East Side Access

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East Side Access
Map of East Side Access
Overview of the location of work being done for the East Side Access project
Overview
Type Commuter rail
System Long Island Rail Road
Status Under construction
Locale New York City
Termini Sunnyside Yard (Queens)
Grand Central Terminal (Manhattan)
Stations 2
Services City Terminal Zone
Ridership 162,000 daily (projected)
Website Official website
Operation
Commenced September 2007 (2007-09)
Planned opening 2023; 5 years' time (2023)
Owner Metropolitan Transportation Authority
Operator(s) MTA Long Island Rail Road
Character Underground
Technical
Line length 2 mi (3.2 km)
Track length 6.1 mi (9.8 km)
Number of tracks 2
Track gauge 4 ft 8 12 in (1,435 mm) standard gauge
Electrification 750 V DC third rail
Route map

Midday Storage Yard
Sunnyside
Hunterspoint Avenue
Grand Central
Long Island City
LIRR/Amtrak to Penn Station

East Side Access route
Other routes

East Side Access is a public works project under construction by the Metropolitan Transportation Authority (MTA) in New York City. It will bring the Long Island Rail Road (LIRR) into a new station built below, and connected to, Grand Central Terminal on the East Side of Manhattan. The new station and tunnels are expected to cost $12 billion and are tentatively scheduled to start service in late 2023.

An LIRR connection to the East Side of Manhattan was first proposed in 1963; in 1968, the LIRR line was included in the Program for Action, which called for numerous transit improvements in the New York City area. Budgetary constraints prevented the construction of any part of the connection other than the 63rd Street Tunnel under the East River. Plans for the LIRR connection were revived in the late 1990s, and the project received federal funding in 2006, and construction commenced in 2007, the tunnels on the Manhattan side were dug from 2007 to 2011, and the connecting infrastructure on the Queens side was constructed through 2012.

The new terminal will contain eight tracks and four platforms in a two-level station 100 feet (30 m) below street level. It is being built in conjunction with several other expansion projects across the LIRR, including an additional track on the LIRR's Main Line and a new station in Sunnyside. East Side Access has faced controversy for its multiple delays, its extremely high cost, and its bloated scope. Various delays have increased the cost of construction threefold from the original estimate of $3.5 billion, as well as pushed back the original opening date of 2008 by fifteen years.

Description[edit]

A completed arch in one of the two caverns that were built underneath Grand Central
Completed arch in one of the two caverns under Grand Central in January 2012, prior to further excavation.
Pre-cast platform panels being installed on the lower-level platform within the Grand Central LIRR station's eastern cavern
The eastern cavern's lower-level platform being constructed in January 2018

Route[edit]

Extending between Sunnyside, Queens, and Grand Central, the East Side Access project is creating an LIRR branch from its Main Line through new track connections in Sunnyside Yard and through the lower level of the existing 63rd Street Tunnel under the East River. A storage yard in Sunnyside is also being built, connecting to the 63rd Street tunnel via a loop; in Manhattan new tunnels begin at the western end of the 63rd Street Tunnel at Second Avenue, curving south under Park Avenue and entering a new LIRR terminal beneath Grand Central.[1]

The new LIRR terminal at Grand Central, located 14 stories below ground, will feature a total of four platforms and eight tracks, plus a new 350,000-square-foot (33,000 m2) retail and dining concourse.[2] It will initially be accessed via stairwells, 22 elevators, and 47 escalators connecting to Grand Central's existing food court. By comparison, there are 19 escalators in the remainder of the LIRR system,[3] the MTA plans to build and open additional entrances at 44th, 45th, 47th, and 48th Streets, as well as connect the new station to the existing 47th Street concourse.[4]:3[5] The escalators would be up to 180 feet (55 m) long and descend more than 90 feet (27 m). The escalators and elevators will be one of the few privately operated escalators and elevators in the entire MTA system.[3]

South of the station, the four tracks on each level will merge into two 1,700-foot-long (520 m) storage tracks, with one in each cavern on each level. These storage tracks, which extend under Park Avenue south to 38th Street, will be able to store one 1,020-foot-long (310 m), 12-car train. The storage tracks were not part of the original proposal, as they were added in a 2008 modification to the plans for East Side Access,[6] the project also includes the construction of several ventilation plants. One is located at 44th Street, near the Yale Club of New York City, while another is located at 50th Street east of Madison Avenue.[7]:11[8] Ventilation facilities are also located on Park Avenue at 38th Street and at 55th Street, as well as on 63rd Street at York Avenue and at 2nd Avenue.[8]

Proposed service patterns[edit]

Current plans call for 24-train-per-hour service to Grand Central during peak morning hours, with an estimated 162,000 passenger trips to and from Grand Central on an average weekday.[9][5][10] The project is likely to increase passenger loads on the already overcrowded IRT Lexington Avenue Line and on surface bus routes on the East Side, at the same time, the project will reduce the load on rush-hour E train service between Pennsylvania Station and Midtown East and 7 train service across the East River.[11]

Costs and construction delays[edit]

The project's estimated cost has increased from $3.5 billion when first proposed[12] to $4.3 billion in 1999,[12][13][14] $5.3 billion in 2003,[15] $6.3 billion in 2004,[15][12][13][16] $7.2 billion in 2008,[15][17] $8.4 billion in 2012,[12][13][18] and either $9.7 billion[15] or $10.8 billion in 2014.[12][11] By 2017, the projected cost was either $12 billion[19] or $10.2 billion,[20] making it the most expensive construction project of its type in the world by either measure.[19][20] In the 2015–2019 Capital Program, the MTA budgeted a total of $10.178 billion to the project over five capital programs. Of this, 27% are federal funds and the other 73% are local funds, as of November 2017, the MTA had spent $7.397 billion of the available funding.[21]:40 As of April 2018, the project was expected to cost $11.1 billion, an increase from a previous estimate of $10.2 billion.[20][15]

An extremely long cavern, which was excavated as part of East Side Access. This cavern will become part of the future Grand Central LIRR station.
West cavern, seen in January 2014

The completion date for the project has also been continually pushed back. Once planned to be operational by 2009,[11] East Side Access was then rescheduled to open in 2017,[22] 2016,[23] 2018,[24] 2019,[16] and September 2023.[25] As of August 2017, the new opening date was tentatively projected to be December 2023[26] or late 2023.[27] However, as of April 2018, the MTA was looking to start revenue service in December 2022.[28]:36

In 2012, the United States Department of Transportation (USDOT)'s Inspector General announced that it wanted an audit done on the project, after the USDOT learned of the fourteen-year delay in the completion date and the more-than-100% cost increase.[29][18] In 2015, the USDOT's Deputy Principal Assistant Inspector General for Auditing and Evaluation, Joseph W. Come, testified before the United States House Committee on Oversight and Government Reform's Subcommittee on Transportation and Public Assets. Come said that several New York City transportation projects also experienced significant delays and cost overruns, this was due to a variety of factors, such as fraud, poor management, and a lack of oversight.[30]

In 2017, The New York Times reported that the $12 billion project was the most expensive of its kind in the world, with a projected price of $3.5 billion per mile of track. Over the years, the projected cost of East Side Access had risen by billions of dollars due to unnecessary expenses. Contractors for the MTA were paid more than those working in other cities, even though that provided no construction benefits. Planning for East Side Access cost upward of $2 billion, and planning for MTA projects in general also made up a more significant part of the cost than in other cities' projects; in addition, politicians and trade unions had forced the MTA to hire more workers than was needed. In 2010, an accountant found that the project was hiring 200 extra workers, at a cost of $1,000 per worker per day, for no apparent reason,[19] the bidding process for MTA construction contracts also raised costs because, in some cases, only one or two contractors would bid on a project.[19][15] Similar construction projects in New York City, such as the Second Avenue Subway and 7 Subway Extension, had been more expensive than comparable projects elsewhere for the same reasons, even though other cities' transit systems faced similar, or greater, problems compared to the MTA.[19] Other delays were attributed to the fact that dozens of contracts, some of which conflicted with each other, were bid out separately. Cost increases also occurred due to changing the design while construction was underway; ordering components that were the wrong size; failing to cooperate with other transit agencies in Sunnyside Yard; and making infeasible construction-timeline estimates.[15]

History[edit]

Origins[edit]

In February 1963, the New York City Transit Authority (NYCTA) proposed a two-track tunnel for the New York City Subway, which would cross the East River at 76th Street. The location of the tunnel was changed several times thereafter.[31] Also in 1963, a new railroad terminal for the Long Island Rail Road (LIRR) was being proposed in eastern Midtown Manhattan.[32]:17 (PDF p; 20) in 1965, the NYCTA finally decided to construct the tunnel at 63rd Street.[33] In April 1966, a third track was added to the plans for the subway tunnel, the track would serve LIRR trains to east Midtown, alleviating train traffic into Pennsylvania Station while integrating the LIRR with the subway.[34] A fourth track was added to the plans in August 1966 after it was determined that LIRR trains would be too big to run on subway tracks, this amendment increased the number of LIRR tracks to two, and provided dedicated tracks for the LIRR and the subway.[35]

In February 1968, the NYCTA's parent company, the Metropolitan Transportation Authority, released the Program for Action, which proposed numerous improvements to subway, railway, and airport service in the New York metropolitan area. The plan included a new LIRR terminal at a proposed Metropolitan Transportation Center at Third Avenue and 48th Street in East Midtown, it also included connections to Grand Central Terminal, with a new northern entrance leading to the center, and the Second Avenue Subway, among other transit services.[36]:5[37] The new LIRR line was to branch off from existing lines in Sunnyside, Queens and enter Manhattan using a new two-level tunnel under 63rd Street, the upper level was to be used by the New York City Subway's 63rd Street Line and the lower level was for the LIRR.[37] According to renderings of the transportation center, the mezzanine would be placed above four island platforms and eight tracks, which would be split evenly across two levels, similar to the structure currently under construction.[36]:48–49

A ventilation tower for the 63rd Street Tunnel, as seen at ground level
A ventilation tower for the 63rd Street Tunnel

Construction on the project began in 1969.[32]:17 (PDF p. 20) Four 38-foot-square (12 m) prefabricated sections of the 63rd Street tunnel were constructed under the East River, the first of which was delivered in May 1971.[38] That first section was lowered into place on August 29, 1971,[39] and the last section was lowered on March 14, 1972.[40] The double-deck, 3,140-foot (960 m)[41] tunnel under the East River was "holed through" on October 10, 1972, with the separate sections of tunnels being connected.[42] The estimated cost of the project was $341 million, and the MTA applied for $227 million in Federal funds.[43]

The construction of the terminal was opposed by the residents of the Turtle Bay neighborhood, where it was planned to be located in, as it would have changed the character of their neighborhood.[44] Turtle Bay residents wanted the terminal moved to Grand Central, they also disliked the proposed traffic congestion the new terminal would bring.[45] The MTA contended that its studies had shown that Third Avenue was the only feasible place to put the terminal, and there would have been too great of a concentration of rail lines at Grand Central, it concluded that having the LIRR going to Grand Central would further strain the Lexington Avenue Line. If it were on Third Avenue, passengers would have been more inclined to use the Second Avenue Subway, which was partially under construction at the time,[44] on April 16, 1973, a Federal directive directed New York State to consider expanding and modernizing Grand Central before building the new terminal under Third Avenue.[43]

Preliminary planning for the Metropolitan Transportation Center had been completed by January 1975.[32]:17 (PDF p. 20)[46] Due to continued opposition to the Transportation Center, a "Grand Central Alternative" was published in September 1976, it called for the LIRR to use Grand Central Terminal's lower level instead.[32]:18 (PDF p. 21)

Plans stalled[edit]

Due to the 1975 New York City fiscal crisis, the LIRR project was canceled long before the tunnel was completed. The New York Times noted that the lower level of the 63rd Street tunnel was still under construction by 1976, even though "officials knew that the tunnel would never be used."[47] Richard Ravitch, the MTA chairman, said that to stop the work was impossible or so costly as to make it impractical subsequent to the construction of the subway portion."[47] The lower level of the 63rd Street tunnel was completed along with the upper subway level.[32]:17 (PDF p. 20)[47] The western end of the tunnel lay dormant under Second Avenue at 63rd Street for three decades. By the time that construction on the LIRR tunnel level stopped, the tunnel was built for a distance of 8,600 feet (2,600 m). The 8,600-foot "tunnel to nowhere" was completed "largely for structural reasons — to support the subway tunnel above."[47]

The 63rd Street subway line and LIRR tunnel were completed as far as 29th Street in Long Island City, Queens, with the subway level of the tunnel opening in 1989, the LIRR tunnel remained unused beneath the subway tracks.[48] In the mid-1990s, the 63rd Street subway tunnel was extended east to connect to the Queens Boulevard subway line; the LIRR tunnel was also extended east, under 41st Avenue in Queens to the west side of Northern Boulevard in Queens. Construction began in 1994,[49][50] and the connector was opened in 2001.[51][52]

Plans revived[edit]

By the turn of the century, plans had resurfaced to bring LIRR service to East Midtown; in 1995, officials began the planning process for such a link.[4]:3 At the time, the MTA was quoted as saying that the LIRR East Side connection would not be completed within the next generation. Two years later, in 1997, U.S. Senator Al D'Amato started petitioning for an allocation of federal money to connect the LIRR to Grand Central. New York Governor George Pataki had previously proposed completing the project, but D'Amato's support, as well as the promise of financial backing, increased the likelihood that construction would actually commence, at the time, if everything went favorably, the LIRR link could open by 2010.[53] By that time, the LIRR was the busiest commuter railroad in the United States, with an average of 269,400 passengers each weekday in 1999.[32]:4 (PDF p,7) as of 1998, there were almost 1.77 million jobs in Manhattan. An increasing number of these jobs were white-collar "office" jobs, with most of these new jobs in East Midtown.[32]:7 (PDF p.10) Penn Station, located on the West Side, was operating at capacity due to a complex track interlocking and limited capacity in the East River Tunnels.[32]:8 (PDF p.11)

In 1999, the MTA proposed a $17 billion five-year capital budget, this budget included a $1.6 billion LIRR connection to Grand Central, as well as several subway extensions.[54] The project's final environmental impact assessment (FEIS) was released in March 2001.[55]:1[a] The FEIS reviewed two key options for bringing LIRR service to Grand Central, the first option was to connect the tunnels to the existing lower level at Grand Central, while the second option was to build an entirely new station underneath the existing Metro-North platforms. The MTA ultimately recommended selecting the second option because it was cheaper and less disruptive to Metro-North service.[55]:4[4]:4 In May 2001, the Federal Transit Administration (FTA) gave a favorable "Record of Decision", a mark of approval, to East Side Access after reviewing the project's FEIS.[4]:3[55]

A temporary one-story structure, which houses the East Side Access Project Information Center
East Side Access Project Information Center

After the September 11, 2001, attacks, the MTA announced plans to accelerate the timeline for constructing East Side Access. LIRR president Kenneth J. Bauer stated, "The incident of September 11 shows the importance of East Side Access to a greater degree. If something happened at the East River tunnel, you wouldn't be able to run trains to Penn Station."[56] The MTA and Governor Pataki supported East Side Access and the Second Avenue Subway, both of which involved building new railroad infrastructure on the East Side;[57] in 2002, Congress passed a bill that allocated $132 million for infrastructure projects in New York State, of which $14.7 was to go toward funding East Side Access.[58] Approval of a final design for East Side Access was granted in 2002, and the first properties for East Side Access were acquired in 2003.[4]:4

In 2004, some business owners in Midtown announced their opposition to a proposed 16-story ventilation building at 50th Street east of Madison Avenue, they stated that the building would cause pollution and that it could be vulnerable to terrorist attacks.[59] In particular, Catholic Archbishop Cardinal Edward Egan of the Roman Catholic Archdiocese of New York was concerned about East Side Access's impact on St. Patrick's Cathedral, which faced Fifth Avenue with its back on Madison Avenue north of 50th Street.[60] Despite this, the MTA affirmed its plans for the ventilation tower at that location,[61] after continued opposition from the Roman Catholic Archdiocese of New York and other nearby entities, the MTA reduced the size of the building and relocated the structure's cooling towers.[62]

Construction resumes[edit]

Funding for MTA capital projects such as East Side Access, the Second Avenue Subway, and the 7 Subway Extension were included in the Rebuild and Renew Transportation Bond Act of 2005, as part of this act, the state would take on $2.9 billion in debt to issue bonds to fund these projects.[63] Voters ultimately approved the bond issue by a margin of 55% to 44%,[64] the federal government committed to provide $2.6 billion to help build the project by signing a full funding grant agreement in December 2006.[65][66] The construction contract for a 1 mile (2 km) tunnel in Manhattan west and southward from the dormant lower level of the 63rd Street rail tunnel to the new 100-foot-deep (30 m) station beneath Grand Central Terminal was awarded in July 2006. The contract went to Dragados/Judlau, a joint American–Spanish venture whose American headquarters were in College Point, Queens, close to the East Side Access site.[67][68]:10 The total contract award was $428 million[51][67][68]:10 and used two large tunnel boring machines.[51]

Manhattan side[edit]

A tunnel cavern located north of the new Grand Central LIRR station, with two tubes diverging from the cavern. A railroad switch will be installed within the cavern, connecting the tracks that run through the tubes.
A tunnel cavern deep under Park Avenue, which will house a switch to the north of the new LIRR station

Work on the Manhattan side included building a new 8-track train station with storage tracks extending to 38th Street.[69]:1 (PDF p. 2)[4]:3 North of the station, the tunnels would connect to the 63rd Street Tunnel's lower level.[69]:1 (PDF p. 2)[4]:2 The new station would be housed in two gigantic caverns blasted out of the Manhattan schist rock formation under the station.[9][69]:3 (PDF p. 4) A three-level structure is being built in each cavern, with one 1,020-foot-long (310 m) train platform and two tracks each on the top and bottom levels. A passenger concourse is being constructed between each cavern's upper and lower levels.[4]:3[2] An upper-level concourse, accessed by a series of stairs, elevators, and escalators,[3] will replace ten tracks on the west side of GCT's Madison Yard.[7]:3 The cavern structure is located under the Park Avenue Viaduct, while the storage tracks are located under the Park Avenue Tunnel.[69]:6 (PDF p. 7)

The track connections from the new station to the 63rd Street tunnel were excavated using tunnel boring machines,[70] the first machine was delivered in May 2007.[51] Dragados/Judlau created a launch chamber for the tunnel boring machines under Second Avenue at 63rd Street in Manhattan using a controlled drill-and-blast method, then assembled and launched each 640-ton machine,[17] the first tunnel boring machine was launched westbound then southbound from the 63rd Street tunnel in September 2007, and it reached Grand Central Terminal in July 2008.[71] The second machine began boring a parallel tunnel in December 2007 and had completed its tunnel at 37th Street on September 30, 2008.[17][72] Geocomp Corporation was hired to monitor the boring, using a battery of instruments to record vibration, ground settlement and any tilting or drift suffered by the tunnel boring machines, the instruments include inclinometers, extensometers, seismographs, observation wells, dynamic strain gauges, tilt meters and automated motorized total stations with prismatic targets.[73] The tunnel boring machines bored an average of 50 feet (15 metres) per day. Cross-connections between the tunnels were created under Park Avenue, between 49th and 51st Streets, by controlled drill-and-blast. The work began in mid-July 2008 and required between six and eight months to complete.[71]

Workers constructing the station's upper concourse, which is located within part of the Grand Central Terminal's Madison Yard. There is construction equipment being stored alongside the walls of the yard.
Construction of the station's upper concourse in the Grand Central Terminal's Madison Yard in May 2014. Two Metro-North Railroad tracks were kept in service during construction to bring in equipment and remove debris.

In April 2008, the MTA awarded Dragados/Judlau another contract, the $506 million contract was for excavating caverns for the three-level platform structures, mezzanine, escalators, passageways, and track crossovers.[68]:12 The MTA gave Gramercy Group Inc. the $38.9 million contract to reconfigure part of Madison Yard in March 2009.[68]:14 In September 2009, the MTA awarded Yonkers Contracting Company a $40.8 million contract to demolish a building at 44th Street and construct a ventilation plant and station entrance at 245 Park Avenue, on the building site.[68]:16 Smaller contracts for electrical installations and structural repairs were also awarded in 2008;[68]:16, 18 in 2010, the New York City Business Integrity Commission found that a subcontractor for the East Side Access project was involved with an organized crime family. The subcontractor, who had been hired to haul away the dirt from the excavation process, was replaced.[74]

In July 2011, after the tunnel boring machines finished drilling through the Grand Central station box, they were left in place under 38th Street and Park Avenue, as it was more economical than disassembling them in Queens and selling them for scrap, which could have added $9 million to the project's final cost,[75] the next step in construction was to make cast-in-place concrete sections to create the tunnel lining.[5] Each tunnel was 22 feet (7 metres) in diameter, with an average depth of 140 feet (43 metres) beneath street level;[76] in 2011, a sandhog died when a tunnel collapsed on him, marking the project's first fatality.[77]

In September 2014, the MTA opened a 2,400 square feet (220 m2) "pocket park" at 48 East 50th Street between Madison and Park Avenues, created along with a $97 million ventilation facility at that location. The pocket park has a capacity of 100 standees, or 40 people sitting down,[78] the park, containing a lot of greenery along a granite backdrop with tables and chairs,[79] is meant to reduce noise pollution from the ventilation facility, which is also an emergency exit.[80][81][82]

Tracks being laid in the 63rd Street Tunnel
Tracks being laid in the 63rd Street Tunnel

On October 26, 2015, a 1,920-square-foot (178 m2) seating area in Grand Central Terminal’s lower level dining concourse was closed in order to build structural framework that will allow for the future construction of stairways and escalators that will connect Grand Central’s lower level to the Long Island Rail Road concourse and terminal underneath Grand Central Terminal. This was deemed as a major milestone in the construction of East Side Access by Dr. Michael Horodniceanu, President of MTA Capital Construction,[83] on November 10, 2015, a groundbreaking ceremony was held to celebrate the emergence of into Grand Central Terminal.[84]

On January 27, 2016, the final major contract for the construction of East Side Access was awarded to Tutor Perini Corporation, the contract was for the construction of four railroad platforms and eight tracks for the new Grand Central Terminal.[85] The first tracks inside the 63rd Street tunnel were laid in September 2017.[27]

Queens side[edit]

Map of the construction site in Queens.Workers launched tunnels under Sunnyside Yard and created a connection to the 63rd Street Tunnel under Northern Boulevard.
Construction site in Queens, nicknamed the "Q-tip," where tunnels under the Sunnyside Yard were launched and the connection under Northern Boulevard to the 63rd Street Tunnel was made
Portals for the four tunnels under Sunnyside Yard in Queens. There are three tunnels on the upper level and a fourth tunnel on the lower level.
Starting point for the four Queens tunnels under Sunnyside Yard. The top three tunnels will connect to the LIRR Main Line, while the bottom tunnel will connect to storage and maintenance tracks

Previous work extending subway service through the upper level of the 63rd Street tunnel to lines in Queens also extended the lower level to a point west of Northern Boulevard, across from the Sunnyside Yard.[86] Work in Queens included extending the tunnel under Northern Boulevard and boring four tunnels under Sunnyside Yard, this was a particularly delicate and expensive task due to the existence of the elevated BMT Astoria Line and the underground IND Queens Boulevard Line directly above. Of these tunnels, three of them (Tunnels A, B/C, and D) would connect to the busy Harold Interlocking, while a fourth tunnel on a lower level would connect to the Midday Storage Yard; in addition, the existing tunnel bell mouth west of Northern Boulevard was expanded to serve as the staging area for the Manhattan work, bringing in workers, equipment and supplies and bringing out the muck and debris from excavation.[87][88] A temporary narrow-gauge railway and a conveyor belt system were constructed behind the tunnel boring machines and through the 63rd Street tunnels to the Queens bell mouth.[5] Due to its shape, the Queens work site was nicknamed the "Q-tip".[89]

Pile Foundation Construction Company built an $83 million cut structure, which extends the tracks under Northern Boulevard into the Sunnyside Yard, it created an area that served as both the launch chamber for soft-bore Queens tunnels, connecting the 63rd Street line to the main LIRR branches, and an interlocking and emergency exit and venting facility. The cut was then covered with a deck;[90] in August 2009, Perini Corp. was awarded a $144 million contract to reconfigure the Harold Interlocking, increasing its capacity to accommodate trains bound for Grand Central Terminal and to construct new yard lead tracks to allow trains to enter the storage yards.[68]:24 Smaller contracts for structural work, environmental monitoring, and data measurement were also awarded,[68]:21–23 some Amtrak buildings in Sunnyside Yard were demolished to make room for the East Side Access portals in Queens.[68]:24

In September 2009, the MTA awarded Granite-Traylor-Frontiere Joint Venture a $659.2 million contract to employ two 500-ton slurry tunnel boring machines to create the tunnels connecting the LIRR Main Line and the Port Washington Branch to the 63rd Street Tunnel under 41st Avenue.[68]:23[91] The four tunnels, with precast concrete liners, total 2 miles (3.2 km) in length.[92] The contract included a $58 million option to dig three tunnel pits and three emergency shafts, as well as complete an open cut.[68]:23[91] The two custom-built slurry TBMs, which could dig through several types of earth, were the first such machines to be used in the New York City area.[91]

The two tunnel boring machines began digging on the Queens side in April 2011,[93] on December 22, 2011, breakthrough was achieved in Tunnel "A" of the four Queens tunnel drives from the 63rd Street tunnel bellmouth.[88] By July 25, 2012, all four Queens tunnel drives were complete;[70] in April 2014, contracts were awarded for the final modifications for the tunnels, as well as for communication systems.[94]

The scope of the project within Queens also included the construction of two bypass tunnels for Amtrak trains within Harold Interlocking. While eastbound Amtrak trains to New England would be able to go through the interlocking without crossing the paths of East Side Access trains, westbound Amtrak trains to Penn Station would use tracks that intersected East Side Access tracks. East Side Access trains to Grand Central would diverge to the northwest while trains to Grand Central would continue west, so the final environmental impact statement called for a bypass for westbound trains,[95] around $295 million was allocated for the bypass in 2011,[96][97] and work on this project started in 2013.[98] However, by October 2015, the tunnels were behind schedule because Amtrak and the MTA could not cooperate on track access schedules,[99] these delays ultimately raised construction costs by almost $1 billion as of April 2018,[15] and in a report that month, the MTA attributed the delays to a lack of cooperation on Amtrak's part.[28]:27–31 The work at Harold Interlocking also included the installation of a microprocessor-based signal system, replacing the old track circuit-based signal system.[100][101]

Associated projects[edit]

Arch Street Yard and Shop Facility[edit]

The Arch Street Maintenance Yard and Shop, a short gray and blue building with maintenance tracks running into the building from the right side
The Arch Street Yard and Shop, which was built for East Side Access

The Arch Street Yard and Shop is located in Long Island City, near the Hunterspoint Avenue station,[102]:249 the yard itself has been in use since at least 1910.[103] The Arch Street Facility includes tracks that were built on the right-of-way of the LIRR's former North Shore Branch, although the branch formerly extended west to what is now the Gantry Plaza State Park,[102]:252 the Arch Street Facility's storage tracks only extend as far as 11th Street.[102]:255

The LIRR planned a maintenance facility in the yard as part of the East Side Access project,[104] the building was completed in either December 2004[105]:4 or June 2005.[102]:252 The $80.4 million facility was built using a mix of federal and non-federal funds.[105]:4 The LIRR had built the Arch Street Facility in advance so it could test its then-new M7 cars. When the MTA planned the facility in 2002, it had anticipated that East Side Access would open in 2011 and that the Arch Street Shop could be used to maintain the LIRR fleet, it was thought that the Hillside Facility would not be able to maintain the expanded LIRR fleet on its own. However, after the East Side Access project was repeatedly delayed, the Arch Street Facility was ultimately leased and licensed for other uses.[105]:5

Just south of the Arch Street Yard, the Montauk Cutoff connected the Main Line to the Montauk Branch until it was decommissioned in 2015.[106] Part of the cutoff is being demolished to make room for a Midday Storage Yard as part of East Side Access.[107][108] Tutor Perini is constructing the $291 million yard within the existing Harold Interlocking.[108]

New Sunnyside station[edit]

A new LIRR train station in Sunnyside on the west side of Queens Boulevard and Skillman Avenue[109][110]:20–21 along the Northeast Corridor (which the LIRR uses to get into Pennsylvania Station) will be built, which will provide one-stop access for area residents to Midtown Manhattan.[111] The station will have two side platforms and one island platform, which will all be able to accommodate 12-car trains.[110]:20–21 $76.5 million is budgeted for the construction of the station in the MTA's 2015–2019 Capital Program.[112] Construction is scheduled to start in January 2021, and is expected to be completed in December 2022.[113]

Jamaica Capacity Improvement[edit]

In order to increase capacity for LIRR service to Grand Central, the Jamaica Capacity Improvement project is being undertaken, as part of the project, additional ladder tracks will be created, the E Yard track will be extended over 150th Street, the East Layup Track will be converted to be a through route, higher-speed switches will be added, and a new Platform F will be constructed south of the existing LIRR platforms at Jamaica station.[114] Service to Atlantic Terminal in Brooklyn via the Atlantic Branch will be turned into a shuttle service, requiring that passengers heading to or from Long Island make a long transfer. Service frequency will increase for trains on the Atlantic Branch–trains will run every 7.5 minutes during rush hours and every 15 minutes during off-peak hours.[115] Completion is projected for July 2019.[116]

Main Line third track[edit]

Related to the MTA's East Side Access project is its long-planned widening of the two-track LIRR Main Line by adding a third track.[117][118] Completion of Main Line third track construction was assumed during East Side Access project planning and referenced in the original East Side Access environmental impact statement as necessary to support service level increases caused by adding service to and from Grand Central,[119] the MTA has said that it considers the Main Line third track an "essential" project to support East Side Access,[120] and that the Main Line third track will "complement the East Side Access megaproject, which is doubling the LIRR’s capacity into Manhattan."[118]

Main Line third track construction was deferred indefinitely by the MTA in 2008 due to budget constraints;[117][121] in January 2016, Governor Cuomo and the MTA announced plans to restart construction of the Main Line third track.[117][118] In December 2017, the LIRR awarded a contract for the project to the consortium 3rd Track Constructors for $1.8 billion, with construction beginning in 2018. Completion was estimated for 2022, in time for the opening of East Side Access.[122][123][124]

Penn Station Access[edit]

Redirecting LIRR trains from Penn Station to Grand Central Terminal will free up track and platforms at Penn, the track connections resulting from the East Side Access project would theoretically allow Metro-North Railroad trains on the New Haven Line to be directed to Penn Station as part of a related project called Penn Station Access. Four new local Metro-North stations in the Bronx are planned as part of this project: at Co-op City, Morris Park, Parkchester, and Hunts Point.[125]

The project would provide direct rides from Connecticut, Westchester County, and the Bronx to West Midtown, ease reverse-commuting from Manhattan and the Bronx to Westchester County and Connecticut, and provide transportation service to areas of the Bronx without direct subway service.[126]

See also[edit]

Notes[edit]

  1. ^ For the full FEIS, see:

References[edit]

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External links[edit]

External video
"What Is East Side Access?", Metropolitan Transportation Authority; January 29, 2010; one-minute YouTube video clip
"The East Side Access Project", MTA Long Island Rail Road; February 18, 2010; 6:19 YouTube video clip
"East Side Access Soft Ground TBM Launch", Metropolitan Transportation Authority; April 7, 2011; 2:22 YouTube video clip
"East Side Access – 1/24/2012 Update", Metropolitan Transportation Authority; January 24, 2012; 1:51 YouTube video clip
"East Side Access Project Update 2", MTA Long Island Rail Road; March 5, 2012; 7:39 YouTube video clip
"East Side Access 9/21/2012 Update", Metropolitan Transportation Authority; September 21, 2012; 2:27 YouTube video clip
"East Side Access 9/11/2015 Update", Metropolitan Transportation Authority; September 11, 2015 YouTube video clip

Route map: Google

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