely get to it eventually]
Additionally, a key commitment to the customer experience included the launch of the official LIRR Train Time app for iPhone and Android smart phones [post link]. This free app helps to make LIRR travel as easy as possible by providing real-time information [well, not really real-time, but more real-time than a paper timetable. Actual real-time travel information for the LIRR is another one of those topics on my to-do list] whenever customers need it. This app is loaded with real-time train status and track information, invaluable emergency service alerts and service advisory notices on planned changes, station information, schedules and fares, elevator/ escalator status, parking availability [more like parking information, not really real-time parking availability, like how many spots are left in each lot at the time you're heading out to the station. That would be a cool development, but something like that would be a lot more involved] and getaways packages.
Finally, LIRR is participating in a MTA-wide technology initiative by investing in the development of an Enterprise Asset Management (EAM) system which will provide a planning framework that links asset condition and maintenance activities to life cycle planning in order to improve asset performance, optimize maintenance resources, and strengthen long-term planning. Initial focus will be on track and signal asset elements.
Planning for New Ridership
During 2013, the LIRR both restored services eliminated in 2010 and made additional service adjustments to support ridership growth [post 1, post 2, post 3]. Customers on the Port Washington Branch responded to the restoration of one-half hourly weekend service with a 6-4% increase in weekend ridership. Additionally, the LIRR added weekday trains to and from Farmingdale; extended weekend service to and from Greenport by approximately ten weeks [post link]; and, moved the point of departure to Penn Station from Hunterspoint for the LIRR's Friday afternoon express Cannonball summer service to the Hamptons and Montauk [post link].
Throughout 2013, Barclays was a key sports and entertainment destination. The LIRR offered enhanced late night train service with eastbound trains departing Atlantic Terminal every 15-25 minutes after a game or event. On average, 3,800 customers used this service (in both directions) during event/game nights [post link].
These investments, combined with an improved regional economy, resulted in the LIRR carrying 83.4 million customers in 2013, an increase of 2% over 2012 [allowing the LIRR to once again regain its title as the busiest commuter railroad in North America]. The LIRR experienced both increased revenue from a fare increase on March 1, 2013, as well as greater revenue from ridership growth.
From a planning perspective, the LIRR looks forward in 2014 to the results of the Origin and Destination Study undertaken by the MTA [and I look forward to those results too!]. Incorporated in the study effort was a survey of Elmhurst residents' travel patterns and needs [post link]. The LIRR's Elmhurst Station was closed in 1985 when the population of the neighborhood did not support rail usage. Since that time, Elmhurst has experienced both community and economic growth. Community leaders and the LIRR look forward to evaluating the survey results and potential customer demand for commuter rail service.
In addition to the above-mentioned Origin and Destination Study, the LIRR will undertake an important update of its 1994 Network Strategy Study. The study will focus on a comprehensive look at the markets the LIRR serves, service opportunities for these markets and investments needed to maximize service goals. The study will be completed in multiple phases with the first phase addressing the LIRR's non-electrified territory. The results will help to shape the railroad's diesel fleet replacement strategy scheduled for 2024. [I am particularly looking forward to seeing this when the LIRR has finished it. I hope they take a very close look at the communities and what their residents actually want. At the moment they seem very ready to implement plans that involve scoot service from diesel stations to Babylon/Ronkonkoma/Huntington/Mineola, but I have a strong feeling that that will not be well-received by many diesel branch riders (at least it I, and most of the people that I have spoken to on the trains I ride about it, won't be very pleased.)]
SECTION I - Super Storm Sandy Restoration/Resiliency
On Monday, October 29, 2012 the New York region suffered the devastating effects of Super Storm Sandy. For MTA Long Island Rail Road, damage and storm-related impacts were most pronounced in four key areas: East River Tunnels, West Side Yard, Long Island City Yard, and the Long Beach Branch. Infrastructure replacement and/or major rehabilitations are crucial to ensure the long term operational reliability of service in the parts of the Railroad that were heaviest hit by Super Storm Sandy.
In 2013, nine restoration projects were added to the MTA's 2010 - 2014 Capital Program.
1. Super Storm Sandy Restoration Projects
Long Beach Branch Substation Replacement ($56.6M)
- Three substations (Oceanside, Oil City, and Long Beach) on the Long Beach Branch will be replaced.
- Construction start for Oceanside & Oil City was in May 2013, and the Design start for Long Beach was in September 2013. Work continues to progress.
- Because substations on the Long Beach Branch have now proven to be flood prone [they also tend to explode], the LIRR will be incorporating resiliency into the new substations by rebuilding them at a higher elevation. This will better protect the substation equipment against future extreme weather events.
- Switches, signals, communications and 3rd rail equipment along the Long Beach Branch will be replaced.
- 30% design submission was received and the design effort for a signal system continues to progress.
- Critical components like signal and communication huts will be rebuilt on platforms to make them more resilient against future flooding.
- The underwater cable, bridge electrical system, and the emergency generator for the LIRR's Wreck Lead Bridge over Reynolds Channel will be replaced. [post about LEAD drawbridge]
- Contract award was made to Cummins Power System for a new emergency generator, concrete foundation and platform. Design of the new underwater cables
- The bridge's new emergency generator will be constructed on an elevated platform to provide resiliency against future flooding / storm surge events.
- Power, signal and communications systems for tracks 9-12 in the yard will be replaced tracks 7 & 8 will be electrified. [It's nice to see the LIRR take an interest in adding redundant capacity to something other than a Manhattan terminal!]
- Force Account construction work for tracks 7&8 is currently underway.
- To guard against future flooding and provide for resiliency, retention manholes, sump pumps, drainage systems, and a flood wall will be installed.
- Damaged substation components will be replaced.
- Substation AC Switchgear will be replaced.
- Signal, power and other assets in the yard will be replaced.
- Station, signal and power infrastructure component repair and restoration will be undertaken at locations throughout the LIRR network.
- Signal, communication, track, power and drainage systems in all 4 East River Tunnels will be replaced. This work is closely coordinated with Amtrak.
2. Super Storm Sandy Resiliency Projects
The LIRR has identified a need for resiliency projects to better protect the system against future weather events. The LIRR continues to work closely with the MTA in regards to advancing these projects and seeking Federal funds.
- East River Tunnel High Density Signaling: $200M-$250M
- East River Tunnel Resiliency (Queens Portal) & Various Other ERT / Penn Protection: $40M-$80M [they're trying to avoid allowing a river of water to flow into the tunnels in future storms like it did during Hurricane Sandy]
- West Side Yard Perimeter Protection: $10M-$50M
- Long Island City Yard Resiliency: $30M-$40M
- Emergency Management Equipment Mitigation: $20M
- Atlantic Avenue Tunnels Mitigation: $4M-$10M
- Double Track Phase II/South Shore Resiliency: $300M
1. Penn Station/Manhattan
Penn Station Capacity and Utilization Study
- LIRR is currently participating in the MTA-managed Penn Station Operations Study. [a whole bunch of posts about Penn Station operations] Metro-North, Amtrak and New Jersey Transit are also partners in this study. Service plan outputs from this coordinated simulation effort are being utilized for future Penn Station planning efforts including the opportunity to bring Metro-North's New Haven Line customers directly to Penn. [Penn Station Access and the trouble with it]
- As per existing agreements with MTA/LIRR [after the MTA closed on a 99-year, $1 billion lease], the Hudson Yards Developer is progressing the mixed-use commercial overbuild project over the LIRR's West Side Yard. Amtrak has developed a conceptual program, known as the "Gateway Program," to build a new tunnel under the Hudson River from New Jersey through the west side of Manhattan to connect with Penn Station. Amtrak determined that only a single underground alignment under the LIRR Hudson Yards facility between 10th and 11th Avenues in Manhattan (the East Rail Yard) can achieve a direct connection. Given the regional importance of the proposed Gateway Program to commuter transportation, and the need to preserve the Right Of Way so as not to have the Overbuild Project preclude the Gateway Program from going forward, MTA and LIRR have cooperated with this effort.
- Amtrak's plans for the Tunnel Easement Project required the LIRR to vacate the Maintenance of Equipment facility in an expedited manner to allow for the demolition of that facility and certain tracks. MTA and LIRR facilitated the Tunnel Project by agreeing, among other things, to grant a temporary construction license and subsequently a permanent easement to accommodate the placement of a concrete casing in the Eastern Rail Yard. [this is the Tunnel Box that went in underneath the maintenance shops at West Side Yard. The maintenance shops are already long-gone, much of the construction of the actual box is well underway, and Amtrak has already picked out a vendor to build the replacement facility.]
- MTA, LIRR, Amtrak and New Jersey Transit (NJT) are completing a study of transformative changes at Penn Station to modernize the rail facility with improved functionality, pedestrian circulation and customer amenities. Toward this end, the railroads are developing a vision to transform the existing Penn Station through a set of short and long-term enhancements. This incremental approach will outline the necessary building blocks to create a renewed and world-class Penn Station complex that is passenger-friendly, easy to traverse, iconic in appearance, and enhances real estate potential. The goal is to meet the needs of the region for additional railroad passenger capacity including Metro-North's service on the New Haven Line to Penn Station, and to accommodate the influx of new visitors, employees, and residents to midtown Manhattan. Amtrak has shared its Gateway planning effort to ensure that a future vision for Penn Station embraces the expansion plans contemplated by Amtrak. [think of this as the LIRR just sprucing up its drab concourse a little bit, much like they did in the early 1990's. It wouldn't be anything on the scale of some of the grandiose plans of a new Penn Station you can see online]
- This effort to transform a portion of the Farley Post Office Building into Amtrak's new ticketing, waiting room and train boarding areas is underway with construction of the Phase 1 elements including expansion of the West End Concourse; installation of a platform ventilation system; and widening of the Connecting Corridor that connects Penn Station to the West End Concourse. [and part of the work on the West End Concourse is already underway]
2. Transit Oriented Development (TOD)
The LIRR is a strong supporter of transit-oriented development (TOD) and continues to participate in multiple TOD projects and serve as a resource and key stakeholder. Below are three examples, in varying stages of development, in which LIRR serves as a stakeholder. [this list excludes the ToD development currently going on very near the Farmingdale station. When you include that one, there are a total of four upcoming ToD projects along the already incredibly busy Mainline. I don't see how the LIRR could possibly support all these extra people without some substantial capacity expansions in addition to what they are doing now. In particular, the Third Mainline Track project. There has also been talk of ToD coming to someplace along the West Hempstad Branch and there is always talks of the counties spurring on even more]
Wyandanch
- As a key stakeholder, the LIRR is participating in one of the most exciting and "transformative" TOD initiatives on Long Island - Wyandanch Rising - a development project that will transform the most economically distressed area on Long Island into a vibrant mixed-use development.
- LIRR is working with the Town of Brookhaven and Town of Islip to transform the area around the station into a mixed-use, transit oriented development, leveraging the LIRR station and the nearby Long Island MacArthur Airport.
- The vision includes new residential development, retail, restaurants, and new office space. [and maybe even a new
hideous, er-I mean "creative," parking garage design] - LIRR continues to work with the Town of Brookhaven to address current parking needs and future demands associated with planned service to Grand Central Terminal.
- LIRR is actively participating with the Town of Oyster Bay and Hicksville Chamber of Commerce (COC) on a downtown revitalization/TOD initiative for downtown Hicksville. This initiative will:
- Build upon the community's assets (including the train station)
- Identify potential TOD opportunities to create growth and development opportunities
- Identify sustainable land-use/transportation solutions, as they relate to station access and intermodal connectivity
- LIRR capital projects currently underway in Hicksville, including station rehabilitation, track and signal improvements, will support this TOD effort. [as mentioned above]
5. LIRR Mentoring Program
- The MTA and its operating agencies, as part of a New York State initiative, are currently in Year-4 (July 2013 - July 2014) of the Small Business Mentoring Program. The Program seeks to assist small businesses to develop tools, experience, and credit-worthiness to succeed in the bidding process and construction oflarger public works projects.
- The LIRR is actively participating in the third year of the mentoring program and has a goal of $5.0 M worth of projects to be awarded under the program to pre qualified small businesses.
- In the first three years of the Mentoring Program, the LIRR had a total dollar commitment goal of $7.125M of projects to be awarded to small businesses. At the end of that period, the LIRR exceeded the goal with twenty-two (22) projects awarded for a total of $10.2M.
SECTION III - Capital Project Highlights by Asset Category
1. Rolling Stock
MTA Long Island Rail Road currently has a fleet of 836 M-7 EMU cars, 170 M-3 EMU cars, 45 locomotives, 134 bi-level coaches [way too little diesel equipment], and a fleet of work locomotives and other maintenance rolling stock. Rolling stock investments play a crucial role in the customer experience by improving on-time performance while providing a safe, reliable, and comfortable passenger environment. To ensure high-level reliable performance, the LIRR is proceeding with the procurement of new rail cars that will allow us to reduce costly maintenance and repair needs of the M-3 electric fleet, which are at the end of their useful life.
Ongoing :
The procurement of the M-9/M-9A cars will enable the LIRR to provide cars for ESA Opening Day service, M-3 replacement and ridership growth using funds provided under two MTA Capital Programs, as follows:
- A contract was awarded to Kawasaki Rail Car in September 2013 for a base order of 92 M-9 cars and up to 584 LIRR/MNR option cars. The award was in the amount of $1.8B, including options. [post link]
- LIRR anticipates issuing an RFP for 160 interoperable M-9A cars identified in the Full Funding Grant Agreement (FFGA) and funded by the ESA project. This funding is included as part of the current ESA RRIF Loan application. [these M9A cars are for the LIRR, not Metro-North. These cars are going to be funded through money leftover from the East Side Access project, so they will be procured under slightly different circumstances than the rest of the M9 fleet. As of now, the LIRR has not issued a contract for the M9A's, but that will be coming later on down the line.]
2. Stations
The Long Island Rail Road operates 11 rail branches and serves customers at 124 stations in Nassau and Suffolk Counties and New York City. Maintaining the stations throughout the system is not only vital to preserving safe, convenient access to the system, but it is also important because LIRR recognizes the integral role stations play in defining communities across Long Island and neighborhoods in Queens and Brooklyn.
In addition, the parking program focuses on improved access to the system. The LIRR works with communities to identify and discuss parking expansion opportunities to meet growth demands. Based upon the success of the Mineola Intermodal Center and the fact that community views on Long Island have become more favorable toward structured parking near train stations, additional parking investments are anticipated in future capital programs. [I would like to see more emphasis on connecting transit and less on parking (i.e. take the bus to the train instead of driving to the train, but as long as the riders are filling the trains...]
Completed:
New Elevators - Queens Village Station - $8.5M
- Queens Village Station has been made wheelchair accessible. Two new elevators, one each serving the eastbound and westbound platforms, have been installed. This project also included the replacement of platform lighting and railings as well as renovation of the station waiting room. [post link]
- The exterior of the existing 1913 Jamaica Station headquarters building has been rehabilitated. The work included concrete and granite repairs, waterproofing, painting, as well as replacement and repairs to the canopy roof, terra cotta units, windows, exterior doors, and exterior lights. [post link]
Ongoing:
Massapequa Platform Replacement - $20.5M
- The construction at Massapequa station will replace the station platform, as well as provide a new platform waiting room, stairways, elevator, escalator, canopy, platform lighting, communications and security systems as well as drainage improvements. Construction began in May 2013 and is scheduled for completion in May 2015. Additional project scope already completed is the rehabilitation of the Broadway Bridge overpass located west of the station. [post link, photo updates]
- Upon completion of this project the station platform will be replaced, along with replacement other station components, including the platform waiting room, canopy, escalator, platform lighting, communications and security systems, and drainage. The scope also includes the installation of a new elevator which will make this station wheelchair accessible. [post link]
- Project will replace two elevators - one at Merrick Station and one at Woodside Station. Design was completed in October 2013 and construction work went out for bid in February 2014. [the Woodside elevator must be one of the worst performing elevators on the system. I'm constantly getting alerts about the elevator being out of service. Glad to see they're fixing it!]
- Upon completion, this project will add a second Atlantic Terminal ADA-compliant elevator. The new elevator is expected to available for service in August 2014. [despite Atlantic Terminal being a big station, it is set up in a way that only requires one elevator to make the whole station accessible. That one elevator frequently goes out of service, however, so they are looking to add a second one in to add redundancy.]
- This project involves the repair/replacement (as needed) of platform ramp sections to improve an access way that is as ADA compliant as possible, relocation of light fixtures that impede passage on ramps, and replacement of railing system with new ADA complaint railings. The project is underway. Project is scheduled to be completed by May 2014.
- Replaces a total of six escalators and associated equipment at Rockville Centre, Baldwin, Freeport, Amityville, Copiague, and Lindenhurst on the Babylon Branch. These new all-weather heavy duty escalators will be equipped with the latest safety enhancements. Design was completed in September 2013. [the Babylon Branch escalators were the subject of some debate a few years ago. They made some changes to several of them, and this program involves replacing the rest]
3. Track
MTA Long Island Rail Road has 515 miles of main line track and 156 miles of yard and siding track. Track investments are prioritized based upon the condition and utilization of the track components. The LIRR has been working closely with the MTA Blue Ribbon Panel, which has been tasked with examining maintenance and inspection programs across the MTA, with a particular focus on track. The LIRR will look to incorporate the Blue Ribbon Panel's recommendations as it develops the 2015 - 2019 Capital Program.
Completed:
2013 Track Program - $67.9M
Trackwork Program Elements
|
2013 Goal
|
2013 Results
(Nov. 2013) |
Mechanized Wood Ties (each)
|
26,310
|
26,728
|
Grade Crossing Rehabilitation (each)
|
14
|
12
|
Surfacing (miles)
|
80
|
81.9
|
Field Welds – Boutlet (each)
|
700
|
829
|
Hand Ties (each)
|
3,024
|
3,004
|
Switches
|
9
|
9
|
Concrete Ties (each)
|
6,500
|
11,897
|
Insulated Joint Replacement (each)
|
50
|
50
|
Rail Fastener Replacement
|
11,840
|
12,104
|
Ongoing:
East River Tunnel Track Rehabilitation - $28.0M
- At the completion of this Amtrak-managed project, the track structure and drainage system will be completely rehabilitated, reducing ponding water and bringing the entire track structure into a state of good repair. It will result in improved reliability for trains operating into and out of Penn Station.
- All four tunnels will be renewed by removing and replacing the track and drainage systems with new track and ballast, new welded rail, impedance bonds andinsulated joints. The project will also remove and replace third rail for the entire length of all four tunnels. [I know that Line 4 of the East River Tunnels got this treatment this past August (and the work ran late, ruining a rush hour!)]
- This effort will span multiple capital programs. The budget is currently under review and the LIRR is exploring use of Super Storm Sandy funds since tunnels were damaged during the storm.
- This track rehabilitation effort requires significant track outages and the goal is to utilize outages scheduled for East Side Access construction and the Moynihan Station development [track outages to build a station house, not even to add any track capacity! The thought!], in order to progress work in the tunnels.
- Design is currently underway for a new half tie rail fastening system to be installed in the Atlantic Branch tunnel between Jamaica and East New York.
- Design completion is scheduled for July 2014, which will be followed by installation of the new half-tie system in selected locations throughout the tunnel.
4. Line Structures
LIRR Line Structures are comprised of 640 bridges, 30 viaducts and 4 tunnels which allow for railroad travel across the region's waterways, highway crossings, and dense urban and suburban areas. Through a combined mix of capital and operating solutions, the LIRR cost-effectively preserves safe structural conditions in support of on-time performance and system reliability goals.
Completed:
Shinnecock Canal, North Highway, & Montauk Highway Bridges Rehabilitation- $19.4M
- As of June 2013, there are three newly rehabilitated bridges on the Montauk Branch, which include Shinnecock Canal, North Highway, and Montauk Highway Bridges. [post link]
- Improvements to ventilation facilities and shafts for the East River Tunnels were completed in July 2013. [thanks to these improvements, diesel exhaust coming from diesel trains that have to get into the tunnels either during emergencies or if a dual-mode experiences trouble in the tunnels, the exhaust can be filtered out of the tunnels within just a few minutes. The LIRR will still need dual-modes to operate into Penn Station since they won't be able to get away with blatant diesel operation into the station, so that limitation won't be lifted, but the improvements are money well spent anyways]
- As of February 2014, the Woodhaven Boulevard Bridge, located on the Main Line in Queens, has been extensively rehabilitated. The scope of work included new bearings and bridge seats, rehabilitation of abutments, concrete decks, piers, and structural steel, new waterproofing and drainage installation.
Ongoing:
Broadway - Port Washington Bridge Rehabilitation - $4.5M
- Project will undertake replacement of bearings and bridge seats, rehabilitation of abutments, concrete decks, piers, and structural steel. Above deck work includes waterproofing and drainage installation.
- Construction began in May 2012 and is scheduled for completion in June 2015.
- Since October 2012 design work has been underway for Nostrand Avenue Station Rehabilitation. Design focuses on all station components and includes two new elevators which will make this station wheelchair accessible.
- Teplacement of the viaduct spans, also undertaken as part of this project, was completed in August 2011.
- As of March 2013, construction has been underway on the 150th Street bridge spans. The scope of the work includes new bearings and bridge seats, repairs to abutments, concrete deck, piers, and structural steel, along with above-deck working which includes waterproofing and drainage installation. [One of the two tracks will be out of service on the Atlantic Branch between Jamaica and Valley Stream for the weekend of May 3rd and 4th to facilitate this work, during which time Far Rockaway trains will be rerouted over the Montauk Branch. Check out the Trackwork Calendar for more specifics]
- This project provides for the construction of a new Ellison Avenue roadway bridge, located on the Main Line between Carle Place and Westbury Stations. This project will provide a modernized roadway bridge with improved safety features, which also supports the future build-out of the Main Line third track [does it also come with the full third Mainline track included!?!?]. Design began in February 2013 and is currently ongoing .
5. Communications
The communication system transmits information between trains and operational control centers including train dispatchers, train crews, tower operators and others involved in the movement of trains, while also providing information to LIRR customers. By investing in the communication infrastructure, including rehabilitation/ replacement of assets based upon functionality, condition and technological obsolescence, the LIRR is able to ensure that the vital communication service, which contributes to safety, on-time performance and customer satisfaction, continues.
Ongoing:
Fiber Optic Network - $10.0M
PBX Wayside Phone Replacement - Phase I - $10.5M
Atlantic Avenue Tunnel Cable Replacement - $5.1M
Communication Pole Replacement -$7.0M
Improved Radio Coverage -$10.3M
6. Signals
Signal assets allow the safe operation of trains system-wide at high speeds in close proximity - currently 741 scheduled trains each weekday. Previous investments have modernized high traffic interlockings in Queens [at QUEENS interlocking] and Valley Stream [at VALLEY interlocking], going from 1930s relay technology to 21st century microprocessor technology. Signal modernization continues with additional planned microprocessor upgrades, emphasis on normalcomponent replacement, as well as upgrading dark territory and automatic block territory to automatic speed control territory.
Ongoing:
Signal Normal Replacement Program - $15.0M
- Selected signal system equipment components, including batteries, switch machines, signal position lights, signal cable, and crossing gate mechanisms continue to be replaced system-wide.
- Eliminates the Speonk to Montauk segment of dark territory by installing an Automatic Speed Control (ASC) signal system from Speonk to Montauk.
- In December 2013 a contract was awarded to Ansaldo STS USA to furnish and deliver pre-wired signal enclosures.
- Project completion is scheduled for November 2016.
- The relocation of the Movement Bureau from the Jamaica Main Building into the Jamaica Central Control (JCC) is a critical first step towards realizing the LIRR's vision for Centralized Train Control.
- This project will fit-out the space within the JCC to allow the Movement Bureau to be relocated into a modernized facility.
- LIRR continues to pursue a migration strategy which will be multi-phased and involve the centralization of train control functions from towers into the JCC. [the timeline for relocating the "entire mess" to JCC is currently "open ended." The ultimate goal is to close all (but possibly one) of the towers and have everything run from JCC.]
7. Shops & Yards
Currently, the Long Island Rail Road operates 24 shops and yards. These assets ensure proper storage, cleaning, inspection, repair and maintenance of the fleet in support of the Reliability Centered Maintenance (RCM) Program.
Completed:
Shop Reconfiguration - $9.6M (Phases 3 & 4)
- Upgrades at the Hillside Maintenance Complex, Richmond Hill and West Side Yard as part of Phases 3&4 were completed in February 2013. Both West Side and Richmond Hill were part of the Mentoring Program.
Ongoing:
Hillside Facility Roof Renewal - $6.0M
- Work on roofs at the Hillside Facility continues, involving replacement of deteriorated rubber roll roofing with new PVC membrane built-up roofing.
8. Power
Train service within the LIRR's electric territory relies upon a network of infrastructure, which includes 108 substations/breaker houses, and 353 miles of third rail system-wide to deliver the traction power supply necessary for train operations.
The long-term goal of the LIRR power strategy is to address components necessary to maintain the traction power system and ensure its reliability and safety.
Ongoing:
Replacement of Hillside and Kew Gardens Substations - $25.5M
- Installation of new prefabricated modular substation buildings and associated equipment and components will be completed at both locations by December 2014.
- In 2013 16,880 LF [linear feet] of third rail was replaced and a total of 70,271 LF has been replaced to date for this project.
- Overall scope for this project will replace approximately 89,000 LF of third rail system wide.
- The cyclical normal replacement investments of power components includes substation battery replacement, cable, switches, protection board, power lines, power pole replacement, substation relay controls and motor generators.
9. Environmental
The LIRR continues to comply with environmental mandates through investigation, delineation and remediation activities at various locations system wide.
Completed:
LIC Yard Remediation - $1.2M
- Environmental remediation of the residual groundwater contamination in Long Island City Yard was completed in October 2013.
Ongoing:
Yaphank Landfill Remediation - $9.1M
This entails the investigation, design, and remediation of the LIRR landfill, located in Yaphank. [this project has been the subject of some back and forth among Brookhaven town residents and politicians recently. We'll see where it leads.]
- Design will be performed by a 3rd party consultant
- Upon NYSDEC approval of the preferred remedial alternative and agreement with affected adjacent property owners, a remedial design will be prepared.
- A Design contract is anticipated to be awarded Spring 2014
This project provides for investigation and remedial design of the Richmond Hill Yard.
- NYSDEC is in the process of approving a work plan for remediation.'
- A contract for supplemental investigation and design of remediation scheme was awarded to TRC Designers in July 2013 and design completion is scheduled for September 2014.
This project provides for investigation and remediation of the Maintenance of Way Shop area located at Holban Yard.
- A remediation contract was awarded in October 2013 and completion is scheduled for September 2014.
10. Capital Program Gates Review
Launched in the summer of 2010, the MTA's Gates review process is utilized for review and examination of each capital project before that project is approved to be initiated. The review process requires that key analytic criteria be met at various stages or "Gates" in a project's lifecycle, including project initiation, project design, project award, and completion. Various analytic tools are brought to bear, such as review of the project's impact on an agency's operating budget, review of alternatives and their impact on schedule and budget, and for certain large, complex projects, detailed risk assessments.
Nearly all of the projects in the 2010-2014 Capital Program have received Gate 1 approval.
- In 2013, twenty projects valued at approximately $780M underwent Gates review and approval. The projects which have undergone Gate 3 review and approval include:
- Massapequa Station Platform Replacement ($21M)
- Escalator Replacement Program ($14M)
- Wyandanch Parking Facility ($40M)
- Second Track from Farmingdale to Ronkonkoma ($137M)
- 150th Street-Jamaica Bridge Rehabilitation ($25M)
- In addition, four Superstorm Sandy Restoration projects valued at approximately $151M, have undergone Gates 3 review and approval and are currently underway:
- Wreck Lead Bridge Systems Restoration ($7M)
- Long Beach Branch Systems Restoration ($56M)
- West Side Storage Yard Restoration ($31M)
- Long Beach Branch Substation Replacement ($57M)
- In 2014, Gates review is expected for the following projects:
- New Mid Suffolk Electric Yard ($77M)
- 2014 Annual Track Program ($51M)
- Jamaica Capacity Improvements - Phase 1($302M) o Great Neck Pocket Track Extension ($26M)
- Ellison Avenue Bridge Replacement ($39M) o Hicksville North Siding ($38M)
- Hicksville Station Improvements ($55M)
