[Congressional Record Volume 167, Number 81 (Tuesday, May 11, 2021)]
[Extensions of Remarks]
[Pages E497-E499]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
LONDON BRIDGE ASSOCIATION STUDY ON REHABILITATING THE EAST RIVER
TUNNELS
______
HON. RITCHIE TORRES
of new york
in the house of representatives
Tuesday, May 11, 2021
Mr. TORRES of New York. Madam Speaker, I include in the Record a
study conducted by the London Bridge Association on the benefits of
implementing a repair-in-place model for rehabilitating the East River
Tunnels in New York City. The full study can be found at the following
web page: http://www.gatewayprogram.org/wp-content/uploads/2020/11/
2020-11-23-LBA-vFINAL.pdf. . .
Track bed and overhead line replacement is a priority
because it is responsible for a large percentage of the
delays.
1.5. NRT Current Conditions--Overview
The NRT consists of two tubes and was constructed in the
early 1900s and, in addition to suffering from old age, was
impacted by Superstorm Sandy, the deadliest and most
destructive, as well as the strongest, hurricane of the 2012
hurricane season. The NRT is located on the Northeast
Corridor
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(NEC), the most heavily used passenger railway in the United
States and is used for over 200,000 passenger trips by NJ
TRANSIT and Amtrak customers. The NRT is experiencing the
following conditions:
Long-term damaged and deteriorating tunnel infrastructure
Leaks in shafts and tubes
Tunnel services are beyond their useful life and need
replacement
Track faults
Overhead line (catenary) issues
Poor drainage and maintenance issues
Salts/chlorides from Superstorm Sandy corrode rails and
exacerbate stray current
Due to the long-term deterioration and the conditions
described above, the NRT's two tubes are currently
experiencing incidents that are increasing in frequency and
unpredictability and are threatening the reliable operation
of the NRT for Amtrak and NJ TRANSIT customers. A report from
the Northeast Corridor Commission (Ref 12.1.6) analysed more
than 3 million train movements and 750,000 daily delay
records between 2014 and 2018. The report found there were 65
days where incidents in or around the NRT resulted in more
than 5 hours of train delay, of which 45 were caused by
infrastructure issues, resulting in 2,500 delayed trains and
65,800 train delay minutes. The report indicated that the
delay minutes were due to:
Signal Problems (13% of delay minutes)
Track Conditions (31% of delay minutes)
Overhead Power (35% of delay minutes)
Other (21% of delay minutes)
1.6. Current Refurbishment Plan
The current proposal for the NRT Refurbishment proposes a
solution that would be completed after the construction and
completion of the new Hudson River Tunnel (HRT) in 2028, thus
leaving the NRT ``at risk'' until 2032, at the earliest (as
of the 2019 financial Plan). Based on LBA's review of the
current NRT conditions, LBA believes that this is an
unsatisfactory situation, does not meet global best practice,
and that there are approaches that could be adopted to target
the refurbishment at a much earlier time.
LBA, therefore, considered how this risk to the NRT
infrastructure and to the Amtrak and NJ TRANSIT customer
experience could be reduced and a resilient and reliable
service established at the earnest possible time whilst
delivering better value.
2 Executive Summary
2.1 Overview
This report takes into account the current NJ TRANSIT and
Amtrak rail operations and concludes that regular weeknight
and weekend periods of a one-tube outage are feasible,
reliable, and safe. This would necessitate an in-service
sequence of work in only one of the NRT tubes at any point in
time and refurbishment could be undertaken simultaneously in
a number of locations in the occupied NRT tube by means of
bespoke highly productive works trains or road rail
vehicles.
This review is conceptual and general in nature, based on
limited information provided. Further diligence is required
to verify the feasibility of the LBA proposals and to confirm
the assumptions made concerning the NRT, as well as
developing the planning and budgeting for the NRT
Refurbishment work.
Refurbishment activities identified are:
Repair the tunnel lining and seal the leaks
Replace the mechanical and electrical services in the
tunnel with new and improved systems
Replace the High Voltage (HV) cables which pass through the
tubes
Demolish the bench walls (which are too high and failing)
and replace them with new walkways and cable containments
Replace the trackbed, track, and overhead catenary
Replace the signalling system
The refurbishment activities that are proposed to be
accomplished through an in-service refurbishment are broadly
the same as the activities currently proposed in the full
outage scenario.
The specific target of LBA's review has been to consider
whether it is feasible, safe, and with no impact to the rail
service, to carry out the refurbishment while both of the
NRT's two tubes remain in service, with refurbishment work
being carried out in agreed off-peak outage periods during
both overnights and weekends.
In doing so, LBA have leaned on their experience gained on
recent projects in the United Kingdom and also referred to
international best practice on other recent projects in the
United Kingdom, Europe, Hong Kong, and the United States (the
Canarsie Tubes/L-Train). Refurbishment in-service is becoming
increasingly the norm of international best practice as
highly utilised railway systems/tunnels get older and are
under increasing pressure due to rising passenger demand.
Some examples of refurbishment in-service on the London
Underground, a very old and busy system, include the
refurbishment of the Central Line and Northern Line tunnels
as well as 3.2 km of the Metropolitan Line (the world's first
underground railway dating back to 1863) between Baker Street
and Finchley Road Underground Stations.
To demonstrate the feasibility of an in-service NRT
Refurbishment that would implement the refurbishment
activities identified above, LBA has developed a conceptual
approach and developed an outline plan and program for the
NRT:
A conceptual approach, strategy, and system of work
Outputs and calculated durations of work based on the
available working time (weeknight and weekend one-tube
outages)
A schedule for the refurbishment activities for each tube
The logistics arrangements (at an outline stage):
The equipment which could be used to demolish, remove, and
reconstruct the walkways/benches
The safety equipment required to carry out the works
The options for trackbed replacement
LBA have carried out a construction planning exercise of
all of the main activities with the purpose of demonstrating
the overall feasibility and possible schedule of NRT
Refurbishment in-service while managing risks to NJ TRANSIT
and Amtrak customers. LBA emphasises that such construction
planning study is conceptual and general in nature, with
limited information.
2.2 Finding: The NRT is Experiencing Significant Deterioration
The NRT consists of two tubes and was constructed in the
early 1900s and, in addition to suffering from old age, was
impacted by Superstorm Sandy, the deadliest and most
destructive, as well as the strongest, hurricane of the 2012
hurricane season. The NRT is experiencing the following
conditions: Long-tern, damaged and deteriorating tunnel
infrastructure, leaks in shafts and tubes, tunnel services
are beyond their useful life and need replacement, track
faults, overhead line (catenary) issues, poor drainage and
maintenance issues, and salts/chlorides from Superstorm Sandy
corrode rails and exacerbate stray current.
2.3, Finding: What is Not Recommended
2.3.1 Waiting for the Construction of the New Tunnel to
Start NRT Refurbishment:
The current proposal for the NRT Refurbishment proposes a
solution that would be completed after the construction and
completion of the new Hudson River Tunnel (HRT) in 2028, thus
leaving the NRT ``at risk'' until 2032, at the earliest (as
of the 2019 Financial Plan). Based on LBA's review of the
current NRT conditions, LBA believes that this is an
unsatisfactory situation, does not meet global best practice,
and that there are approaches that could be adopted to target
the refurbishment at a much earlier time.
2.3.2 Removing Scope from the Current NRT Refurbishment
Plan:
The NRT's two tubes are currently experiencing incidents
that are increasing in frequency and unpredictability and are
threatening the reliable operation of the NRT for Amtrak and
NJ TRANSIT customers. The NRT Refurbishment requires an
approach that includes a scope of work necessary to address
the long-term deterioration of the existing infrastructure,
and should be broadly the same as the activities currently
proposed in the full outage scenario.
2.3.3 Repairing the NRT Incrementally Through Smaller
Repairs:
A ``stabilization'' type approach is poor value and will
not solve the basic problems.
2.3.4 Leaving the NRT Bench Walls, As They Currently Exist,
in Place:
The NRT bench walls cannot be left as is because:
1) The height of the existing bench wall is higher than the
level of the train vestibule, requiring an unacceptable
stepping distance in an emergency,
2) The headroom of the emergency walkway needs to be
increased.
The concrete forming the existing bench walls is likely to
be relatively weak with numerous internal voids. There is a
requirement to lower the level of the bench wall in the NRT
by 2-3 feet in order to achieve satisfactory emergency egress
according to NFPA 130. Further, a low-level Maintenance
Platform bench wall on the opposite side of the tube from the
emergency bench wall is proposed for railway workers to gain
access to the train bogies (underneath the train/wheel
truck), It should be noted that the Canarsie Tubes (L-Train)
bench walls could be left at their existing height, but this
is not possible in the NRT based on current information.
2.3.5 Leaving the Track, Trackbed, and Overhead Line, As
They Currently Exist, in Place:
The NRT track, trackbed, and overhead line failures,
according to the Northeast Corridor Commission report on
train performance, are the causes of a significant proportion
of the delays to NJ TRANSIT and Amtrak customers and do not
meet global best practice. It should be noted that the
Canarsie Tubes (L-Train) already had a fixed concrete
trackbed system, unlike the NRT, and only partial
refurbishment was required.
2.3.6 Leaving the Mechanical and Electrical (M&E) Services,
As They Currently Exist, in Place:
Mechanical and Electrical (M&E) Services, including cables,
ducting, water and fire main piping, signalling, and
communications cabling, are currently operable, but are not
considered to be ``State of the Art,'' are contained in
degraded benchwalls, and contribute to system failures. Any
form of in-service refurbishment will require sequential and
phased management of the relocation and replacement of these
services, which will be moved in synchronization with the
demolition and replacement of the bench walls and necessary
repairs to the tunnel concrete lining. The M&E services will
need to be protected and fireproofed in compliance with
contemporary regulations (operational and emergency
compliance requirements).
2.3.7 Replacing Cables in Ducts Encased in Concrete:
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It has been previously considered that the only way to
protect cables from fire and mechanical damage is to pull
them into ducts encased by concrete forming the bench walls.
This cumbersome solution restricts the lengths of HV cables
which can be pulled into ducts, does not give easy access for
maintenance, and requires frequent joint pits which are
current sources of failure.
2.4 finding: What is Recommended
2.4.1 Implement NRT Refurbishment ``In-Service'':
LBA believes that regular weeknight and weekend periods or
one-tube outages are feasible. This would necessitate an in-
service sequence of work in only one of the NRT tubes at any
point in time and refurbishment could be undertaken
simultaneously in a number of locations in the occupied NRT
tube. Planning should utilise weeknights for non-invasive
work and weekends for more linear, invasive construction
work.
Repair the tunnel lining and seal the leaks
Replace the mechanical and electrical services in the
tunnel with new and improved systems
Replace the High Voltage (HV) cables which pass through the
tubes
Demolish the bench walls (which are too high and failing)
and replace them with new walkways and cable containments
Replace the trackbed, track, and overhead catenary
Replace the signalling system
2.4.2 Reduce the Service Impacts at the Earliest Possible
Stage:
The prioritisation of track, trackbed, and overhead line
replacement is important in planning the NRT Refurbishment,
therefore, early activities should include:
Lower trackbed, Where Possible: To achieve a greater
clearance between the overhead catenary cable and the train
pantograph (arm)
Direct Fixation Trackbed: Replace the existing traditional
ballasted (crushed stone) trackbed with a fixed concrete
system (direct fixation track) to avoid blocked drains and
salt-contaminated ballast (that result in signal problems)
Modify or Replace 12.5kV Overhead Line: To achieve the full
dynamic and electrical clearances that are required in the
crown of the tubes for compliance with standards
2.4.3 Utilise In-Line Methodologies and Sequences for
Bench Wall Demolition & Replacement:
LBA have detailed a number of possible methodologies for
the replacement of the NRT bench wall based on benchmark
performance information from successful international
projects to provide an emergency egress walkway, a
maintenance platform for railway workers, and locations for
the tunnel's electrical/communication cables and third-party
services, including a precast solution, GRP encasement
solution, duct bank solution with fire protection, fireproof
duct solution, and cable in racks only solution. All options
have their advantages and disadvantages, but the fireproof
duct solution incorporated in a steel cantilevered walkway
conceptually seems to offer the best potential ahead of a
formal fire risk assessment.
2.4.4 Utilise modern cable solutions and comply with NFPA
130 Fire Life Safety requirements:
LBA makes recommendations for modern cable solutions and an
approach to cable management and containment based on laying
cables rather than pulling them. Utilizing the longest
possible lengths of cable reduces joints and joint pits and
ultimately potential cable failures. High Voltage (HV) cables
(power cables) and Low Voltage (LV) cables (lighting,
telephony, fire detection, alarm, and communications) may
require different types of solutions, depending on the level
of Fire Protection required under the NFPA 130 standard.
LV cable containment systems could include continuous
troughs and cable racking with fire protection to emergency
circuits provided by the direct cable sheathing or a
sheathing which contains the cable.
HV cables with intrinsic resistance to fire are not
available but fire protection may be required to protect
business continuity as the result of a fire risk assessment
identifying an unacceptable level or risk. Cables could be
contained in a number of ways including securing to low level
cable racks and fireproof ducting. Suitable fireproof ducting
has been identified if required and included in the
conceptual bench wall replacement options. Space constraints
are an important consideration because the fire resistance is
dependent on the duct material thickness and air gaps are
required around the cables for cooling. A detailed design
would be required to determine the final solution for the
duct.
Protection to all cables and services should be provided by
derailment protection provided by guard rails, which sit
inside the running rails.
Refurbishment should ensure that the emergency egress
walkway clearances are safe and compliant with NFPA 130
requirements.
2.4.5 Remove the Third Rail:
LBA believes that the Third Rail should be removed because
it is not used routinely, there are alternatives to its use
in an emergency, the cost of installing and maintaining is
unnecessary, it is an unnecessary complication in safety and
emergency procedures, and, if required, the Third Rail can be
re-installed at the end of construction or another future
date.
2.4.6 Treat the In-Service Refurbishment Operation as a
System:
Optimise the overall performance rather than maximise
component elements of the cycle and propose using mechanical
measures where practicable to enhance productivity and
promote innovation, refinement, and improvement.
2.4.7 Utilise Bespoke and Highly Productive Works Trains &
Railhead:
Battery or hybrid locomotives could be used for train
rescue and for handling works trains for NRT refurbishment. A
railhead should be constructed to support the activities
within the NRT tubes to service and load work trains for the
refurbishment.
2.4.8 Incorporate Risk Mitigation Throughout the Planning
of the Refurbishment:
Mitigations have been implemented successfully to help
other refurbishment projects of comparable age, complexity,
and essentiality. The risk chapter of this report identifies
specific risks and proposes appropriate mitigations. LBA
recommends that a risk assessment is conducted by the
Integrated Work Team, which includes the Gateway Partners, to
compile and address the risks and deficiencies that could
occur during the refurbishment program.
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