![]() GOLDWYN: But doing sort of preliminary engineering, early planning work - that is work that we think a transit agency should be capable of doing on its own. has a tendency to outsource a lot more of the basic design work to consultants in contrast to many European countries. Eric says another big driver of costs for the station is labor. WOODS: There's also lockers, offices and storage, mostly out of sight, that add to the station's size and cost. It's an expensive piece of infrastructure. WOODS: That means every two feet, that's $1 million right there. WOODS: OK, so a quick bit of math - 1,600 feet, 800 million. It's one big cavern, right? So that means the volume of this station is much larger. GOLDWYN: What you see that they've done here is there are no columns providing support. Eric and I went up to the station's underground mezzanine. Nearly 80% of the construction costs for this extension were from building the stations, not from the train tracks or the tunnels that they built. And he found one big explanation for the high costs - station design. Eric and his co-authors recently released a report comparing different countries' approaches to building transit. WOODS: It's one of three extra subway stations along the Upper East Side of Manhattan that opened in 2017. So where exactly are the high costs coming from? To find out, Darian Woods from our daily economics podcast The Indicator went to a New York City subway station that cost roughly $837 million.ĭARIAN WOODS, BYLINE: The other day I met up with New York University professor Eric Goldwyn at the 96th Street Station on Second Avenue. often come with astronomical price tags compared to similar projects in other countries.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |