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The following is an excerpt from a report published by
the New York City Transit Authority.
ROUTE 132-C - PHASE I REPORT
Second Avenue and Water Street Subway
New York City Transit Authority
June, 1973
- Foreward
- Chapter I: Summary and Recommendations
- Chapter II: Concept Development
- Chapter V: Construction Planning
- Chapter VI: Operating and Maintenance Costs
This report summarizes the engineering studies for Route
132-C of the Second Avenue Subway performed in accordance with the
Agreement of February 24, 1972 between the New York City Transit
Authority and De Leuw, Cather & Company of New York, Inc. The
studies include:
- Alternative alignments and profiles and appropriate methods of
construction for each alternative;
- Preliminary designs for structures including track sections,
station envelopes, and such special structures as auxiliary trackage,
fan chambers, ventilation shafts, emergency exits, and electrical
substations;
- Construction cost estimates for new structures and for the
necessary underpinning of existing buildings and of structures
crossing the subway route, for each alternative;
- Annual operating and maintenance costs for ventilation and
drainage equipment, and escalators, for each alternative; and
- Cost estimates for the maintenance and restoration of sewers,
water, gas, and steam utility mains where required.
Three different schemes were explored thoroughly, each
containing a combination of alignment, profile, construction methods,
engineering and construction costs and impact on the environment
during the construction period. The final choice, identified herein
as the RECOMMENDED SCHEME, contains elements of the other schemes
arranged in an optimum combination offering the lowest construction
cost consistent with the safety, comfort and convenience of the subway
user.
SUMMARY
An alignment satisfying the engineering, geologic,
economic, environmental and practical demands for a Second Avenue and
Water Street Subway has been developed. It is presented herein as the
RECOMMENDED SCHEME. It is, of course, an optimum compromise between
divergent determinants and represents the choice between various
Alternative Schemes documented in detail in Chapter IV.
Route 132-C, the Second Avenue and Water Street Subway,
is 3.7 miles long. It extends from Whitehall Street to East 34th
Street generally along Water Street, Pearl Street, St James Place,
Chrystie Street and Second Avenue north to the interface with Route
132-A in the vicinity of East 34th Street. It will be constructed by
cut~and~cover and rock tunneling methods, possibly with a very short
section of earth tunneling under air pressure.
Its relationship with other existing and proposed rapid
transit lines is shown in Exhibit 1, General Location Map. Route 132-C
joins at its northern end with Route 132-A in the vicinity of East
34th Street, extending the Second Avenue Subway northward through
midtown Manhattan to East 126th Street, the interface with Route
132-B. The latter continues the route northward through a tunnel under
the Harlem River and thence easterly to connections in the Borough of
the Bronx. The flexing connections with Route 131-A at East 63rd
Street will provide service easterly to Queens.
Exhibit 2, Key Plan, focuses on Route 132-C and indicates
its location within the existing street pattern and the general
location of planned stations. Details of these stations are presented
in Chapter III.
RECOMMENDED SCHEME
For Route 132-C, the Second Avenue and Water Street
Subway, it is recommended that the Transit Authority adopt the plan
depicted in Figures 1 through 6, the salient features of which
are:
- Limits: from Whitehall Street to East 34th Street;
- Route, from the south to north, along Water Street, to and along
Pearl Street, to and along St. James Place, through Chatham Square,
across the Chinatown Housing Development and the Manhattan Bridge
Plaza, to and along Chrystie Street, intrusion into the Sara
D. Roosevelt Park along Chrystie Street, to East Houston Street,
intrusion into private property along Second Avenue at East Houston
Street, and along Second Avenue to East 34th Street;
- Construction substantially as shown on Figure Nos. 1 through 6 of
this Report, consisting for the main line track structures, of a total
of 6, 700 lineal feet of rock tunnel construction, from Whitehall
Street to Wall Street on Water Street and from East 7th Street to East
32nd Street, and 12,400 lineal feet of cut-and-cover construction
for the remaining sections of main line track structure and also for
the construction of the mezzanines of the subway stations;
- Seven subway stations, located and briefly described as
follows:
Whitehall Station, two mezzanines over two-level island
platforms, four tracks, the south mezzanine connecting to the existing
Whitehall Station on the BMT line, the north in the vicinity of
Coenties Slip;
Pine-Wall Station, a continuous mezzanine from Wall
Street to John Street, with single island platforms on two levels,
four tracks, with mezzanine passageway entrance to Fulton Street for
the South Street Seaport Museum;
Chatham Square Station, single mezzanine centered on
Chatham Square with entrances to all sides of the Park Row-East
Broadway-St. James Place-Oliver Street intersection compatible with
traffic and pedestrian movements there;
Grand Street Station, improvement of the existing
mezzanine and widening of the existing platforms to accommodate
across-the-platform passenger transfer movements between the Second
Avenue line, the Manhattan Bridge and West End services;
East Houston Station (existing Second Avenue Station)
intersection, through the existing mezzanine, by two tangent, side
platforms for the Second Avenue line;
14th Street Station, with interconnected mezzanines
adjacent to the north and south of East 14th Street, with internal
passageway connections to the side platforms of the existing Third
Avenue Station on the 14th Street Canarsie line. This station has
three tracks and two island platforms;
A pit track, between the two main line tracks, from East
16th Street to East 21st Street; and
23rd Street Station, with two mezzanines, one at East
23rd Street and the other at East 27th Street, and two tracks with an
island platform.
- An estimated construction cost of the basic subway structure and
station structures, expressed in mid-1973 dollars, of $327 million,
including utility relocation;
- Off-street entrances, as arranged to date, at: No. 55 Water Street
(Whitehall Station); No. 88 Pine Street (Pine-Wall Station); Chinatown
Housing Project (Chatham Square Station, if needed); northeast corner
of East 23rd Street and Second Avenue (23rd Street Station); and
southeast corner of East 27th Street and Second Avenue (23rd Street
Station);
- A rock tunnel boring machine design and bid alternative for the
construction of the main line track tunnel section from East 8th
Street to East 32nd Street.
Technical planning is the art of choosing among
alternatives. Each of the alternatives must be thoroughly documented
if it is to be understood and apportioned its rightful character and
the magnitude of its attributes. With these in hand, judgments must be
made through the weighing of these attributes as they conflict,
qualify or eliminate in comparison with others. Lower Manhattan is an
amalgam of history and comprises an accumulation of nearly three
centuries of man's efforts to adapt the land to his uses. Each year
the choices for those who would build new things become narrower as
space, above and below ground, is filled rapidly with facilities and
equipments deemed permanent upon completion.
It is of pertinence, then, to set forth the complex and
difficult procedure through which the current vertical and horizontal
alignment of Route 132-C of the Second Avenue Subway evolved. It can
answer questions before they are asked, explain arrangements within
their full context, and provide a view of the whole necessary for
rational examination of the parts. There follows, therefore, a
technical narrative of the development of the final concept.
The very first problem presented proved one of the most
difficult: design of the terminal station at Whitehall and Water
Streets. This station must do more than handle its passengers: it
must not only contain facilities for the storage of trains during
off-peak periods but turn back more than 30 trains per hour during
rush hours. Failure of this station to perform this critical function
comfortably could reduce capacity of the whole subway along its entire
length. Yet both Whitehall Street and Broad Street already contain
subway tracks and stations restricting the options for the new
line.
Four tracks separated by two platforms requires a
structural width of 100 feet. But Water Street between Whitehall and
Broad Streets is not only less than 100 feet wide but is curved. This
station arrangement, therefore, would require excavating under several
of the many large new office buildings fronting Water Street including
the plaza and shopping arcade of 1 New York Plaza, a difficult and
costly procedure. But two tracks, astride a 24-foot platform, could
be accommodated easily within the present street width, and four
tracks provided by placing the pairs one above the other, and this is
the solution adopted. This dual-level arrangement has the added
advantage of permitting each of the "Bronx" and "Queens" trains to be
reversed at different levels. Only half of the trains would operate
over any one of the crossovers as they enter and leave Whitehall
Station and crossovers on both levels will provide ample flexibility
of operation to permit the reversing of even more than the scheduled
30 trains/hour at peak hours should the demand be made. This
determination having been made, the next problem was the question of
the vertical locaLion of the station.
The existing BMT station on Whitehall Street occupies the
desirable depth for a new Second Avenue terminal station, as does the
BMT stub trackage under Broad Street. It is impractical, therefore, to
place the new subway n the same horizontal level as these existing
structures and the Second Avenue line is forced, therefore, deeper in
order to pass under them. Allowing for required double-level station
height, the new station was placed at Elevation 5, or about 100 feet
below ground level. This is a practical arrangement accommodating all
significant local conditions. However, another consideration
intruded.
Proceeding north, two obstacles intervene: the IRT
Seventh Avenue ("2" and "3" services) Subway along Old Slip and the
Eighth Avenue ("A" and "E" services) Subway on Fulton Street, both at
approximately the same elevation. It is not difficult to pass under
the first of these proceeding north but to pass over the IND Subway at
Fulton Street demands a rapid climb, at a grade in excess of four
percent from Whitehall Street. This is an excessive grade for routine
subway operations, requiring major additional expenditure of power and
braking costs and unacceptably slow acceleration from the departing
station with a full passenger load. Modern engineering practice
considers that a three percent grade is the maximum practical
operating incline for steel wheel on steel rail rapid transit, if
excessive power cost, equipment wear and reductions in schedule times
are to be avoided.
Passage under the IND Subway posed problems for the
planned Pine-Wall Station, lying between the Whitehall Station and the
IND Subway at Fulton Street. Avoiding the excessive grade meant that
the Pine-Wall Station must be placed deeper than otherwise planned.
The final form of the station is shown as Section 3 in Figure 1, and
will be seen that the two levels of double track serve center
platforms which, in turn, are served by the continuous mezzanine only
a few feet from the street surface. The provision of two platform
levels in the Pine-Wall Station will minimize the effect of dwell time
(i.e., loading time) in this very heavily-used station.
Prior to accepting this solution to the problems posed, a
study was made of an entirely different approach using a "high" or
minimum-depth subway from Whitehall Street northward. A study was made
of a potential line at the 20-foot level under the street, the entire
line to be installed using the cut-and-cover construction method.
This alignment would require the removal of the stub tracks under
Broad Street, which would shorten the "J" service by two stations, an
unacceptable feature from a service and operations standpoint.
Continuing northward, the route from Pine-Wall Station
transitions from two tracks over two tracks to two main line tracks on
a single level in the vicinity of Fulton Street and climbs at required
grade to the Chatham Square Station. Northward the route encounters
the BMT Route 20 on Canal Street and the existing old Route 9
structure south of Canal Street, both of which are passed under
without difficulty. Vertical alignment is controlled at the Grand
Street Station by the existing platform level in that station for IND
Chrystie Street Subway ("B" and "D" lines) and by the "B" and "D" line
feeder tracks north of Canal Street. The BMT Center Street Loop on
Delancey Street ("M" and "J" services) are surmounted without
alignment difficulty. But this alignment along Chrystie Street
encounters an environmental problem:
- Chinatown Housing Project: This building complex, to be
constructed on the property bounded by Division Street, Bowery and the
Manhattan Bridge, is under the sponsorship of the New York City
Educational Construction Fund and will be known as Confucius
Square. It will contain apartments, a school and recreation
areas. Bayard Street east of Bowery will be closed, as will Chrystie
Street north of Division Street. Construction of the foundations is
slated for early 1973.
- Future Subway on Canal Street/Manhattan Bridge: A future
east-west subway on Canal Street, which will replace services
presently on the Manhattan Bridge is accommodated. Thus, in the
vicinity of Canal Street/Chrystie Street/Manhattan Bridge Plaza, three
levels of subways will intersect as follows:
- Upper - Existing line from Chrystie Street to the Manhattan Bridge,
Route 20 along Canal Street/Center Street, and the old Route 9 branch
swinging west and north from the Manhattan Bridge Plaza;
- Middle - Route 132-C, the Second Avenue line, running north-south;
- Lower - Possible future Canal Street line, running east-west to
the Manhattan Bridge.
The Transit Authority has set the base of rail elevation of the
future (lower) Canal Street line at Elevation 95 as a replacement for
existing tracks connecting to the Manhattan Bridge. It will be
necessary to strengthen the invert slab of Route 132-C through this
area so that it may be underpinned without interrupting service when
the future Canal Street line is built under the Second Avenue line at
some future date.
- Sara D. Roosevelt Park: Special consideration was given to
the alignment of Route 132-C along Sara D. Roosevelt Park on the east
side of Chrystie Street from Canal Street to East Houston Street.
Because of the very heavy passenger transfer movement expected
(approximately 13,000 passengers transferring during the peak hours)
between the "B" and "D" services and the Second Avenue line at Grand
Street Station, it is desirable to provide for a single level,
across-the-platform type of passenger transfer movement in the
existing Grand Street Station. This will necessitate spreading the
tracks of Route 132-C to straddle the existing transit tunnel and
widening the existing platforms of the Grand Street Station. The east
wall of the existing stations is within one foot of the west boundary
of the park. Because of the limited roadway width of Chrystie Street
with no sidewalk on the east side, encroachment into Sara D. Roosevelt
Park will be required from approximately Hester Street to Stanton
Street for the construction of the new northbound track structure of
Route 132-C.
The amount of parkland required for temporary construction easement
varies, the maximum width of encroachment being 40 feet at Rivington
Street. Approximately 36,000 square feet of park will be required for
construction. This is less than ten per cent of the total area of the
park, which is a long, narrow strip, approximately seven acres in
size, divided into three separate areas by Grand Street and Delancey
Street, major east-west crossroads.
The park is presently in a very poor physical condition and is only
lightly used. Access to it is limited because of grade differential
along the Chrystie Street side. The park is mainly used by local
residents for sitting and for strolling along the walkways parallel to
Chrystie and Allen Streets. The existing active recreational
facilities (basketball courts and playgrounds) are little used.
Referring to Figure 13, the park presently contains four buildings
which from south to north may be described as follows: a two-story
brick building, the first floor of which is used by the Parks
Department while the second floor is completely vandalized and vacant;
next a comfort station brick building which is completely vandalized
and not in use; next, the Sara Delano Roosevelt Golden Age Center, a
one-story brick building, relatively new and in good shape, and in
active use, which will be underpinned and maintained in use during
construction, and finally a one-story brick building in good repair
being well used as a community center. After completion of the subway
construction in the park, the part of the park affected will be
rebuilt, restored to its original condition, and
refurbished. Approximately 97 trees in the park will be affected by
the construction. These are mostly London Plane trees with some trees
of the Ginkgo variety. Maximum trunk size of the Plane trees, measured
four feet above the ground, is 20 inches in diameter, while the Ginkgo
trees have a trunk size of three to six inches. Due to the limited
ground cover above the subway, even with tunneling, about half these
trees affected by open cut would have to be transplanted. A consulting
arborist has been retained on the project to advise on care of the
trees and transplanting methods to be followed.
All proposed construction work will have to be approved by the
Administrator of Parks, Recreation and Cultural Affairs
Administration, City of New York. Except for temporary diminution of
the area of the park available, construction of the proposed Route
will not interfere with any of the regular activities of the park
users.
We understand that it is the intention of the Transit Authority to
engage a consulting park architect for the purpose of drafting a
master plan for restoration and ultimate development of Sara
D. Roosevelt Park. Services performed by this consultant would include
(but not be limited to) preparation of a detailed development program
showing construction staging and utilization of the recreational areas
in addition to providing general input for the restoration of the park
with sufficiently detailed information to permit a future architect to
prepare contract drawings and specifications.
A close coordination of efforts will be necessary between all
interested parties and agencies having jurisdiction of the park area
in order for this segment of the project to be successfully
realized.
To meet the level of the existing platforms in the Grand Street
Station, and due to other existing restraints between approximately
Canal Street and East Houston Street, the profile of Route 132-C on
Chrystie Street will necessarily be shallow. The alternative of
tunneling under the Sara D. Roosevelt Park was investigated, with the
additional cost of tunneling construction estimated to be $10
million.
Northward the subway passes through the East Houston
Street Station and thence to the 14th Street Station. It is desired to
have a separate pit track in the vicinity of the 14th Street Station
for the inspection and light maintenance of subway cars in operation
on the Second Avenue line, and this pit track on the "high line" study
was located between East 8th Street and East 12th Street. Adjacent to
the pit track facilities would be the necessary crew quarters and
parts and tool storage rooms.
The work of the "high line" study was continued northward
until it encountered difficulties at the 14th Street Station presented
by the existing Canarsie line on East 14th Street. The Canarsie line
is shallow so that it is necessary for the new Second Avenue Subway to
pass under this existing subway. Here the geology of the site comes
strongly into play. Generally, rock tunneling is less expensive than
cut-and-cover construction and, therefore, to be chosen when all other
factors are compatible. It is in the vicinity of this station that the
rock line rises to within 30 feet of the ground surface. The Canarsie
subway structure lies above the rock.
In order to use rock tunneling construction, the profile
must be dropped sufficiently below the existing structure to provide
the minimum necessary rock cover above the crown of the tunnel. For
this reason, the Second Avenue Subway line is dropped in this area to
a depth of about 80 feet below the surface. This solution has an
effect on the location of the inspection pit previously mentioned.
This 615-foot-long pit track section must be level to
permit de-energized parked trains to remain stationary; a grade in
such area could generate unwanted train movement with attendant risks.
The deeper tunnel proposed for the 14th Street Station rendered the
provision of a 615-foot stretch of level track between East 8th and
East 12th Streets virtually impossible. Therefore, this inspection pit
section was relocated north of the 14th Street Station where it is
possible to provide a level 615-foot-long section. A third track
through the 14th Street Station facilitates access to and from the pit
track section.
The balance of the line from 14th Street Station to Kips
Bay Station at the interface with Route 132-A was explored as a
continuation of the "high line" but the rock line proved determinant
in this region, and to preserve required cover of solid rock, the
final elevation chosen was below the alternatives studied and the
subway enters the Kips Bay Station some 60 feet below the surface
where it meets the profile previously established for Route 132-A.
This clears by an adequate margin the Penn Central rail tunnels some
20 feet deeper.
RECOMMENDED SCHEME (Figures 1 to 6, inclusive)
The RECOMMENDED SCHEME was evolved from improvements to
both Schemes I and II. In profile, at the south end, it envisages
two-level platforms at both Whitehall Station and Pine-Wall Station,
as required for passenger traffic and train operating purposes. The
platforms of Whitehall Station would be constructed deep in rock so as
to avoid disturbance to the existing transit tunnels on Whitehall
Street and Broad Street including stub tracks there. The track grades
are limited to 3.0 percent. In this area as much construction as is
practical would be by rock tunnel, up to approximately Pine Street,
where rock dips down sharply to the north. It was concluded that Route
132-C must pass under the existing Fulton Street transit tunnels. To
the north of Fulton Street, the profile of Route 132-C rises steadily,
mostly at 3.0 percent grade, to the Chatham Square Station. From
Chatham Square the profile is similar to Schemesl and II, being
constrained by existing and possible future transit tunnels under the
Manhattan Bridge Plaza and the necessity to meet fixed elevations in
the existing Grand Street and East Houston Street Stations. Proposed
scheme for Sara D. Roosevelt Park is shown in Figure 13.
North of East Houston Street Station, the profile of
Route 132-A drops at 2.9 percent reaching rock at about East 7th
Street. The profile from this point to the north has been set deeper
than Scheme I, in order to maximize the amount of construction that
would be in rock tunnel. Station mezzanines will be constructed by
cut-and-cover methods in any event. Tunneling is planned where the
platforms of the 14th Street Station are under the Canarsie line
structure in order to minimize disturbance to, and construction
problems under, that structure. Advantage is taken of the rock cover
up to approximately East 32nd Street, where the rock level again dips
down, necessitating a short section of cut-and-cover construction
adjacent to the interface with Route 132-A, just south of the Kips Bay
Station for which cut-and- cover construction was planned. It is noted
that the profile at the extreme south end of Route 132-C, RECOMMENDED
SCHEME, is such as to not preclude future extensions to the south, to
Staten Island or to Brooklyn. The RECOMMENDED SCHEME has entirely
acceptable track grades, includes all the operating features requested
by the Transit Authority, and will utilize tunnel construction to the
maximum degree practical to minimize the impact on surface conditions
during construction.
SUMMARY - RECOMMENDED SCHEME
Length of cut-and-cover 12,400 feet
Length of tunnel 6,700 feet
Estimated Construction Cost
(including Utility Relocation) $327,000,000
Estimated Annual Operating and
Maintenance Costs $1,230,000*
*Expressed in mid-1973 dollars.
SOILS AND GEOLOGY
The subsurface at the south end of the Second Avenue and
Water Street Subway, Route 132-C, from approximately Whitehall Street
to Pine Street, consists of fill, overlying dense, saturated sand,
overlying rock. The rock is relatively shallow, from 30 to 40 feet
below the street surface. In the vicinity of Pine Street, the rock
dips down sharply to the north, being approximately 140 feet below
ground level at Fulton Street, 175 feet below ground level north of
the Brooklyn Bridge, and remains deep to about East 6th Street. The
subsurface consists of fill overlying large horizontal lenses of
organic silt near the ground water level, and below it consists of
overlying medium to dense saturated sands and sandy silts. North of
Chatham Square, the fill overlays dense sands and sandy silts, above
the water table, and north of Canal Street, the subsoil consists of
dry dense sands and sandy clays, these comprising the rock overburden
to the north end of Route 132-C at East 34th Street. Rock occurs
approximately 150 feet below ground level at East Houston Street and
rises to the north to approximately 25 feet below ground level at
St. Marks Street. Continuing north, the depth of rock is quite
variable from approximately 15 feet to 45 feet below ground level,
with dips at East 20th Street and East 32nd Street.
EXISTING UTILITIES
During the course of the study, information on the
principal existing underground utility installations was obtained from
the owning public utilities, agencies or companies. These materials
indicated that the major utilities, all lying fairly close to the
surface, would not constitute a determinant in the alignment of the
subway. However, their preservation in continuous use was planned and
associated costs for service maintenance and, in some cases,
relocation in the cut-and-cover sections, were estimated.
Steam
The Steam Division of the Consolidated Edison Company has
pipes deployed throughout the area of the route. These vary in size
from 8 to 24 inches in diameter for the pipe itself, but the addition
of thermal insulation and protection against mechanical damage
increases their diameter another 12 inches. The system contains such
auxiliary apparatus as anchor and thrust blocks, expansion joints,
coolers and blow-offs. The following major lines parallel the proposed
route: along Water Street from Broad Street to Fulton Street; along
Pearl Street and St. James Place from Beekman Street to Madison Street
and along Second Avenue from 13th to 15th Street, from 17th to Zoth
Street and from 22nd to 23rd Street. Lateral lines cross the route at
Broad Street, Old Slip, two lines at Wall Street, and lines at Fulton
Street, 15th Street and 20th Street.
Communications
Cables in Empire City Subway Co. ducts will consume major
restoration costs and represent a major item in the time scheduling.
Their number and need for maintenance in use comprise a design and
construction factor. These are low voltage lines used for the
transmission of various types of communications, such as audio-visual,
electro-mechanical control and the transmission of computer input
data. The number of ducts lying parallel to the alignment varies
greatly. Along Chrystie Street there is a main bank of 80 ducts, and
on Water Street a main bank of 120 at the center with a lesser bank of
24 to the east. Crossing the route are many banks influenced by the
location of central telephone offices. The Telephone Company is
contemplating a major increase in plant, including 200 ducts from
north of 23rd Street to the new building north of Brooklyn Bridge and
continuing south.
Some of the existing cable may be moved, within the
limits of their existing slack, but the highly sophisticated T-l
control lines can not be readily shifted as any change in their
physical alignment affects their electrical characteristics. These
installations will be costly and time-taking to handle.
Manhole locations serving T-1 Carrier Apparatus Cases are
at:
- N/NE corner of 6th Street and Second Avenue;
- Intersection of 7th Street and Second Avenue;
- S/SW corner of 7th Street and Second Avenue;
- S/SW corner of 23rd Street and Second Avenue;
- S/SW corner of 26th Street and Second Avenue; and
- W/SW corner of 26th Street and Second Avenue.
Power
The route is interlaced with duct lines and cables of the
Consolidated Edison Company including transformer vaults and access
manholes. There are three "Oilastatic" lines, one feeding the new
World Trade Center and two on 23rd Street that cross Second Avenue.
These lines vary from dual five-inch lines to two 10-3/4-inch pipes
plus two six-inch oil lines. Additional to these major lines is the
variety of Transit Authority power and communications lines in the
vicinity of existing subways and stations. Virtually all of these will
remain undisturbed in continuous service.
Water
Normal pressure water pipes in the area are generally
12-inch in diameter but major high-pressure lines exist, including
three long runs of 20-inch diameter pipe and one 36-inch line, all in
the vicinity of the proposed alignment but well above it.
Sewers
Rock tunneling will be conducted well below existing
sewer lines but cut-and-cover work will require temporary interruption
and some permanent relocation of sewer lines. This will be the case at
the 14th Street Station, which will have connections to the west
requiring realignment of sewers in the area.
Gas
The route contains a wide variety of gas lines, varying
from six to twelve inches in diameter and arranged in multiple and
parallel installations. These latter contain cross-connections to
equalize pressures. These are generally low-pressure cast iron pipes.
However, there is a 24-inch medium-pressure line from East Houston
Street to 32nd Street. None of these intrude into the proposed
alignment at its planned elevation.
Pursuant to our Agreement with the Transit Authority, we
have prepared comparative annual operating and maintenance costs for
the three basic schemes developed for the Second Avenue line, Route
132-C. Included were an analysis of the annual hours of operation,
computation of the electric energy used, and its annual cost, and
estimates of annual cost of maintenance, supplies and parts for the
particular unit. These analyses cover the annual operating and
maintenance for the following sub-systems:
- Ventilation Equipment
Platform supply and exhaust air systems
Ventilation of auxiliary (non-public) rooms on both platforms and
mezzanines
Concession spaces
Machinery rooms
Tunnel fan shafts, motorized louvres
- Pumping Equipment
Sewage ejectors
Sump pumps
- Electric Water Heaters
- Escalators
- General Equipment Maintenance Housekeeping
The operating and maintenance costs do not include the
cost of electric power for traction, signals, communications or
lighting nor the cost of maintenance of substations, track, signals,
communications, lighting, cars or station cleaning.
Taking all of the foregoing into account, the following
is a summary of annual operating and maintenance costs:
Operating Maintenance Total
Scheme Cost Cost Annual Cost
I $715,000 $405,000 $1,120,000
II $670,000 $400,000 $1,070,000
Recommended $795,000 $435,000 $1,230,000
The RECOMMENDED PLAN is the most costly from the
standpoint of operating and maintenance cost, because it has the
deepest profile.
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