At $17,000,000 that's about 50 engineers for a year (avg. $340,000 all in). Not a bad deal at all considering generally high costs of labor.
gokeefe
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HUDSON TUNNEL PROJECTNew (Gateway) North River Tunnel Cross Section
Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 2: Project Alternatives and Description of the Preferred Alternative
http://www.hudsontunnelproject.com/docu ... native.pdf
see pdf pg. 41
HUDSON TUNNEL PROJECT
Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 2: Project Alternatives and Description of the Preferred Alternative
http://www.hudsontunnelproject.com/docu ... native.pdf
see pdf pg. 24
HUDSON TUNNEL PROJECT
Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 2: Project Alternatives and Description of the Preferred Alternative
http://www.hudsontunnelproject.com/docu ... native.pdf
see pdf pg. 44In addition, the new Hudson River Tunnel’s ventilation system would also reduce capacity in comparison to the North River Tunnel: compliance with the latest life-safety standard (i.e., NFPA 130) would require that only one train be present in each ventilation zone, a capacity constraint that does not exist for the North River Tunnel.
HUDSON TUNNEL PROJECT Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 3: Construction Methods and Activities
see pdf pg. 7
http://www.hudsontunnelproject.com/docu ... vities.pdf
HUDSON TUNNEL PROJECT
Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 2: Project Alternatives and Description of the Preferred Alternative
see pdf pg. 23
http://www.hudsontunnelproject.com/docu ... native.pdf
HUDSON TUNNEL PROJECTIf you are interested in further reading regarding NFPA 130, I highly recommend the study below which was presented at the American Public Transportation Association (APTA) 2015 Rail Conference in Salt Lake City, UT.
Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 2: Project Alternatives and Description of the Preferred Alternative
see pdf pg. 23
http://www.hudsontunnelproject.com/docu ... native.pdfThe two tubes of the new Hudson River Tunnel would be connected by cross passages
approximately every 750 feet, for a total of 15 cross passages. Cross passages would be
provided in both the land portion and the river portion of the tunnel. Fire-rated doors would be
located at the start of the cross passages in each tube to separate the tubes.
jamestrains1 wrote:One of the largest cost drivers of the project is the large amount (15) of cross passages. In particular, the cross passages that will be required mid-river are expected to be most costly and challenging as they involve ground freezing.More information regarding the construction of the cross passages can be found in this presentation on the ARC project. Although a different project, the current project maintains a near similar alignment prior to the Hudson river.HUDSON TUNNEL PROJECT
Draft Environmental Impact Statement and Draft Section 4(f) Evaluation
Chapter 2: Project Alternatives and Description of the Preferred Alternative
see pdf pg. 23
http://www.hudsontunnelproject.com/docu ... native.pdfThe two tubes of the new Hudson River Tunnel would be connected by cross passages
approximately every 750 feet, for a total of 15 cross passages. Cross passages would be
provided in both the land portion and the river portion of the tunnel. Fire-rated doors would be
located at the start of the cross passages in each tube to separate the tubes.
Hudson River Tunnels, Mega Projects, and Risk – A Designer’s Perspective
https://engineering.purdue.edu/PGS/past ... S-2011.pdf
see pdf pg. 16
bostontrainguy wrote:Looks like a lot if wasted space under that Genesis that could be used to "future-proof" the new tunnels and allow for higher bi-level equipment in the near future.
Anyone have similar diagrams of the East River tunnels? They will have to be rebuilt or replaced some day too.
bostontrainguy wrote:Looks like a lot if wasted space under that Genesis that could be used to "future-proof" the new tunnels and allow for higher bi-level equipment in the near future.Although I am unable to locate similar diagrams of the East River Tunnels, below are some comparable images of the East River Tunnel, many more can be found via a google search. I hope this helps.
Anyone have similar diagrams of the East River tunnels? They will have to be rebuilt or replaced some day too.
bostontrainguy wrote:Looks like a lot if wasted space under that Genesis that could be used to "future-proof" the new tunnels and allow for higher bi-level equipment in the near future.I’d love if Amtrak could figure out a resilient support system that would provide the same or better vibration dampening as ballast, as durably, but two feet shorter. Obviously not in the cards for right now.
JamesRR wrote:Passing through A Interlocking lately, I've noticed a ton of work happening where Yard "E" used to be. It appears they are breaking through the bedrock at the west end of that area (just south of the tunnel portals for Empire Tunnel and NR Tunnels) - which I'd assume is to connect the Tunnel Box from 10-11 Avenues into Penn Station proper.Negative! The work that you see in Yard E is related to the transformation of the Post Office into the Moynihan Station. I think that they re-supported and reconfigured the area above where the truck loading docks for the mail were and found it necessary to modify the columns below. New York State and the private developers are paying for that. I have not been able to identify what the dig at the west end of Yard E is for, but note that the area is west of 9th Avenue(the Post Office is East of 9th) and represents the only open area above the station left.
Anyone have confirmation on this? I couldn't find anything on Amtrak's pages.
EuroStar wrote:I may have confused my yards - but I only meant the far west wall in what is the only open area left. They're really breaking into the bedrock there. Additional bedrock has been exposed south of Interlocking A, with some tiebacks installed. Obviously none of this is related to the post office work as its too far west. I do wonder if all of this is to prep for new track leads that will eventually come in from the new tunnels. There are a ton of concrete pours going on in that area too - but again, not sure what purpose unless there are plans to deck over that last area to connect with the new commercial development going on above.JamesRR wrote:Passing through A Interlocking lately, I've noticed a ton of work happening where Yard "E" used to be. It appears they are breaking through the bedrock at the west end of that area (just south of the tunnel portals for Empire Tunnel and NR Tunnels) - which I'd assume is to connect the Tunnel Box from 10-11 Avenues into Penn Station proper.Negative! The work that you see in Yard E is related to the transformation of the Post Office into the Moynihan Station. I think that they re-supported and reconfigured the area above where the truck loading docks for the mail were and found it necessary to modify the columns below. New York State and the private developers are paying for that. I have not been able to identify what the dig at the west end of Yard E is for, but note that the area is west of 9th Avenue(the Post Office is East of 9th) and represents the only open area above the station left.
Anyone have confirmation on this? I couldn't find anything on Amtrak's pages.
There are several areas in Yard A and Yard D that have had foundations poured in and rebar sticking out 3-4 feet of the ground for a while. All of that is currently under the decked portion that was erected a few years ago. My best guess is that these are for re-supporting 9th Avenue, but there has been no activity related to them in months.
The tunnel box will connect to Yard A eliminating the Yard completely. Yard A and the existing tunnel box are separated by 10th Avenue which will need to be dug up for them to connect. It is a bit sad (but not surprising given the other priorities) that they have not done that already allowing them to use the tunnel box as a storage yard. I guess train storage is mostly NJT's problem.
The spending bill that averted another partial government shutdown contains funding that could be used to build a new rail tunnel under the Hudson River.
Members of New Jersey's Capitol Hill delegation lauded the funding, roughly $650 million, that can be used to support the $13.5 billion project.
...
The bill also enables New York and New Jersey to count federal loans as part of their local match for the project. That was a common practice until the Trump administration.