I've said the same thing a few times..And please, Andrew, refrain from posting more questions about the Gateway project that no one can answer. The project is going to go through a long slow PE and NEPA process which will take years before much of anything visible happens.
For the umpteenth time.... Look at this diagram (from Drew Galloway's presentation at NYMTC) and figure it out for yourself.It is interesting how that topic mentions that Amtrak is looking into extending the tunnel box west towards 12th avenue; they just do not mention whether the tunnel box will end up at 30th street or 31st and 12th avenue...
Apparently they intend to make accommodation for the bell-mouths that will be need to eventually construct the lower level at around that point. There will also be a ventilation tower just about there. There may be a crossover built there west of the potential bell mouth to allow trains to cross over from one tunnel to the other. I don't know for sure. I will ask Drew or Al when I see them next.Do you mean Interlocking Chamber for access to the "Lower Level" or an interlocking chamber that will enable the trains to operate bidirectionally within the new tunnels?
The slide shows just the lower level, and does not say what will be there at the upper level. For the NJT eastside concourse possibly only the mid-level cross corridor will be extended. For the others I suspect both level will get extended, but then again, at present access to tracks 1 through 4 is mostly from the lower level only at the west side (main Amtrak) concourse.On that station slide, is there just one level between the new commuter platforms and street level, or two (as there currently are in Penn Station)?
"Lower Level" as in the the concourse right above the Tracks?Apparently they intend to make accommodation for the bell-mouths that will be need to eventually construct the lower level at around that point. There will also be a ventilation tower just about there. There may be a crossover built there west of the potential bell mouth to allow trains to cross over from one tunnel to the other. I don't know for sure. I will ask Drew or Al when I see them next.Do you mean Interlocking Chamber for access to the "Lower Level" or an interlocking chamber that will enable the trains to operate bidirectionally within the new tunnels?The slide shows just the lower level, and does not say what will be there at the upper level. For the NJT eastside concourse possibly only the mid-level cross corridor will be extended. For the others I suspect both level will get extended, but then again, at present access to tracks 1 through 4 is mostly from the lower level only at the west side (main Amtrak) concourse.On that station slide, is there just one level between the new commuter platforms and street level, or two (as there currently are in Penn Station)?
Thanks for posting the link to the latest presentation. Had not seen slide 17 with the upper level concourse section view before. Fitting in the NYP South extension will be an impressive challenge and feat in engineering and construction if it gets built.You can see the whole presentation at: www.nymtc.org/download_file.cfm?filename=13-11-14_Galloway_Gateway_NYMTC.pdf
1. Is Amtrak looking at this because they think that it would reduce disruption to surface level?Thanks for posting the link to the latest presentation. Had not seen slide 17 with the upper level concourse section view before. Fitting in the NYP South extension will be an impressive challenge and feat in engineering and construction if it gets built.You can see the whole presentation at: www.nymtc.org/download_file.cfm?filename=13-11-14_Galloway_Gateway_NYMTC.pdf
The proposed underground concrete casing extension (Extension) involves construction of an underground rectangular structure 605 feet long, between 50 and 65 feet wide and between 27 and 38 feet tall in the Western Rail Yard of the Hudson Yards.
As part of construction of the concrete casing in the Eastern Rail Yard, a portion of LIRR’s Maintenance of Equipment (MOE) building was demolished and the tracks that lead to it, tracks 0 and 1, were temporarily removed from service. The MOE building is scheduled to be substantially complete at the same location by October 2015. Construction of the portion of the Extension under the 11th Avenue bridge would also require tracks 0 and 1 to be taken out of service, thus it is critical to time the Extension construction with the MOE building reconstruction to ensure that these tracks will be placed back in service by the time the MOE building is back in use. Construction of the portion of the Extension under the 11th Avenue bridge must begin by February 2015 to meet the October 2015 deadline to have the MOE building and ancillary tracks 0 and 1 back in service.
No permanent operational components, such as tracks, lighting, ventilation, or electrical systems, would be constructed as part of the proposed action. Minor, temporary systems, such as sump pumps, lighting, and ventilation, would be installed in the casing during construction. The Hudson Yards facility is an active rail yard used by MTA and LIRR for train storage, switching, maintenance, and ancillary LIRR operations. Amtrak would acquire both an easement from MTA for construction of the ROW in the Western Rail Yard and an easement from New York City for the portion of the ROW under the 11th Avenue bridge. Construction of the Extension would require:
Temporary removal from service of yard tracks 0 and 1 that lead to LIRR’s MOE building for the portion of the Extension under the 11th Avenue bridge. Tracks 0 and 1 are currently out of service and removed due to construction of the concrete casing in the Eastern Rail Yard.
Temporary relocation and replacement of utilities supported by and under the 11th Avenue bridge (storm/sanitary sewer, electric, water, gas) and signals/communications.
Excavation of approximately 66,000 cubic yards of soil and 14,000 cubic yards of rock.
Demolition of LIRR’s Emergency Services Building in the Western Rail Yard, temporary relocation of Emergency Services Building functions, and reconstruction to its original condition following completion of the Extension.
Demolition of the structural support system (two roadway spans and one pier) for the 11th Avenue bridge along with restriction of traffic over half of the bridge at a time and reconstruction of the bridge supports and restoration of traffic.
Temporary underpinning of the High Line.
The depth of excavation for the Extension varies along the alignment. Excavation for the eastern end of the Extension under the 11th Avenue bridge would reach approximately 60 feet below ground surface (bgs), while excavation at the western end of the Extension (near 30th Street under the High Line) would be between 58 and 70 feet bgs (Gateway Trans-Hudson Partnership, 2013). The newly constructed tunnel for the Number 7 line, which will likely be in service in early 2015 and is operated by MTA New York City Transit Authority (NYCTA), runs approximately 30 feet below the bottom of the proposed Extension for the portion of the Extension beneath the 11th Avenue bridge.
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