NEW YORK—After a nine-month, $25 million renovation, the tramway connecting Roosevelt Island and Manhattan reopened Tuesday to cheers from a crowd of local residents and the call of trumpets to send it off. The Roosevelt Island Operating Corporation (RIOC) is calling the two newly-renovated tracks and cabins “the most modern urban aerial tramway system in the world.”
The original system was also a paragon of technological advancement when it began service in 1976. Meant to last for 17 years, the system held on for an astounding 34. The new trams have an expected lifespan of 30 years at which time some components will need replacing.
The old system was stripped to the bare bones and built back up again with the latest technology. Only three support towers remain from the original structure.
“We’ve taken all the best technology we’ve used worldwide to put into this project,” said David Aubonnet of POMA, the French engineering company responsible for the construction. POMA specializes in ski-lift construction.
Increased fail-safes and efficiency were top priorities in the modernization.
Plans for modernization of the system hit the RIOC table when 67 passengers and 2 operators were left suspended over the East River for 11 hours in 2006. Both the primary and backup power supplies failed due to a surge. RIOC Vice President for Operations Fernando Martinez says the rescue operation did not need to take so long and was dragged out by a lack of coordination between emergency services.
The state and the RIOC still made preventing similar incidents a priority after 2006. The new tram features four massive generators.
“We’ve been asked to be able to operate without the grid for an undetermined period of time,” explained Aubonnet. “As long as there is petrol in New York, these trams can run.”
The trams only require one motor and one breaking mechanism. The new system has four of each. Three “redundant” instruments provide triple insurance against a repeat of 2006’s episode, explained Aubonnet.
The new tracks not only insure the smooth and perpetual operation of the system, but also the efficient movement of the 5,000 daily riders. The two main cables supporting each car are now 13 feet apart, compared to only a couple feet apart in the previous system. This wide berth has dramatically increased the stability and concomitantly, the speed of the trip. The old tram cars would sway to and fro in the high winds over the East River. Before stopping, the tram would have to slow down to stabilize.
Held sturdily from both sides, the cabins’ speed has increased from 16.5 feet per second to 26 feet per second. The trip that previously took four to four and a half minutes now takes three minutes. The real difference lies, however, in shortened wait times.
“The key is to transfer from the traditional Swiss tramway system into a modern system allowing both trams to travel independently,” stated Aubonnet. In the previous system, the two cars were connected and had to travel at the same time. As one left Roosevelt Island, the other left Manhattan.
Now, the two cars function independently allowing a car to go when it is ready without having to wait for the other. The operator has the power to instantly return to the busiest side during rush hour to pick up more people instead of having to wait on the side without as many passengers waiting to board.
“The best part is not having to wait for the other tram,” said local resident and RIOC employee, Clyde Dickens. He also pointed out that the tram is much more convenient for disabled passengers. The F-line subway train stops at Roosevelt Island, but one must descend three stories down to the line. According to Dickens, this descent often poses an obstacle for disabled individuals as elevators and escalators malfunction.
“It is a deep subway, and it’s smelly down there,” said local resident Tim Ruvin, who was pleased the tram is back up and running. “The tram has great views.”
Residents certainly missed the tram as the bus and F train became more congested during the nine-month renovation. The closure was scheduled to last for six months.
“Once all invoices come in, the cost will be part of negotiations between RIOC and POMA,” said Abramson.
Resident’s Association secretary and wife of the RA’s president Sherie Helstien, explained that Gov. George Pataki dedicated $15 million to modernize the tram after the 2006 incident. The remaining $10 million came from the RIOC treasury.
Either POMA or RIOC will be responsible for whatever additional costs were incurred during the three-month delay.
“POMA should cover the cost,” asserted Helstien. She says delays occurred due to obstacles in permitting. According to Helstien, POMA should have anticipated and resolved these issues as they have an employee specially designated to handle these matters.
Martinez from RIOC quipped that RA members are not privy to the details of RIOC meetings and projects.
He says many permits were indeed required, but changing city regulations concerning train operations also provided a major obstacle this summer. Weather also bears a share of the blame in halting outdoor operations says Martinez.
“Steel workers could not work up high in bad weather conditions,” he explained.
According to Martinez, a contract is in place between RIOC and POMA for a fixed sum of money. RIOC has already approved some change orders for additional costs incurred and will continue to communicate with POMA about additional bills. RIOC is in a position to decide whether or not to cover the costs depending on the circumstances.
Assemblyman Micah Kellner rejoiced at the reopening of the tram after its nine-month closure:
“Roosevelt Island without the tram is like Brooklyn without the bridge.”
The tram was the site of Spider-Man’s rescue of Mary Jane; it appeared in Woody Allen’s Manhattan and also the hit television show “Fear Factor.” Serving as the backdrop for these productions, it is now the star of the Service Suspended photo exhibition at the Lumen Gallery at 221 E. 60th St. from Dec. 2 to Dec. 7.
Service Suspended started as a film documentary of the building of the tramway, but turned into a photo chronicle. Carol Caver and Jonas Cuenin followed the progress of construction from all angles high and low. They captured not only the physical progress made throughout the nine months, but also the interactions of the workers involved.
Four different cultures mingled in cooperation on the project explained Cuenin. Swiss, French, American, and Canadian workers formed an interesting dynamic on both a personal level and in terms of varying work methods says Cuenin. He took his inspiration from classic steelworker photographs and says he caught some great shots of workers walking along cables.
The original system was also a paragon of technological advancement when it began service in 1976. Meant to last for 17 years, the system held on for an astounding 34. The new trams have an expected lifespan of 30 years at which time some components will need replacing.
The old system was stripped to the bare bones and built back up again with the latest technology. Only three support towers remain from the original structure.
“We’ve taken all the best technology we’ve used worldwide to put into this project,” said David Aubonnet of POMA, the French engineering company responsible for the construction. POMA specializes in ski-lift construction.
Increased fail-safes and efficiency were top priorities in the modernization.
Plans for modernization of the system hit the RIOC table when 67 passengers and 2 operators were left suspended over the East River for 11 hours in 2006. Both the primary and backup power supplies failed due to a surge. RIOC Vice President for Operations Fernando Martinez says the rescue operation did not need to take so long and was dragged out by a lack of coordination between emergency services.
The state and the RIOC still made preventing similar incidents a priority after 2006. The new tram features four massive generators.
“We’ve been asked to be able to operate without the grid for an undetermined period of time,” explained Aubonnet. “As long as there is petrol in New York, these trams can run.”
The trams only require one motor and one breaking mechanism. The new system has four of each. Three “redundant” instruments provide triple insurance against a repeat of 2006’s episode, explained Aubonnet.
The new tracks not only insure the smooth and perpetual operation of the system, but also the efficient movement of the 5,000 daily riders. The two main cables supporting each car are now 13 feet apart, compared to only a couple feet apart in the previous system. This wide berth has dramatically increased the stability and concomitantly, the speed of the trip. The old tram cars would sway to and fro in the high winds over the East River. Before stopping, the tram would have to slow down to stabilize.
Held sturdily from both sides, the cabins’ speed has increased from 16.5 feet per second to 26 feet per second. The trip that previously took four to four and a half minutes now takes three minutes. The real difference lies, however, in shortened wait times.
“The key is to transfer from the traditional Swiss tramway system into a modern system allowing both trams to travel independently,” stated Aubonnet. In the previous system, the two cars were connected and had to travel at the same time. As one left Roosevelt Island, the other left Manhattan.
Now, the two cars function independently allowing a car to go when it is ready without having to wait for the other. The operator has the power to instantly return to the busiest side during rush hour to pick up more people instead of having to wait on the side without as many passengers waiting to board.
“The best part is not having to wait for the other tram,” said local resident and RIOC employee, Clyde Dickens. He also pointed out that the tram is much more convenient for disabled passengers. The F-line subway train stops at Roosevelt Island, but one must descend three stories down to the line. According to Dickens, this descent often poses an obstacle for disabled individuals as elevators and escalators malfunction.
“It is a deep subway, and it’s smelly down there,” said local resident Tim Ruvin, who was pleased the tram is back up and running. “The tram has great views.”
Residents certainly missed the tram as the bus and F train became more congested during the nine-month renovation. The closure was scheduled to last for six months.
Time Is Money
Though RIOC representatives say the completion of the massive undertaking in nine months is an extraordinary feat, critics say the three month delay may be costly. It is unclear at the moment exactly how much that cost is, or who will be covering the bill, explained RIOC Vice President of Planning and Inter-Governmental Affairs Rosina Abramson.“Once all invoices come in, the cost will be part of negotiations between RIOC and POMA,” said Abramson.
Resident’s Association secretary and wife of the RA’s president Sherie Helstien, explained that Gov. George Pataki dedicated $15 million to modernize the tram after the 2006 incident. The remaining $10 million came from the RIOC treasury.
Either POMA or RIOC will be responsible for whatever additional costs were incurred during the three-month delay.
“POMA should cover the cost,” asserted Helstien. She says delays occurred due to obstacles in permitting. According to Helstien, POMA should have anticipated and resolved these issues as they have an employee specially designated to handle these matters.
Martinez from RIOC quipped that RA members are not privy to the details of RIOC meetings and projects.
He says many permits were indeed required, but changing city regulations concerning train operations also provided a major obstacle this summer. Weather also bears a share of the blame in halting outdoor operations says Martinez.
“Steel workers could not work up high in bad weather conditions,” he explained.
According to Martinez, a contract is in place between RIOC and POMA for a fixed sum of money. RIOC has already approved some change orders for additional costs incurred and will continue to communicate with POMA about additional bills. RIOC is in a position to decide whether or not to cover the costs depending on the circumstances.
An Iconic Voyage Over the East River
Assemblyman Micah Kellner rejoiced at the reopening of the tram after its nine-month closure:
“Roosevelt Island without the tram is like Brooklyn without the bridge.”
The tram was the site of Spider-Man’s rescue of Mary Jane; it appeared in Woody Allen’s Manhattan and also the hit television show “Fear Factor.” Serving as the backdrop for these productions, it is now the star of the Service Suspended photo exhibition at the Lumen Gallery at 221 E. 60th St. from Dec. 2 to Dec. 7.
Service Suspended started as a film documentary of the building of the tramway, but turned into a photo chronicle. Carol Caver and Jonas Cuenin followed the progress of construction from all angles high and low. They captured not only the physical progress made throughout the nine months, but also the interactions of the workers involved.
Four different cultures mingled in cooperation on the project explained Cuenin. Swiss, French, American, and Canadian workers formed an interesting dynamic on both a personal level and in terms of varying work methods says Cuenin. He took his inspiration from classic steelworker photographs and says he caught some great shots of workers walking along cables.
