![]() But documents show the firm is disputing the rework of the track ties and has filed for arbitration. “As part of the reworking of the trackwork at Ditmas Avenue, and due to the long lead time for fabrication of new Fiber-reinforced Foamed Urethane ties, the project schedule forecasts a 26-month delay,” MTA records show.Ī spokesperson for the contractor for that job, the Tutor Perini Corporation, did not respond to a request for comment from THE CITY. Officials said the hoped-for completion date for work along the century-old elevated structure that extends from south of the Church Avenue station to West 8th Street has been pushed back to August 2024, because special track ties needed for the trackwork were not adequately measured or surveyed before being fabricated. “We are working closely with the MTA to implement the necessary software updates as quickly as possible.” Measure Twice, Cut Onceĭelays are now projected to extend more than two years along a stretch of the F and G lines in Brooklyn, where signals are being modernized between the West 8th Street-New York Aquarium and Church Avenue stops, alongside other projects that include trackwork and station improvements. “New York’s subway system is one of the most complex in the world - and we are confident that our CBTC solution will not only fulfill our obligations to the MTA, but provide efficiency and reliability benefits to their riders,” a Siemens spokesperson told THE CITY. The new CBTC system is currently equipped end-to-end only on the L and 7 lines, whose performance and reliability have become the best in the subway since switching over, respectively, in 2009 and in 2019.īut MTA documents show that software-related reliability issues have hamstrung a $663 million CBTC project from the Union Turnpike station on the E and F lines in Queens, to 50th Street at Eighth Avenue (C/E) and 47-50th Streets-Rockefeller Center (B/D/F/M) in Manhattan, pushing back completion from early this year to the second quarter of 2023 - and increasing the price tag to $734 million. The newer technology, known as communication based train control (CBTC), is replacing a signal network that has been used to direct subway traffic since the 1930s. “This is complicated, difficult, not-all-good news,” Janno Lieber, MTA chairperson and CEO, said during the agency’s committee meetings. Transit officials said this week that signal upgrades to portions of several subway lines in Brooklyn, Queens and Manhattan have run into delays, significantly slowing the rollout of a more modern technology that is designed to make trains run faster and closer together. The MTA is suffering from signal distress on multiple subway lines, including a two-year delay for upgrades along an elevated section of the F and G in Brooklyn because a contractor manufactured parts in the wrong size.
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