Plan for High-Speed Rail to Kennedy Airport

[Kris]

High-Speed Rail Plan Set For Unveiling

By Errol A. Cockfield Jr. and Joshua Robin
Staff Writers

February 3, 2004, 10:23 PM EST

Officials Wednesday are expected to release a plan for linking lower Manhattan and Kennedy Airport via high-speed rail.

Building on a connection from Jamaica to Kennedy that was established in December with the opening of the Air Train, the project would extend the Air Train route to the Long Island Rail Road terminal in Downtown Brooklyn.

From there, four alternatives are being considered, ranging from running the AirTrain from Brooklyn to Manhattan through the A and C subway tunnel, to jetting commuters through a new tunnel under the East River.

State and city officials are slated this afternoon to announce the plans, which could cost as much as $6 billion, but a final option will not be chosen until April.

The proposal has been on the drawing board for months and has triggered a range of reaction in a city that has a lengthy list of unfunded transportation priorities.

Business interests that back improved access to lower Manhattan say the district needs the link to tap into the labor pool on Long Island.

"If you made it easier for people to get to lower Manhattan from Long Island they would accept jobs," said Steven Spinola, president of the Real Estate Board of New York.

But community groups and fiscal watchdogs argue the plan is a waste of money because commuters can already get to lower Manhattan in minutes after leaving the LIRR at Pennsylvania Station or the Atlantic Terminal in Brooklyn.

There are no commuter rails to lower Manhattan, but 11 subway lines stop south of City Hall. Officials also are planning ferry routes across the East River and expanded rail access to Manhattan's East Side via Grand Central Terminal.

Additionally, the Port Authority has said it wants to run ferries from lower Manhattan to Kennedy Airport by 2005. Service to LaGuardia is slated to begin by the end of the year.

It remains unclear whether any of the rail plans would offer a one-seat ride because doing so would require AirTrain cars to travel on both subway and LIRR tracks.

Early details about the competing proposals also have drawn criticism from city transit activists who worry that the new commuter train would displace subway riders by forcing them to transfer more frequently because of links to the new service.

"If you're reading a book or a Bible or a newspaper, you really don't want to get up and start in the Darwinian struggle on a new train," said Gene Russianoff, staff attorney of the Straphangers Campaign.

There is also concern that the project will tap into and possibly exhaust federal funds set aside for economic development in lower Manhattan. While business groups say improved transit is a top priority, community groups say officials should funnel money into affordable housing, job growth and neighborhood revitalization.

"If people are not able to get jobs and there is no place for people to live ... that will be a real waste of money," said Margaret Fung, a member of Community Board 1.

Copyright © 2004, Newsday, Inc.

[Ninjahedge]

What they need is a direct line from teh airports to lower Manhattan.

ALL THREE AIRPORTS!

Make the WTC a transit link where you can stop, or zip through to get over to the boroughs without clogging NYC streets.

I, for one, would welcome the increased accessability of certain areas in Brooklyn to my humble Jersey wanderings....

[TLOZ Link5]

PATH Train to Newark, ferry to LaGuardia along with the prospect of an N train extension, ferry and LIRR to JFK.

[Kris]

February 5, 2004

Four Options Presented for Airport Rail Link

By MICHAEL LUO

In a presentation that was high in lofty ambitions but short on important details, officials unveiled four options yesterday for a rail link to connect Lower Manhattan to Kennedy Airport and Long Island.

The release of the proposals at the Lower Manhattan Development Corporation, coupled with the declaration that a final design would be picked in April, may help catapult the commuter rail, once seen as a pipe dream of a few powerful downtown landlords, to near the top of a long list of proposed transportation megaprojects for the region that are competing for money and attention.

But few details were shared yesterday about how much the project would cost and how it would be paid for. Officials said they would address the financing issue when the final design is selected.

"We think we can do all the projects we're talking about," Peter S. Kalikow, chairman of the Metropolitan Transportation Authority, said yesterday.

Mr. Kalikow said the authority was prepared to make a "significant contribution" from its next capital plan, scheduled for 2005 to 2009. Others, however, wondered how the authority could afford it while also pursuing its two main priorities: connecting the Long Island Rail Road to Grand Central Terminal and building a Second Avenue subway.

"It's not at all clear where the next capital plan is coming from, how much it's going to be," said Andrew B. Albert, a nonvoting member of the transportation authority board and president of the Transit Riders Council, a group that represents passengers. "And there's a lot of big, important projects in the hopper right now." Many, he added, would serve far more riders than the airport link.

Politicians have suggested various ways to pay for the project, including using money left over from the $4.55 billion in federal aid set aside for transportation needs after 9/11 and raiding the coffers of the Port Authority of New York and New Jersey.

Deputy Mayor Daniel L. Doctoroff mentioned yesterday that as part of its new lease agreement with the city for Kennedy and La Guardia Airports, the Port Authority had promised to put up $560 million toward a downtown airport access project.

In each proposal, trains would run from the AirTrain station in Jamaica, Queens, along existing L.I.R.R. tracks. But they differ in how they would get under the East River. The first option, undoubtedly the most expensive, is to dig a new tunnel.Mayor Michael R. Bloomberg first suggested this possibility last year, citing a $4 billion price tag, but officials said yesterday that more study was needed to determine an accurate figure.

A second option is one promoted soon after 9/11 by the Downtown Alliance and Brookfield Financial Properties, downtown's biggest landlord. It involves appropriating the Cranberry Street tunnel used by the A and C subway lines, but it would require rerouting the C line to the F line tunnel, a prospect that has upset commuter groups. Brookfield quoted a $1.9 billion cost at the time.

A third option would be to use the Montague Street tunnel that now serves the M, N and R subway lines.

The final option is to use both the Cranberry and Montague Street tunnels, borrowing one for commuter service from Long Island and the other for service from Kennedy.

Copyright 2004 The New York Times Company

[Kris]

Next Step in Rail Commuting

Linking Jamaica, Manhattan

By Errol A. Cockfield, Jr.
Staff Writer

February 4, 2004, 9:21 PM EST

http://www.newsday.com/media/photo/2004-02/11277512.jpg
Map of the proposed plan for a train from downtown Manhattan to JFK Airport Wednesday.

State and city officials Wednesday unveiled four alternate plans for direct, one-seat rail access to Lower Manhattan from the Long Island Rail Road's Jamaica Station and Kennedy Airport, calling it the top economic development priority for Lower Manhattan.

The options -- designed to bolster the economy by easily shuttling thousands of workers downtown -- build on the Air Train service established in December that takes riders directly from Jamaica Station to Kennedy. State and city officials will jointly choose a plan in April.

Under the alternatives, which could cost up to $6 billion, passengers would board trains at Kennedy or Long Island Rail Road's Jamaica Station and ride through Atlantic Terminal in Brooklyn. The plans differ in how riders would be sped from Brooklyn to Manhattan. They include building and enhancing tunnels under the East River:
The construction of a new East River tunnel.

The use of the Montague Street Tunnel which now serves the M, N, and R subway lines.

The use of the Cranberry Street Tunnel which serves the A and C subway lines.

Combined use of Cranberry and Montague depending on capacity.
Improving rail links from Long Island and Kennedy to Lower Manhattan, the third-largest business district in the country, has long been a goal of business groups, who say lengthy, circuitous commutes limit economic growth in Lower Manhattan.

"Transportation has been the biggest detraction," said Kathryn Wylde, president and chief executive of the Partnership for New York City, a business group.

Critics however, say the plan would only improve commuting times by minutes, at a time when the Metropolitan Transportation Authority is working on projects to add more East River ferry service and an LIRR link to Grand Central Terminal.

Lower Manhattan Development Corp. President Kevin Rampe said the rail link "will ensure that Lower Manhattan will have easy access to the Long Island labor pool."

But Mitch Pally, vice president for government affairs of the Long Island Association business group, said the Island faces more important priorities than a new rail link, including an LIRR link to Grand Central Station, a third track on the LIRR's main line for freight, and the redevelopment of the Nassau Hub area.

"The Long Islanders that work in the city already have the LIRR," he said. "We just think it's misguided to spend billions of dollars to provide any additional access."

At a news conference Wednesday in Lower Manhattan by representatives from the city, the Lower Manhattan Development Corporation, the MTA, and the Port Authority, officials said they would release the initiative's possible cost when they decide on a single option.

For now, the various agencies said they will study how many people would use the new service and what effects it might have on current subway ridership. The only disruption in the four plans would be a diversion of the C train to another tunnel, but officials were unable to say if it would slow that line.

Gene Russianoff, staff attorney of the Straphangers Campaign, said the new service will have to be justified against other pressing transportation initiatives, including a new Second Avenue subway line.

"No one's going to build a $7 billion line that only moves 5,000 people during rush hour if that's what the numbers show," Russianoff said.

Copyright © 2004, Newsday, Inc.

[Kris]

March 21, 2004

Grants and Rails, and the Debate in Between

By DAVID W. DUNLAP

http://graphics7.nytimes.com/images/2004/03/20/nyregion/met_REBUILD_040321.gif

There is only $1,163,955,348.58 left.

Though that sounds like a lot, it is not enough to cover the many claims on the federal grants for rebuilding Lower Manhattan.

These competing claims expose something of a divide between the established downtown, an unalloyed business hub, and the emerging downtown, with its residential overlay. It is not that businesses and residents disagree on the broad goal of creating a lively mixed-use area. But they may struggle over the spending needed to get there.

As the Lower Manhattan Development Corporation decides how to allocate the rest of the federal community development block grants in coming months, perhaps the biggest battle will involve a proposed rail link from downtown, along the tracks of the Long Island Rail Road, to Kennedy International Airport and Long Island.

"This project must be treated as priority one," said Thomas A. Renyi, chairman and chief executive of the Bank of New York, which has been in Lower Manhattan for 220 years. In a speech on Wednesday to the Downtown-Lower Manhattan Association, he said the link would open downtown to a "most underserved" pool of potential workers on Long Island.

But 51 percent of 646 Lower Manhattan residents surveyed three weeks ago by the Pace Poll at Pace University said they opposed construction of a rail link between downtown and Kennedy Airport if it used up all the federal grants. (The question did not mention the rest of Long Island.) Forty-two percent agreed with supporters.

And the rail link emerged as priority No. 5 in an informal poll of 150 New Yorkers at a meeting on Tuesday sponsored by the Regional Plan Association and the Fiscal Policy Institute. Those who attended put housing at the top of their lists.

"There is clearly a consensus forming in Lower Manhattan that the remaining rebuilding funds should support neighborhood projects, not a rail link to the airport," said David Dyssegaard Kallick, senior fellow at the institute, which assesses city and state budgets and economic issues.

Lower Manhattan is not alone in wrestling with the potential costs and benefits of ambitious transportation projects. Others under debate include the Second Avenue subway line, the westward extension of the No. 7 subway line and the opening of Grand Central Terminal to L.I.R.R. trains.

In the case of the Long Island-Lower Manhattan rail link, much depends on a study to be released next month that will recommend an actual route, which will in turn suggest the cost. Choices include digging a new tunnel under the East River or using the existing subway tunnels.

The issue downtown is not so much opposition to the link as it is a question of whether that project should be financed, even in part, by a block grant from the federal Department of Housing and Urban Development. The Lower Manhattan Development Corporation was awarded $2.783 billion in grants, of which, the corporation said, it has now allocated $1,619,044,651.42.

That leaves the $1,163,955,348.58 in unallocated grants. A $50 million housing subsidy plan is currently going through public review. Aside from that, the rest of the money is not yet earmarked.

Without commenting specifically on any potential use for the money, Kevin M. Rampe, president of the development corporation, said Friday, "Our overall philosophy has certainly been that if you use public dollars to build infrastructure, that will lead to a growth in private development that will be critical in moving Lower Manhattan forward."

"Obviously," Mr. Rampe said, "we're not going to solve all of Lower Manhattan's problems with the $1 billion we have left."

Customarily, community development block grants are used to provide decent housing and economic opportunities for people with low or moderate incomes, to eliminate blight or to meet recent threats to a community's health or welfare.

But the language of the appropriation act for Lower Manhattan confers broader discretion. It said the money was being awarded for "assistance for properties and businesses damaged by, and for economic revitalization related to, the Sept. 11, 2001, terrorist attacks on New York City, for the affected area of New York City."

Gov. George E. Pataki said through a spokeswoman on Friday that "both short-term initiatives and long-term projects are critical to rebuilding Lower Manhattan as a central business district that is also a vibrant, 24-hour mixed-use community."

Mayor Michael R. Bloomberg's vision for Lower Manhattan includes improving Fulton Street and the East River waterfront and encouraging the development of cultural institutions. "We still believe that L.I.R.R.-airport access, enhancing the connectivity to Lower Manhattan, is absolutely critical to maximize the potential of Lower Manhattan," Deputy Mayor Daniel L. Doctoroff said on Friday. "But in addition, there are other investments that have to be made, truly creating the 24/7 community."

After the meeting Tuesday, Jeremy Soffin, the public affairs director of the Regional Plan Association, wrote in the association's newsletter, "The great irony here is that the best way to secure Lower Manhattan's place as a thriving business district may be to invest C.D.B.G. funds in creating nonbusiness activities - by investing in local economic development, civic amenities and arts and culture."

Copyright 2004 The New York Times Company

[Kris]

May 4, 2004

Rail Tunnel Is Considered for L.I. Link to Manhattan

By DAVID W. DUNLAP and AL BAKER

Searching for a rail link from Lower Manhattan to Kennedy Airport and Long Island, the Pataki administration is poised to choose between building a new tunnel or using the existing Montague Street tunnel on the M, N and R subway lines.

The cost of a Long Island-Lower Manhattan link using the Montague Street tunnel has been put by officials and business executives at $5 billion to $5.5 billion. A new tunnel might add $1 billion to the cost.

Gov. George E. Pataki may declare the choice tomorrow in his semiannual progress report on downtown reconstruction. In these speeches, he typically lists recent accomplishments, makes several announcements and sets timetables for pending projects.

Often, such matters are in flux until the last minute, so the reluctance of state officials to discuss the rail link yesterday could reflect either genuine indecision or their concern about pre-empting the governor.

All that Lynn Rasic, a spokeswoman for the governor, would say was that Mr. Pataki will "announce new initiatives that will help revitalize downtown."

Mr. Pataki may simply disclose the winnowing of choices for an East River crossing to bring trains into Lower Manhattan from Long Island, through Jamaica in Queens and Atlantic Terminal in Brooklyn. Using a new tunnel or the Montague Street tunnel would eliminate the idea, central to two alternatives, of sharing the Cranberry Street Tunnel on the A and C lines.

Four plans have been under study since February by the Lower Manhattan Development Corporation, the Port Authority of New York and New Jersey, the Metropolitan Transportation Authority and the city Economic Development Corporation. They had said they would announce their choice and a financing plan by the end of last month.

The State Assembly speaker, Sheldon Silver, a Democrat who represents much of Lower Manhattan, does not know which tunnel idea is favored, said a spokeswoman, Eileen Larrabee. But she added he had been pushing the governor, a Republican, for such a link to Long Island, "knowing it will be a real boost to rebuilding efforts."

Gene Russianoff, staff attorney of the New York Public Interest Research Group Straphangers Campaign, said, "It looks like the governor is leaning toward building a new under-river tunnel, but would not rule out using the existing tunnel." He said his group questioned the cost and benefit of a new tunnel, and opposed using the Montague Street tunnel because it would compromise subway service.

Copyright 2004 The New York Times Company

[ZippyTheChimp]

http://www.newsday.com/

Pataki to support new LIRR tunnel

By Errol A. Cockfield and Joshua Robin
Staff Writer

May 3, 2004, 10:48 PM EDT

Gov. George Pataki in a speech Wednesday is expected to throw his support behind a $7 billion plan to build a new tunnel under the East River to bring Long Island Rail Road trains into lower Manhattan.

Pataki intends to make the announcement during remarks before a luncheon sponsored by the Association for a Better New York, a business and civic organization, at The Ritz-Carlton New York, sources familiar with the project said Monday.

Pataki also is expected to offer an alternative $5.8-billion plan that calls for LIRR trains to run through the Metropolitan Transportation Authority's Montague Street tunnel, which now serves the M and R subway lines, sources said. Pataki is looking at a combination of federal and state funding, sources said.

But MTA officials favor building the new tunnel because such a project would prove less disruptive for existing service, the sources said.

If a new tunnel is created, it would be the authority's first underwater tunnel built since the 63rd Street tunnel was completed in 1989. That tunnel, which now carries subways, is slated to be a conduit for the East Side Access project, which will bring LIRR trains to Grand Central Terminal. .

People in "downtown Manhattan have complained about having a lack of commuter rail access since Grand Central Terminal opened in 1913," said one person briefed on Pataki's plan.

MTA spokesman, John McCarthy, declined to comment. Long Island Rail Road officials referred questions to the MTA.

A Pataki spokeswoman, Lynn Rasic, said, "No final decision has been made" about the governor's selected route.

Pataki's decision whittles down the options for linking the Island with lower Manhattan from four proposals to two. Originally, the governor proposed building a new tunnel, using the Montague Street tunnel, using the Cranberry Street tunnel now serving the A and C subway lines, or another option in which both the Montague and Cranberry street tunnels would be used.

The goal of the proposals is to provide a one-seat ride to lower Manhattan from Kennedy Airport as well as from the Jamaica Long Island Rail Road terminal.

Lower Manhattan business leaders have aggressively pushed for the rail link, arguing it is crucial for them to tap into the Long Island labor market through a proposed connection at Jamaica station.

"This project must be treated as priority one," Bank of New York chairman and chief executive Thomas Renyi told the Downtown Lower Manhattan Association in March.

But the proposal has drawn fire from critics who argue it could draw funding away from other important transportation initiatives, such as the Second Avenue Subway line and the East Side Access plan.

During his speech, Pataki also is expected to address the status of efforts to fund the building of a memorial at the World Trade Center site.

There will be a two-pronged effort to raise money for the memorial and other related activities. While a foundation will raise money to build the site, September's Mission, a victims family group, has been leading the 9/11 Campaign, to raise money for cultural programming.

Copyright © 2004, Newsday, Inc.

[GowanusGuy]

I wish they would consider tunneling across the east river at the end of Atlantic Avenue. There's already an old freight tunnel under the avenue, and I believe it ends up pretty close to the LIRR Flatbush Ave station.

And as a bonus, maybe they will be able to build an elevator from this new east river tunnel to Govenor's Island, giving folks some access to the island at last.

[TLOZ Link5]

Perhaps the old freight tunnel is being considered as part of the cross-harbor project.

[Gulcrapek]

The old freight tunnel is not much of anything... it's the one Diamond planned on using in one of the stages of his trolley project. It's like 3 blocks longand might not be suitable for modern use (it was the first subway tunnel in the city)

[Kris]

May 6, 2004

Pataki Backs New Tunnel Under the East River

By DAVID W. DUNLAP

Gov. George E. Pataki threw his political weight yesterday behind a plan to dig a new tunnel under the East River as part of a $6 billion rail link from downtown to Kennedy Airport and points east along the Long Island Rail Road.

Mr. Pataki said the rail link would offer travelers a "one-seat ride to their terminal at J.F.K. in just 36 minutes" from Lower Manhattan. As an economic and political matter, the link would be even more important as the downtown gateway for up to 100,000 Long Island commuters, greatly expanding the capacity of businesses in the financial district to attract suburban workers who now live at least two train rides away.

In his semiannual progress report on Lower Manhattan, the governor set July 4 for groundbreaking at the 1,776-foot Freedom Tower at the World Trade Center site. He said he and Mayor Michael R. Bloomberg would create a Lower Manhattan construction command center next month to lessen what is sure to be a decade's worth of disruption.

Mr. Pataki told the Association for a Better New York in a lunchtime speech at the Ritz-Carlton New York in Battery Park City that the design of the new Fulton Street Transit Center would be unveiled May 26, that a pedestrian promenade would be constructed along West Street and that he hoped that a downtown community center could be created under the operation of the 92nd Street Y.

The governor then joined the developer Larry A. Silverstein for a tour of the 13th floor of 7 World Trade Center, which Mr. Silverstein is now building across Vesey Street from ground zero. It amounted to a demonstration of solidarity 219 feet in the sky.

Mr. Silverstein has lost a series of legal battles with his insurers that have reduced by about a third the $7.1 billion he had hoped to receive on the main trade center site, where he holds a 99-year lease. His setbacks have raised doubts about his ability to complete all six trade center office buildings.

But the governor said, "Larry's been a great partner from the beginning."

Barely audible over the din of work on the open steel structure, Mr. Pataki continued: "We're not going to let the vagaries and uncertainties of the court litigation process determine the future of the site. We're going to continue to move forward."

Mr. Silverstein added, "With the governor by my side, we'll get this done." He also allowed that it would take a "feat of financial engineering."

The highlight of the governor's speech was his embrace of a proposal for a new tunnel between Manhattan and Brooklyn to link Long Island and the city. An alternative being studied by state officials would be to use the existing Montague Street subway tunnel, through which M and R trains run.

Under the project favored by the governor, to be completed in 2013, travelers headed downtown from Kennedy would begin their journey on the existing AirTrain tracks that loop around the central terminal area and then along a viaduct in the middle of the Van Wyck Expressway to Jamaica, Queens.

There, a new 1,500-foot elevated connector would carry the train from the AirTrain tracks to the existing tracks of the L.I.R.R. Atlantic Branch, permitting the journey to continue almost as far as Atlantic Terminal on Flatbush Avenue in Brooklyn.

Just shy of the existing Atlantic Terminal, and joined to it through a new underground station, the three-mile tunnel would begin. It would burrow under Brooklyn and the East River into Lower Manhattan about 100 feet below ground. The tunnel would come close to Hanover Square, the intended terminus of the Second Avenue subway, and the World Trade Center, the existing terminus of the E train.

"The boring of this tunnel will create the capacity to extend additional rail lines - such as the Second Avenue subway and existing services such as the E train - across the East River from their endpoints in Lower Manhattan to Brooklyn and beyond," Mr. Pataki said.

Holding out something for subway riders whose journeys begin and end in Manhattan or the Bronx, the governor said that direct Long Island Rail Road service to downtown would reduce congestion on the No. 2 and No. 3 lines between Pennsylvania Station and the financial district.

Mr. Pataki said that both the new tunnel and the Montague Street tunnel options would be thoroughly analyzed in an environmental review process beginning this summer and that by the time the review was finished, "we will have secured the financing necessary to begin construction."

That would include at least $560 million from the Port Authority of New York and New Jersey; unspecified amounts from the Lower Manhattan Development Corporation, through its federal community development block grant, and the Metropolitan Transportation Authority; and what may be as much as $2.5 billion in unused tax credits from the federal relief package for New York.

Senator Charles E. Schumer, who told the Regional Plan Association last month that he would fight to obtain transportation financing from unused tax benefits, said yesterday that he thought the cost estimates for the tunnel projects were high.

The association itself withheld an endorsement until there are more details but did say in a statement, "We are gratified that the favored alternative will utilize a new tunnel and not impact subway riders or existing service."

The New York Public Interest Research Group Straphangers Campaign said the new tunnel "makes sense only if it moves enough riders to be worth its high price tag" and called the ridership projections "weak or questionable."

The Labor Community Advocacy Network to Rebuild New York said community development grants intended to create jobs and housing "should not be sucked into a tunnel that, if it makes sense at all, needs a real comprehensive financing plan."

Mayor Bloomberg endorsed the idea of a new tunnel in December 2002. "To make Lower Manhattan a global center," he said at the time, "our first priority must be direct, one-seat airport access."

Copyright 2004 The New York Times Company

[ZippyTheChimp]

A surprising but refreshing example of thinking big and long-term.

[Kris]

May 9, 2004

Seeing One Tunnel Too Many

By VIVIAN S. TOY

MARK HUDAK is an insurance defense lawyer from Uniondale who travels to Lower Manhattan at least three times a week for court appearances.

Like many commuters, he has tested different railroad and subway combinations to try to shave as many minutes as possible from his travel time. His current favored option takes about 70 minutes and involves changing trains at Jamaica and switching to a subway at the Long Island Rail Road's Atlantic/Flatbush terminal in Brooklyn.

Even though the last leg of his morning journey is the shortest, he said, "waiting for the subway is when I consider my work day beginning, because it's the toughest part of the trip. The rest is more relaxed and predictable."

So, like other commuters destined for Lower Manhattan who were interviewed last week at the Mineola train station, Mr. Hudak said he welcomed a plan proposed by Governor Pataki on Wednesday that would finally create a one-seat ride from Lower Manhattan to Kennedy Airport and the Jamaica terminal of the Long Island Rail Road.

"Anything that takes us anywhere near downtown without having to switch to a subway would make perfect sense," Mr. Hudak said. He added, though, that he would reserve final judgment until he determined how much time and money he would save from the proposed train link.

Mr. Pataki proposed a $6 billion plan to build a new tunnel under the East River that would link Lower Manhattan to Kennedy Airport and Long Island. He said the new rail link could cut 15 minutes from a Long Islander's commute to downtown Manhattan and could handle up to 100,000 passengers a day.

"Long Islanders as well as Queens and Brooklyn commuters will experience a more direct and more comfortable trip to Lower Manhattan," Mr. Pataki said. He said the new link would reduce congestion on subways that carry Long Island riders from Penn Station or the Atlantic Terminal and would also strengthen the competitiveness of the airport by giving air travelers a 36-minute connection from Kennedy to Manhattan.

The plan would allow riders to get to Lower Manhattan from the airport and the Jamaica railroad terminal in Queens in a newly designed hybrid vehicle that would travel on the tracks of the AirTrain and altered tracks of the Long Island Rail Road. The new train would travel from the airport, through Jamaica and Atlantic Terminal in Brooklyn and then through the new tunnel into Manhattan.

The proposal is also supported by Mayor Michael Bloomberg, but perhaps the loudest and most persistent lobbyists for the new connection have been downtown business leaders, who feel that Lower Manhattan has for too long been at a competitive disadvantage to Midtown because it lacks one-seat access to the suburbs.

But there has been no corresponding clamor for the rail link from Long Islanders. Indeed, business leaders, transit advocates and planning experts have questioned the need for the project, particularly when limited transportation dollars are needed for other projects they deem more pressing, particularly the East Side Access plan to connect the Long Island Rail Road to Grand Central Terminal.

Transit advocates said last week that they were skeptical of the estimate that the downtown link would cut a commute by 15 minutes, and noted that only those Long Islanders who are headed to the World Trade Center area, where the train would stop, would actually achieve those savings. Others who work farther downtown or uptown would still have to walk or take a subway to get to their jobs, reducing any time savings.

"The downtown link is not the highest priority for Long Island, from our perspective," said Mitchell H. Pally, the vice president for government affairs at the Long Island Association, the Island's largest business group. "We're not opposed to it, but there are more important projects that we want to make sure are implemented and finished."

Beverly Dolinsky, executive director of the Long Island Rail Road Commuter's Council, agreed. "We don't support downtown access because it's very, very expensive and the case has not been made that enough people would use it and we're dealing with scarce dollars," she said. The Regional Plan Association, a nonprofit agency that focuses on 31 counties in New York, New Jersey and Connecticut, estimated that only 5,000 to 8,000 riders might use the new link during peak hours, based on current ridership figures. The association did its analysis prior to the governor's announcement, which relied on recommendations made in a joint study done by the Lower Manhattan Development Corporation, the Port Authority of New York and New Jersey, the Metropolitan Transportation Authority and the city Economic Development Corporation.

"In terms of cost benefit and the number of riders it would benefit, it just doesn't make sense," Ms. Dolinsky said. "You're going to spend $6 billion for 5,000 riders at rush hour?" Estimates for the proposed $17 billion Second Avenue subway anticipate 220,000 riders on its first day.

Mr. Pataki said last week that the Port Authority had already committed $560 million for the downtown rail link and that the Metropolitan Transportation Authority and the Lower Manhattan Development Corporation would also kick in some funding. There also is an estimated $2.8 billion left from the $21 billion federal relief package designated for Lower Manhattan after Sept. 11 that could be tapped.

But opponents of the downtown link fear that the governor ultimately will also have to seek federal transportation dollars, and the downtown link will then come in direct competition with other Long Island transportation projects, particularly given the governor's timetable for the new tunnel. Mr. Pataki said he expected to begin the formal environmental review process for the downtown rail link this summer. He said he hoped to see construction begin in 2006 and have service begin in 2013.

Senator Charles E. Schumer said he supports the idea of a rail link to downtown, but only if the federal relief package for Lower Manhattan can cover the bulk of its cost. "I think this is a good idea for downtown and for Long Island, but we should not use transit bill money to build it," he said. "That money should go to East Side Access and other transportation projects."

Mr. Pally said that other Long Island railroad projects that should have higher priority include the East Side Access project, which is scheduled for completion in 2012, and a third track on the railroad's Main Line, which would allow a significant expansion of service between Bellerose and Hicksville and is supposed to be completed in 2016. Even longer-range projects like transportation alternatives in the Nassau Hub, the expansion of Route 347 on the North Shore of Suffolk County and the building of a new freight tunnel under New York Harbor, which would reduce truck traffic on Long Island, should take precedence, he added.

"All these projects would impact more people and provide additional options for Long Islanders," Mr. Pally said. "With the limited amount of state and federal funding that's out there, these other projects should definitely take priority."

Gene Russianoff, staff attorney of the New York Public Interest Research Group Straphangers Campaign, said the M.T.A. and the federal government would be hard-pressed to come up with additional funding to help pay the $6 billion price tag for the downtown rail link. "How do you do that while still progressing the Second Avenue subway and East Side Access, which in our view are the region's top priorities?" he asked. "The M.T.A. already has big capital needs to fix and maintain the existing system and is already challenged to find resources for new projects."

Jon Orcutt, an associate director of the Tri-State Transportation Campaign, a nonprofit transit advocacy group, said he was pleased that the governor last week expressed a clear preference for a new tunnel over proposals to use existing subway tunnels. "That takes away the political problem of having to battle subway riders and disrupting their service," he said. "But then it just becomes another one of these big-ticket projects in search of funding."

He and other transit advocates warned that while planning for East Side Access is complete, the $6.3 billion needed to finish the project has not yet been secured. "The Long Island Rail Road's entire network strategy for the 21st century revolves around it," Mr. Orcutt said. "And it's already unclear how they're going to pay for it."

Planning for the East Side Access project began about 30 years ago. A two-level tunnel connecting Manhattan to Queens at 63rd Street was completed in 1989, but it only extends to Second Avenue in Manhattan and does not connect to existing rail lines in Queens. The subway system has been using the upper level of the tunnel for the last decade, but the lower level was intended for the Long Island Rail Road and has never been used.

John McCarthy, a spokesman for the M.T.A., said work to finally connect the empty tunnel to the railroad began last winter, including the building of a rail yard in Long Island City and the opening of a hole in Sunnyside to eventually complete the tunnel connection. The project involves building 3.5 more miles of tunnel and a new station that would go beneath the existing Grand Central concourse. The M.T.A. so far has committed $1.5 billion to the project and M.T.A. officials hope to have the federal government foot half of the total $6.3 billion cost.

The Regional Plan Association has long been an advocate for East Side Access, because some 60,000 Long Island commuters would save up to 22 minutes in travel time each way once Long Island Rail Road trains can stop at Grand Central. "It would strengthen the economy of Long Island by making it a much more attractive place to live for commuters who work in the city," said Jeffrey Zupan, a transportation expert with the association.

But the group has been more circumspect about the downtown rail link because it would end at the World Trade Center transportation center, and does not offer other stops in Lower Manhattan. The group has also recommended that any new tunnel be connected to the proposed Second Avenue subway, which then could be extended into Brooklyn. "The tunnel then would have a huge value for people in Brooklyn who now have very limited options for getting into the East Side of Manhattan," Mr. Zupan said. "The only way for a new tunnel to make sense is to connect it to the rest of the system."

Last week, Mr. Pataki stressed that while the proposed downtown link would end at the World Trade Center Transportation Center, it eventually could be extended to the Second Avenue subway or other existing subway lines. He and other proponents for the new tunnel said they did not believe it would compete for federal dollars with East Side Access or other projects.

"East Side Access is moving ahead as it should," said Carl Weisbrod, president of the Alliance for Downtown New York. "And the downtown rail link is a project that complements and supports East Side Access because it will strengthen the Long Island labor market and the Long Island economy's connection to the New York City region."

Mr. Weisbrod played down estimates for ridership on the new link that are based on current commuter statistics. "This is a different kind of transportation project and you have to view this more as an economic development project," he said.

The estimated 5,000 Long Island commuters who now come into Lower Manhattan during each peak travel hour "are hardy souls who make a very, very difficult commute to Lower Manhattan," Mr. Weisbrod said. New Jersey residents, on the other hand, have a much easier trip and as a result make up 25 percent of the downtown workforce, he added.

"Long Island ridership will increase dramatically once the opportunity for a much easier commute is available," he said. "That's why we have to view this project not just from the viewpoint of how it serves existing riders, but as a way of creating opportunity for the region as a whole."

Copyright 2004 The New York Times Company

[TonyO]

It's not just about Long Islanders coming downtown, a direct link to JFK would be equally about the thousands of people coming through the airport. They never mention those numbers.

[billyblancoNYC]

Yes, and the fact that every damn major city has a rail to the airport. This is important, especially for business travellers.

[BrooklynRider]

I'm still wondering why they don't build an elevated monorail track down the middle of the Belt Parkway from Lower Manhattan. The Airtrain was completed quickly and even residents in the vicinity of its path said construction was well-managed and minimally disruptive.

[Ninjahedge]

What about just continuing the tunnel across the Hudson?

It would be nice to have a more direct link between B, Q and LI and NJ WITHOUT having to go through all the schtuff in between......

45 min to go 10 miles is a bit frustrating sometimes....

[JMGarcia]

The various unions involved are different on the different sides of the Hudson. They would go ballistic at such a thought.

It why there is currently no through service at Penn Station.

[Kris]

http://www.gothamgazette.com/article/transportation/20040521/16/986

[krulltime]

JFK link will build downtown

Published on June 07, 2004

The signs that downtown is being rebuilt after the terrorist attack of Sept. 11 are many and uplifting. The first new office tower, 7 World Trade Center, is rising swiftly and will be followed by a second, the Freedom Tower. Plans for a memorial proceed apace, and soon three institutions will begin work on cultural facilities for Ground Zero. New housing is being built more rapidly than anyone expected. A series of architecturally striking designs offers the chance to substantially boost the appeal of downtown.

None of this will matter much, however, if downtown can't hold on to the companies that make it the nation's third-largest business district. Doing so almost certainly requires creating a new transit link to JFK Airport, with a stop in Jamaica, Queens, to connect to the Long Island Rail Road.

The problem is that people known as transit advocates object to the project because they fear it will divert money from their cherished plans for improving midtown transit. The MTA, which would build and run the link, is lukewarm at best.

The idea of a downtown-JFK link originated with the lower Manhattan business community. Those executives believe firms need a new reason to remain or locate downtown. The rail link would provide it in two ways: fast access to JFK for firms needing overseas air connections, and a better way to tap the Long Island labor market.

The obstacle is that transit advocates and the MTA focus almost exclusively on improving transportation for current riders. Downtown business leaders, the New York City Partnership and city officials want the needs of the economy to carry the greatest weight. If the economic growth of the city comes first, then the downtown link should be pushed to the top of the agenda, next to an extension of the No. 7 line to the far West Side.

Supporters of the JFK link have made progress in identifying the money needed. A plan being pushed by the city to convert unused Sept. 11 tax credits could provide $2.5 billion. The Port Authority, Lower Manhattan Development Corp. and MTA could each add $500 million. That's a lot of money, and a good start.

Yet to be decided is whether to use existing subway tunnels or dig a new rail tunnel. With a price tag of about $5 billion, the first option is clearly cheaper and could be completed more quickly. It also generates more opposition and faces a slow death from the MTA bureaucracy. At a cost of $6 billion, the new tunnel is more expensive, but has greater long-term benefits.

An environmental impact statement is under way. Building support for this crucial project can't wait.

Copyright 2004, Crain Communications, Inc

[krulltime]

None of this will matter much, however, if downtown can't hold on to the companies that make it the nation's third-largest business district. Doing so almost certainly requires creating a new transit link to JFK Airport, with a stop in Jamaica, Queens, to connect to the Long Island Rail Road.

I totally agree.


At a cost of $6 billion, the new tunnel is more expensive, but has greater long-term benefits.

Yes. Years after it will be a good thing for Downtown. No more Taxis charging an amount of money and no more airtrams complications.

[tmg]

I don't know where to begin.

This article mischaracterizes the reason for opposition to this project, and willfully distorts the issues at hand.

Transit advocates do not favor midtown over downtown. And they want more than anybody to expand the system in ways that boosts the city's economy.

The main debate here is whether we (1) build a very expensive new link to downtown that very few people will ride, (2) build a very expensive new link to downtown that many people will ride, or (3) invest the money in different projects that are believed to provide greater benefits to the city.

The issues and choices are complex. If you build a new tunnel for a self-contained shuttle that terminates in Lower Manhattan, it will serve dramatically fewer passengers than a new tunnel that serves a new subway line that is integrated with the larger subway system. But that latter choice is apparently not under consideration, because of pre-conceived assumptions about the interests and biases of the people they want to attract to the service.

The Regional Plan Association has a far better proposal that would link the new airport service and the Second Ave Subway:
http://www.rpa.org/projects/transportation/metrolink.html

Crain's has done the public a misservice by reducing the critics' arguments to a straw man.

[BigMac]

Downtown Express
June 11, 2004

Rampe hoping rail link money comes from other sources

By Elizabeth O’Brien

http://www.downtownexpress.com/de_57/kevin.jpg

The president of the Lower Manhattan Development Corporation gave few clues last week about how the agency might distribute its remaining $1 billion, telling Downtowners only that officials hoped little, if any, would go toward the proposed rail link to J.F.K. airport.

During a June 3 talk on the rebuilding efforts, Kevin Rampe told residents at the Downtown Information Center that the L.M.D.C. was actively seeking separate federal funding for the rail link that would connect Lower Manhattan to J.F.K. International Airport and the Long Island Rail Road.

His remarks signaled a shift in the public discussion of the remaining $1 billion community development block grant. While the L.M.D.C. board has not yet announced how it will allocate this federal 9/11 aid, statements by Governor George Pataki as recently as last month indicated that a portion would go toward building a new tunnel for the rail link.

During a May 5 speech on Lower Manhattan rebuilding, Pataki said the L.M.D.C. and the Metropolitan Transportation Authority “will each allocate significant funding” to help construct the rail link, which is expected to cost as much as $6 billion.

“We’re very hopeful that it won’t be used toward that,” said David Dyssegaard Kallick, a senior fellow with the Fiscal Policy Institute. Kallick said he had recently noted a change in how officials have approached funding for the proposed rail link.

The governor’s office did not return two calls for comment.

In public workshops and polls over the past year, many Downtowners have said they do not want the rail link to detract from the creation of new public schools, cultural spaces, housing and other priorities.

Kallick and other advocates called Rampe’s remarks a good first step towards an equitable distribution of funds.

“I hope they can go further with that,” said Margaret Hughes, executive director of the Good Old Lower East Side, a community organization that has pressed for the creation of affordable housing and jobs with the money.

Many community and cultural organizations have applied for a piece of the $1 billion pie. At the June 3 event, Rampe deflected a question about which projects are the most worthy.

“I think at the end of the day, my point of view will be irrelevant,” Rampe said. Rampe does not have a vote on the L.M.D.C. board, which will ultimately decide how to spend the funds. Rampe said he did not know when the board would announce its highly anticipated allocation.

Rampe offered a more concrete timeline for other phases of the rebuilding process. He said redevelopment reached a “pivotal moment” last week when the L.M.D.C. approved an environmental impact study that clears the way for construction to begin next month on the Freedom Tower.

In addition, Rampe said environmental consultants are currently studying the best way to dismantle the Deutsche Bank building, a process that is expected to begin across the street from the World Trade Center site this fall.

Community Board 1 chairperson Madelyn Wils will appoint one community liaison to keep residents updated on the status of the Deutsche Bank deconstruction, Rampe said. She will appoint another community representative to the Lower Manhattan Construction Command Center, a body that will facilitate inter-agency cooperation on all Lower Manhattan projects, Rampe added.

Downtowners spoke to the importance of regulating construction in a recent poll sponsored by Friends of Community Board 1. Fifty-two percent of the approximately 800 residents polled named limiting the number of parking spaces occupied by government and construction worker vehicles as their top transportation priority or a very important priority. The second transportation priority was for improved east/west access for pedestrian and vehicular traffic, followed by the rail link to J.F.K. at third, with 46 percent of respondents strongly favoring the plan.

While many Downtowners support the idea of a direct ride from Lower Manhattan to J.F.K., most do not believe the rail link should receive the lion’s share of the remaining $1 billion in L.M.D.C. funds, according to the poll. Asked about their top priority for the money, 26 percent named new public schools; 18 percent named a community recreation and cultural center like the 92nd St. Y; 18 percent named East and West Side waterfront and park renovation; 17 percent named new retail, housing and cultural facilities around Fulton St.; 13 percent named a direct transit ride to J.F.K, and four percent named a vehicular tunnel under West St.

Many don’t want to wait any longer for the L.M.D.C. board’s decision on who will get money intended to help the city recover from the terror attack of Sept. 11, 2001.

“Taking due time to think about projects is very appropriate,” Kallick said, “but it’s been two and a half years.”

Elizabeth@DowntownExpress.com

Copyright 2004 Community Media LLC.

[STT757]

The Port Authority is already in the planning/enginering process to build an extension to the PATH's World Trade Center- Newark PENN Station line from Downtown Newark to Newark Airport, it's about 1-2 miles of new track that needs to be layed next to Amtrak's NEC.

The estimated cost is $500 Million which the Port Authority will pay for through Port Authority funds, it accomplishes the goal of a direct connection for Lower Manhattan to a Major International Airport at a fraction of the price of the JFK-Lower Manhattan rail link.

However I can understand the wishes of NY Politicians to support JFK-Lower Manhattan services since they have been trying for years to get JFK's passenger numbers back up to par with EWR's which have been the highest of the 3 NYC Airports for the last 7 years, thanks mostly to Jetblue JFK surpassed Newark Airport last year by 1 million passengers.

However they really need to think hard about how many people will benefit from a direct connection to JFK from Lower Manhattan in relationship to the cost, for the number of people who would likely use a direct rail link from Lower Manhattan ( about 4-5,000 daily rides) $500 Million sounds better than $6 Billion.

[BPC]

However they really need to think hard about how many people will benefit from a direct connection to JFK from Lower Manhattan in relationship to the cost, for the number of people who would likely use a direct rail link from Lower Manhattan ( about 4-5,000 daily rides) $500 Million sounds better than $6 Billion.

I vote for both links. Also, the focus on the JFK Link should not be entirely on Lower Manhattan. One of the main benefits no one ever talks about is the boon to Downtown Brooklyn. All of the designs for the JFK Link show one Brooklyn stop. Fast, one seat train service to JFK would do much to accelerate the Brooklyn renaissance that is already taking place. It would help restore Downtown Brooklyn's role as a business center. Six billion dollars is a lot of money, but when the cost benefit analysis is done, the benefit to Brooklyn should be included.

[billyblancoNYC]

I vote for no Newark link since the PA has favored this airport too much for the past decade. Link to JFK and extend the N to LGA.

[STT757]

I vote for no Newark link since the PA has favored this airport too much for the past decade

Do you have anything to back this up?..

Because the facts say different, $3.8 Billion spent on Newark Airport since 1994.

Over $9 Billion spent on JFK since 1994.

The Newark Airport Airtrain System cost $600 Million Dollars, JFK's Airtrain system cost $3 Billion.

So if you have some facts put up.

[Zoe]

I totally agree with extending the N to LGA. There must be some kind of payoffs happening, because common sense says that link should have been done YEARS ago. The N is above ground and from where it terminates at Ditmars is right up the street from LGA.
Newark services not only certain parts of NYC but also over half the state of NJ and is Continentals main hub. Given that NJ is the most densely populated state in the country and that northern NJ is not a vein of the city but a central artery, that airport link should be completed. Saying that you should skip completing the Newark link could only come from someone who does not fly much. I fly every week for work and use all 3 airports depending on my schedule and destinations.
The link to JFK is a good idea, but not as critical as one to LGA since there is now the one connection. If they were to dig a new tunnel and create additional subway stops and service to Brooklyn, that would be well worth it.

[TonyO]

If you look at the statistics, JFK and EWR are very comparable. LGA services fewer passengers as you would assume. That is probably why there is rarely a push for the N train extension.

http://www.panynj.gov/aviation/traffic/monthlysummary2004.html

[normaldude]

I totally agree with extending the N to LGA. There must be some kind of payoffs happening, because common sense says that link should have been done YEARS ago. The N is above ground and from where it terminates at Ditmars is right up the street from LGA.

$645 million has already been allocated for the N train extension to LaGuardia. However, 2 blocks of Astoria NIMBYs have been perpetually blocking this project from moving forward.
http://mta.info/mta/capital/cap-network.htm#lag

For me, if I had to rank the airport rail projects, in terms of which ones I'd like to see happen..

1) N train extension to LaGuardia Airport. Currently, LGA is the only NYC airport without rail access. The money has already been allocated. Just build it already. It would help get some cars/buses/taxis off the roads/tunnels/bridges. Less road traffic, less pollution. Currently, if you want to go to/from LaGuardia airport, you are FORCED to increase road traffic & pollution.

2) PATH extension to Newark Airport. The current Newark Airtrain setup relies on NJ transit trains, which has up to hour long gaps in service. Example: Sat/Sun morning from NYC to NWK airport: 9:08am, 9:14am, 10:08am, 10:14am, 11:08am, 11:14am, etc. Hour long gaps are not acceptable. Extending the PATH train to connect to the Newark Airtrain will cost $500 million.

3) JFK one-seat-ride to Manhattan. I place this last because I think it's redundant, unnecessary, and incredibly expensive ($6 billion!). JFK already has rail access with frequent service, and the E train is express to Manhattan.

I do think the current JFK Airtrain schedule is a bit confusing (3 different routes!), and should be simplified to one route (Howard Beach > Terminals > Jamaica/Sutphin/Archer). That way, you get off your plane, and get on an airtrain either heading to Jamaica/Sutphin/Archer (E train) or Howard Beach (A train).

My hope is that one day a person can just use their unlimited ride metrocard to go to/from any of the 3 airports (assuming the airtrain and PATH systems can be included under the MTA metrocard). Whether it's a tourist with a 1-day unlimited metrocard, or a resident with a 30-day unlimited metrocard.

[TLOZ Link5]

They should also resume ferry service to LaGuardia. They used to run ferries to the Delta Marine Air Terminal up until 2000. Bring it back, and advertise it a lot more.

[NewYorkYankee]

They should also resume ferry service to LaGuardia. They used to run ferries to the Delta Marine Air Terminal up until 2000. Bring it back, and advertise it a lot more.

ferries are slooowwwww.....anyone agree? I wouldnt want to ride one.

[BPC]

[quote=Zoe]My hope is that one day a person can just use their unlimited ride metrocard to go to/from any of the 3 airports (assuming the airtrain and PATH systems can be included under the MTA metrocard). Whether it's a tourist with a 1-day unlimited metrocard, or a resident with a 30-day unlimited metrocard.

Good point, but I would not stop there. One of the big problems with New York's regional rail network always has been the way it is broken up into various semi- or completely independent operators -- subway, Path, MetroNorth, LIRR, NJT, Amtrak, and now AirTrain -- which, for the most part, do not accept each other's tickets. This is a problem that should not take billions of dollars and years to solve. With MetroCard technology, I would hope that all of these rail systems will soon offer a unified rail pass, a card that can get you on to any train in the NYC metro area.

[Zoe]

Agreed. Only the WTC Path station takes MTA cards and Path cards. I was told it is a pilot and if all goes well that they will roll out the same card readers to all Path stations. It's still not a unified card system, but at least you can use multiple card types. A beginning...

[tmg]

There's a fourth airport access proposal on the table as well, although it hasn't been discussed much recently. Original plans for the Airtrain included a one-seat ride into Midtown. The new Penn Station being planned for the Farley Post Office was originally intended to serve airport-bound passengers as well. The project would be low-cost because it would use existing rights-of-way, perhaps on some combination of LIRR and the E line. [One complication that may be difficult to overcome is that "transit" vehicles (e.g. subway, airtrain) are not permitted to run on "railroad" (e.g. LIRR) tracks].

I don't know the status of this proposal, but in principle, this service could begin after 2011, once the Moynihan Station and East Side Access projects are complete. If it is still under consideration, the question shifts from whether or not Manhattan need a $6 billion link to JFK, but whether Lower Manhattan needs it in addition to a lower-cost link in Midtown.

[STT757]

The Airtrain to NY Penn is going ahead, however not untill the East Side Access project relieves the congestion at NY Penn. The Airtrain to Lower Manhattan proposal is in addtion to the connection of Airtrain service to NY Penn, all that's needed to bring the Airtrain to NY Penn is to physically connect the lines in Jamaica and bridge the technology gaps between the LIRR and Airtrain's signaling and vehicles.

[billyblancoNYC]

The Airtrain to NY Penn is going ahead, however not untill the East Side Access project relieves the congestion at NY Penn. The Airtrain to Lower Manhattan proposal is in addtion to the connection of Airtrain service to NY Penn, all that's needed to bring the Airtrain to NY Penn is to physically connect the lines in Jamaica and bridge the technology gaps between the LIRR and Airtrain's signaling and vehicles.

This is pretty damn exciting. Why is there so little talk of this?

[tmg]

This is pretty damn exciting. Why is there so little talk of this?

I think the answer is that support for the Lower Manhattan proposal would decline if more people know about this.


The Airtrain to NY Penn is going ahead, however not untill the East Side Access project relieves the congestion at NY Penn. The Airtrain to Lower Manhattan proposal is in addtion to the connection of Airtrain service to NY Penn, all that's needed to bring the Airtrain to NY Penn is to physically connect the lines in Jamaica and bridge the technology gaps between the LIRR and Airtrain's signaling and vehicles.

Thanks for the update, STT757. I'm sure there are technical solutions to the problems of differing signal, power, and train control systems. (My guess with the latter is that AirTrain couldn't operate driverless on the busy LIRR tracks). But the LIRR tracks handle freight, and Federal Railroad Administration rules prohibit the operation of light rail vehicles on tracks also used by freight trains. How will this issue be resolved?

(see http://www.railwayage.com/dec99/intransit.html)

[STT757]

I had saved on my favorites list a link to a RFP ( Request for Proposals) from the Empire State Development Corp for a Company to do the design and enginering work for the JFK-NY Penn connection.

It listed some of the physical, enginering and even political challenges in bridging the two systems.

Basically it called for the design for a Check-in area at the Farley Station, and associated work on merging the systems and developing a "hybird" Airtrain vehicle to operate across both systems.

LIRR MU cars cannot operate on the Airtrain system, and Airtrain cars cannot operate on the LIRR system. A Hybrid vehicle and drive/signaling system needs to be developed, it also has to meet FRA crash standards.

[tmg]

Thanks again, STT757. Could you post the link? I can only find a press release.

[TLOZ Link5]

[quote=TLOZ Link5]
ferries are slooowwwww.....anyone agree? I wouldnt want to ride one.


A lot of people do. We often fail to notice that New York is a city of islands. Ferries don't get caught in traffic, they don't have unavoidable delays save for a breakdown, and they're in many cases more reliable and convenient than other forms of mass transit. Plus the views are superb ;-)

[billyblancoNYC]

[quote=TLOZ Link5]
ferries are slooowwwww.....anyone agree? I wouldnt want to ride one.


A lot of people do. We often fail to notice that New York is a city of islands. Ferries don't get caught in traffic, they don't have unavoidable delays save for a breakdown, and they're in many cases more reliable and convenient than other forms of mass transit. Plus the views are superb ;-)

I agree. It would make more sense for the MTA, or whoever, to take this over, as they do buses and trains. This is a viable form of transport that will truly add to the experience of being in NYC. Look at the SI Ferry...it's a major tourist attraction. So are the cruises. It only makes sense. NYC has over 500 miles of waterfront, for God's sake. This should, and looks like it may be some day, one of the more waterfront oriented cities around. Transport, rereation, etc. are a must for the city to continue to evolve and improve. Maybe they'll get faster ferries one day, too.

[STT757]

GARGANO, ESD SOLICIT INTEREST FOR "ONE-SEAT" RIDE TO CONNECT MID-TOWN MANHATTAN AND JOHN F. KENNEDY INTERNATIONAL AIRPORT

Empire State Development (ESD) Chairman Charles A. Gargano today announced that ESD issued a Request for Expressions of Interest (RFEI) for a "one-seat" rail access link between Midtown Manhattan and John F. Kennedy International Airport (JFK). The service would ultimately provide a 25-minute direct train link between the new Farley-Pennsylvania Station and JFK.

"In 1996, Governor George Pataki unveiled his Masterlinks program, a comprehensive and integrated transportation plan geared towards improving access to the region's airports," Chairman Gargano said. "The program has already led to the AirTrain project to improve JFK's transportation services, and now another tremendous milestone is being reached.

"Today we are advancing efforts to provide the traveling public with a high quality, state-of-the-art "one-seat" rail ride between one of the nation's busiest international airports and America's busiest transportation center.

"Our redevelopment of Penn Station is bringing back its spectacular grandeur and dramatically improving travel services to Mid-Town Manhattan. A "one-seat" ride, similar to the highly successful Heathrow Express in London, would be another monumental achievement. It would demonstrate the power of the public-private partnership while providing long-overdue train-to-plane travel services," Gargano said.

ESD will solicit proposals for a public-private partnership to develop the "one-seat" rail ride. The RFEI is an important first step in creating a public-private partnership to provide "one-seat" service, and serves as the foundation for issuing specific requests for proposals in the near future.

Donald J. Carty, Chairman and CEO of American Airlines, endorsed the "one-seat" ride concept recently at the groundbreaking of America Airlines $1.2 billion new terminal project at JFK. Mr. Carty said, "Governor Pataki and Chairman Gargano are to be commended for launching this bold and innovative project. The one-seat ride will be a terrific boon for air travelers to and from Manhattan. When completed, passengers will be able to check in themselves and their luggage at Penn Station, board a train, and be at JFK in 25 minutes."

JetBlue Airways CEO David Neeleman said, "JetBlue is all about providing New Yorkers with a better travel experience for a very affordable price. Jetblue, New York's new low fare hometown airline, congratulates Governor George Pataki and Empire State Development Corporation Chairman Charles Gargano on this bold initiative in pursuit of a one-seat ride between JFK and Manhattan. The vision of the Governor and the ESD in planning the next steps for the JFK light rail project is critical for the efficient transportation of all New Yorkers."

JetBlue airways is New York's new low fare home town airline based at JFK starting service on February 11th to Fort Lauderdale and Buffalo, New York the week following. By the end of 2000 JetBlue will serve 11 cities with 10 brand new Airbus A320 aircraft.

The RFEI seeks to build upon two major transportation initiatives designed to provide improved rail and airport access, the AirTrain project and the redevelopment of Pennsylvania Station. A timeline on both projects is attached.

The Port Authority of New York and New Jersey is responsible for the AirTrain project, which will provide rail service between JFK and Jamaica Station. The Port Authority would operate in tandem with a direct one-seat ride service. The Metropolitan Transportation Authority (MTA) operates the Long Island Rail Road (LIRR) from Penn Station to Jamaica Station.

The Pennsylvania Station Redevelopment Corporation is transforming the existing Penn Station into a world-class intermodal transportation and commercial facility inside the James A. Farley Post Office Building.

The Farley-Penn Station project includes flagship facilities for Amtrak intercity rail and is designed to incorporate fully integrated one-seat ride service between Farley and JFK. The project includes airline ticketing and baggage check-in, saving "one-seat" passengers valuable time and effort for domestic and international air travel.

Responses to the RFEI are due by 5:00 p.m. local time on March 17, 2000.

Charles A. Gargano is Chairman of Empire State Development Corporation (ESDC), the lead economic development agency for the State of New York. Mr. Gargano also serves as the Vice-Chairman of the New York-New Jersey Port Authority, as well as the Chairman of the Pennsylvania Station Redevelopment Corporation.

The RFEI will solicit broad proposals from the respondents on their approach to achieving the following objectives:

A safe, clean, comfortable travel experience for airport bound passengers;

Utilization of existing MTA LIRR mainline and proposed AirTrain railroads to create a direct rail connection between Farley-Penn Station and JFK (approximately 17 miles);

Provision of a direct, one-seat ride service that would allow for (a) the necessary AirTrain light rail service between Jamaica Station and JFK, (b) the future implementation of a one-seat ride subway connection at Howard Beach, and (c) a stop at Jamaica Station;

Resolution of issues involving MTA LIRR tunnel and mainline peak hour capacity in the context of both current LIRR service and after the 63rd Street East-Side Access to Grand Central Terminal becomes available.

Build-out of airline baggage sorting room and airline baggage conveyor system at the Farley Station;

Operation of a direct service that offers a 25-minute connection time between Farley-Penn Station and JFK, regular schedule with dependable 15-20 minute head-ways between train departures, the availability of high level of passenger service and amenities including airline ticketing and baggage check-in services, automated ticketing, on-board passenger information systems, and other customer services.
If interested in receiving a copy of the RFEI, please call 212-803-3741.

###

Timeline Leading To One-Seat Ride Proposal

May, 1996. Governor George E. Pataki proposes the Masterlinks program, outlining a comprehensive transportation plan to provide New York City and the region with the finest, integrated transportation network in the world. A component of the Masterlinks calls for the state, local, and regional authorities to work together towards reaching this goal and emphasizes improved access to the region's airports.

July, 1998. As part of the Masterlinks program, a Memorandum of Agreement (MOA) concerning New York airport access is signed by New York State, New York City, the Borough of Queens, the Metropolitan Transportation Authority, and the Port Authority. The MOA commits to the construction of a light rail system, AirTrain, for providing access to JFK. The MOA further directs that the AirTrain be compatible with a future one-seat ride to Midtown Manhattan.

Summer, 1998. The Port Authority begins construction on the $1.825 billion AirTrain system. Service is expected to begin in 2003.

May, 1999. Plans unveiled for the new $565 million Pennsylvania Station in the James A. Farley Post Office in New York City, expected to create 7,600 new jobs and $65 million in tax revenues during its construction phase.

The current Pennsylvania Station is already the nation's busiest transportation facility, and the project will transform the post office into the world's premier intermodal train station. The new station is expected to create 1,600 new, permanent jobs, opening the West Side of Manhattan for further economic growth.

The Grand Opening of the Farley-Pennsylvania Station facility is expected in 2004.

January, 2000. RFEI issued to solicit interest for a "one-seat" ride between JFK and Farley-Penn Station.

Spring, 2000. Projected date to issue Request for Proposals (RFP) for the "one-seat" ride.

Summer, 2000. Projected date to select team to develop, build, and operate the "one-seat" ride.

Fall, 2001. Estimated completion of engineering and regulatory review for the "one-seat" ride.

2004. Projected start of the "one-seat" ride revenue service between JFK and Farley-Penn Station.

http://www.nylovesbiz.com/Press/2000/oneseat2.htm

[billyblancoNYC]

Nice. The Penn to JFK link should be up within months. Excellent planning.

[tmg]

Unfortunately, the Midtown project appears no closer to fruition than it was then this RFP was issued 4 years ago.

[krulltime]

Am I having flashbacks? yeah I am afraid is old news. It is just talking about how it is important. I know it is and so do many people. What I want to hear is that they are about to do something in creating the possible. :roll:

[Kris]

June 30, 2004

Pataki Asks Bush for City Rail Aid

By RAYMOND HERNANDEZ

WASHINGTON, June 29 — Gov. George E. Pataki has asked President Bush to allow New York to use billions of dollars in unspent Sept. 11 aid to build a rail link connecting the former World Trade Center site to the Long Island Rail Road and Kennedy International Airport, according to the governor's aides.

In a rare direct appeal to the president, Mr. Pataki urged Mr. Bush, a fellow Republican, to provide cash in place of unused parts of a $5 billion tax-incentive package that Washington allocated to help spur construction of new office towers, residential buildings and retail shops in Lower Manhattan.

Mr. Pataki has yet to specify the precise amount that he is seeking from the federal government. But his aides say that he may ask the president and Congress to convert about $2 billion in unused tax breaks into hard cash for the $6 billion project. The money, if approved, would provide significant financing for the rail link, which has been promoted by the governor as a way to reinvigorate downtown while solving the riddle of providing direct access to the airport from Manhattan.

The tax breaks the governor wants to forsake, known as the Liberty Zone package, have been controversial from their inception, with some New York politicians, economists and real estate experts questioning their value and arguing that Lower Manhattan has been in desperate need of a large infusion of actual dollars from the federal government.

In a letter sent to Mr. Bush on Monday, Mr. Pataki said that he and Mayor Michael R. Bloomberg "would like to work with your administration to determine if and exactly how much of the unused tax package is available" to be converted into cash to pay for the rail link and other revitalization projects in Lower Manhattan."

"The proposed Long Island and J.F.K. rail service will help re-attract tens of thousands of jobs lost after September 11th and will result in growth across the metropolitan region," the governor said in the letter. "Redeploying these untapped federal funds will contribute substantially to the revitalization of Lower Manhattan and the broader area."

The Bloomberg administration's representatives did not respond to a request yesterday for a comment on the governor's proposal.

Politically, the timing of Mr. Pataki's request is intriguing, coming two months before national Republicans gather in New York City to nominate Mr. Bush in a party convention that is scheduled to coincide roughly with the third anniversary of the Sept. 11 attack.

As one of the main hosts of the event, Mr. Pataki appears to have some leverage with the White House, though the governor's aides dismissed such assertions, saying that the president had already been extremely helpful in New York's recovery effort. The governor has also been a major fund-raiser for the president, traveling the country in recent months on his campaign's behalf.

Last night, the White House indicated that it was open to Mr. Pataki's proposal.

"We are receptive to the governor's idea of redeploying unused tax incentives to support the redevelopment of Lower Manhattan," said Claire Buchan, a White House spokeswoman. "We are working with the governor's office, the mayor's office and the Congress on the specifics."

In May, Mr. Pataki first announced that he would throw his support behind a plan to dig a new tunnel under the East River as part of a rail link from downtown to Kennedy Airport and points east along the Long Island Rail Road. It would, among other things, greatly expand the ability of businesses in the financial district to attract workers from Long Island who now have to take both the city subway and suburban rail lines to get downtown.

In his letter to the president, Mr. Pataki said the rail link would both accommodate as many as 100,000 Long Island commuters each day and "offer a one-seat ride from downtown to J.F.K. Airport."

"The critical new rail line would provide Lower Manhattan with dramatically improved access to one of the region's most important labor pools and the region's premier international gateway," the letter said.

The project envisioned by the governor would be completed in 2013. It would allow travelers heading downtown from Kennedy Airport to begin their trip on existing AirTrain tracks that loop around the central terminal area and then along a viaduct in the middle of the Van Wyck Expressway to Jamaica, Queens.

There, a new 1,500-foot elevated connector would carry the train from the AirTrain tracks to the existing Long Island Rail road tracks heading toward Brooklyn.

Just before the Atlantic Terminal, and joined to it through a new underground station, the three-mile tunnel would begin. It would burrow under Brooklyn and the East River into Lower Manhattan. The tunnel would come close to Hanover Square, the intended terminus of the Second Avenue subway, and the World Trade Center, the existing terminus of the E train.

Mr. Pataki said in his letter to Mr. Bush that financing for the $6 billion project would include at least $560 million from the Port Authority of New York and New Jersey and unspecified amounts from the Lower Manhattan Development Corporation, the Metropolitan Transportation Authority and other sources.

The Liberty Zone tax-incentive package that the governor is seeking to convert to cash has long been one of the biggest question marks in the $21.4 billion that the president and Congress pledged to aid New York's recovery from the Sept. 11 attack, which destroyed the trade center and killed more than 2,800 people.

A host of New York politicians in both parties have called into question the actual value of the Liberty Zone tax breaks. In 2002, for example, the Bloomberg administration commissioned a report that concluded the tax benefits were worth less than $3.8 billion, not the $5.029 billion projected by federal officials.

Beyond that, some state and city officials say the package was an ill-conceived way of addressing the damage that was done to the city's economy by the terrorist attack. The value of the tax breaks, they say, is entirely dependent upon the willingness of people to invest in office buildings and other business opportunities at a time when the future of downtown, and especially the market for office space, is in serious doubt.

Copyright 2004 The New York Times Company

[Kris]

July 1, 2004

Mayor Backs Pataki on Converting 9/11 Aid

By RAYMOND HERNANDEZ

Mayor Michael R. Bloomberg will support Gov. George E. Pataki's proposal to use billions of dollars in unspent Sept. 11 aid on building a rail link to connect the former World Trade Center site to the Long Island Rail Road and Kennedy International Airport, the mayor's aides said yesterday.

Mr. Pataki has personally lobbied President Bush, a fellow Republican, to provide hard cash in place of a $5 billion tax-break package that Washington established to help spur construction in Lower Manhattan after the terrorist attacks.

In a news conference at City Hall yesterday, Mr. Bloomberg, also a Republican, told reporters he welcomed the governor's efforts. He also noted that other New York officials - including Deputy Mayor Daniel L. Doctoroff and Senator Charles E. Schumer - had already been urging Congress to convert about $2 billion in unused tax breaks into cash.

"I'm glad to see that he's on board," Mr. Bloomberg said, referring to Mr. Pataki. "This is a coordinated effort from everybody and my hope is that down the road, Congress will do it."

Mr. Bloomberg's aides noted that the mayor himself had raised the issue of converting the tax breaks into cash with Vice President Dick Cheney on Tuesday night when the two men attended a political dinner in Manhattan.

The project envisioned by the governor would be completed in 2013. It involves digging a tunnel under the East River as part of a rail link from downtown to Kennedy Airport and points east along the Long Island Rail Road.

In a letter to Mr. Bush on Monday, Mr. Pataki argued that the project would help revitalize Lower Manhattan by enabling businesses there to attract workers from Long Island who now have to take both a train and a subway to get downtown. He also said it would provide direct access to the airport from Manhattan.

Mr. Pataki's decision to make a personal appeal to Mr. Bush drew praise even from New York Democrats, who have often accused the governor of refusing to publicly fight on behalf of New York when the state's interests came in conflict with the goals of his Republican allies in Washington.

In a statement, Mr. Schumer, a Democrat, suggested that Mr. Pataki's direct appeal to the president could bolster the efforts that he and city officials have undertaken to secure dollars in place of the tax breaks. "We're glad that the governor has written the White House, and we are hoping the president will now support increasing that amount," he said.

Mr. Schumer noted that the Senate had already passed a measure that would convert about $200 million in tax breaks for Lower Manhattan into cash. That measure was contained in a national economic stimulus package, the senator's aides said.

The House passed a similar package, but it did not include any provision to convert tax breaks into cash for Lower Manhattan, according to Mr. Schumer's office. The two chambers are seeking to reconcile the bills, and the fate of the New York provision is unclear.

The tax breaks, known as the Liberty Zone package, have been controversial from the start, with some New York politicians, economists and real estate interests questioning their value and arguing that Lower Manhattan has needed a large infusion of cash from Washington.

Copyright 2004 The New York Times Company

[Ninjahedge]

Breifly skimming the latest articles (sorry guys) I would like to post my own ALL ENCOMPASING OMNICIENT OPINION!!!!

j/k


Anyway.


I think the PATH extension is a good idea, but the card thing you were mentioning is a little difficult. The main reason being thatthe PATH costs $1.50 a trip, or $1.20 a trip for a "bulk" purchase of 20 or 40 trips. metro cards cost significantly more, $2 a trip or an additional 20% value on the card making a per trip cost of $1.67.

You can use a cash-card system to get ON either of these systems, but how would you integrate them? Should there be a nominal transfer fee to go from PATH to the subway? Or vice versa/both? Should the two systems be integrated?

Or should they still be handled as seperate entities even if tehy are integrated rather limitedly.

What was the line they wanted to connect the PATH to? If that was connected, it would be hard to keep the cash systems seperate, except for the fact that many people would not ride out to the East side (or wherever that line goes, sorry for the lack of information... :()just to save 40¢ on a subway ride (That line does not look like the most networked, or central of lines).

But building a 6 BILLION dollar extension? ouch!

The extension to LGA is reasonable, but I can also understand people not wanting an EL running through their neighborhood. If it is only a few blocks, then some consession might be made, but I have a feeling that a lot of people would prefer a subterranean solution to be made, and some of the EL to be removed. For $6B, I am sure you could do a lot.....

[krulltime]

I think the JFK link is not as important as the Long Island Rail Road to lower manhattan. I take the E train wich is express to manhattan from the jamaica/jfk connection station and I enjoyed. All they need to do is to spend the money on this train lines to make them more atractive that is all. I took the A train and they sure need to fix up the stations here as well.

The money should be use instead to fix up stations and put elevated trains underground. Well if they put all the elevated trains underground then that will be 10's of billions of dollars I guess. But the stations are important though.

[NewYorkYankee]

I think the JFK link is not as important as the Long Island Rail Road to lower manhattan. I take the E train wich is express to manhattan from the jamaica/jfk connection station and I enjoyed. All they need to do is to spend the money on this train lines to make them more atractive that is all. I took the A train and they sure need to fix up the stations here as well.

The money should be use instead to fix up stations and put elevated trains underground. Well if they put all the elevated trains underground then that will be 10's of billions of dollars I guess. But the stations are important though.

I agree, some stations need a major upgrade and clean up.

[debris]

I agree, fixing the cars comes first. I just took the Jamacia AirTrain to JFK, using the LIRR from Penn Station. Let me tell you, baggage is the problem. They *need* to fix this. I almost had a hernia lugging all that stuff around. They need to design the E train so that it looks like the Airtrain, with plenty of room for bags. Only problem is, this might restrict passenger capacity, which would be bad during rush hour.

Remember, this $6 billion project may come with additional benefits. If they send the E train out to JFK using a new tunnel, then the tunnel still has capacity for another train. You could send the second avenue subway (T train?) to Brooklyn as well, and do something creative with it. I believe in building this new tunnel because 20 years down the line, who knows what the MTA will use it for. Remember how big of a boon the Manhattan Bridge re-opening was. With Brooklyn booming, more East River tunnel capacity will definitely be needed...

[BigMac]

Newsday
July 12004

LIBERATE CREDITS TO PAY FOR RAIL LINK

Plan would benefit Lower Manhattan

As Lower Manhattan struggles to regain its status as a major employment center, it's obvious that better access to the place is a must. That's why Gov. George Pataki and Mayor Michael Bloomberg have strongly supported a rail line from downtown to the Long Island Rail Road's Jamaica Station and on out to Kennedy Airport.

There's just one problem: A one-seat ride to Jamaica and JFK will require the construction of a new tunnel under the East River at a cost of perhaps $6 billion. And who has the money to get the project started? Not the state. Not the city. And not the Metropolitan Transportation Authority.

Then New York Deputy Mayor Dan Doctoroff came up with an intriguing idea: Why not petition the White House for permission to devote as much as $2.6 billion in unused Liberty Zone tax credits to the rapid-rail project? Pataki sent his request off to Washington on Monday, and at least one insider says the Bush administration is open to the proposal.

The crucial point to remember is that Pataki's request isn't just a shakedown for a larger slice of pork. The federal government released new figures this week showing that by December 2001 the World Trade Center attack had cost the city 143,000 jobs and $2.8 billion in lost wages. Better access to Long Island and to JFK would help Lower Manhattan build a new economy that remains robust well into the future.

This being New York, the project still has enemies who think it'll siphon off cash from other worthy public works. A major chunk of Washington change might allay some of that fear. In any case, without dramatically better access to the region, Lower Manhattan will never reach its full potential.

Copyright © 2004, Newsday, Inc.

[BigMac]

NY1
July 21, 2004

Business Leaders Lobby White House For Lower Manhattan-JFK Rail Link

http://www.ny1.com/Content/images/live/65/129305.jpg

A group of local business leaders took their case for the proposed Lower Manhattan to JFK Airport rail link to the White House Wednesday.

The executives, hand-picked by Governor George Pataki, met with White House budget chief Joshua Bolten to ask that the remaining tax credits from the $20 billion September 11th aid package be converted to cash. Business leaders want that money to be used to build a train service from downtown Manhattan to JFK Airport in Queens.

The group says the link would entice more companies to make downtown their home and make it more appealing for companies already in Lower Manhattan to expand.

The rail link is expected to cost about $6 billion. The Port Authority has already said it will commit $560 million to the project.

Copyright © 2004 NY1 News

[Bob]

I have to laugh. High speed rail?! What is meant by "high speed?" 70 mph?

I'm sure we've ALL seen, by now, coverage of Shanghai's High Speed maglev link capable of top speeds of nearly 300 mph, which links its airport to downtown. Why aren't our people talking up something along these lines? Answer: for the same reason the Governor opposed widening I-287 through Westchester, why our legislators puts their fingers to the wind about building a new Tappan Zee Bridge, and why we're getting a poor substitute for the incredible Twin Towers.

OK, so I'm a skeptic. But if it's "high speed rail" we're going to get, I guess that's better than what we have now between JFK and downtown, virtually ZIP.

[TLOZ Link5]

Shanghai's maglev line actually has had much less ridership than its builders initially predicted. The airport is only 30 miles away from Pudong, which itself is not well-served by Shanghai's small but expanding metro. Maglev works well as intercity transit, but a 30-mile line that has no economic benefits aside from its speed is ham-handed, almost ludicrous. Seventy miles an hour works well from JFK, which is less than 20 miles from Lower Manhattan.

[ZippyTheChimp]

July 30, 2004

White House to Allow $2 Billion in 9/11 Aid to Be Used for Airport Link

By RAYMOND HERNANDEZ

The White House has agreed to let New York use $2 billion in Sept. 11 aid to help build a $6 billion rail link connecting the World Trade Center site to the Long Island Rail Road and Kennedy International Airport.

The decision by the Bush administration is a huge boost for Gov. George E. Pataki's efforts to get a direct rail connection from Manhattan to the airport. Such a link, common in most other large cities, has been a dream of urban planners for decades.

And advocates for downtown say putting the link at the World Trade Center site would significantly enhance Lower Manhattan's efforts to attract new business and recover economically from the terror attack.

The money for the rail project would come from unused portions of a multibillion-dollar tax-incentive package that Washington allocated in 2001 to help spur redevelopment of Lower Manhattan after the Sept. 11 attack, according to city, state and federal officials. The rail plan must still be approved by Congress.

Governor Pataki and Mayor Michael R. Bloomberg had pushed the White House in recent weeks to redirect the funds, from the so-called Liberty Bond program, to the planned rail link.

The project is expected to be completed in 2013. It would allow travelers heading to Manhattan from Kennedy Airport to travel aboard new trains on existing AirTrain tracks that loop around the central terminal area and then run along a viaduct in the middle of the Van Wyck Expressway to Jamaica, Queens. There, a new 1,500-foot elevated connector would carry the trains from the AirTrain tracks to the Long Island Rail Road tracks heading toward Brooklyn.

Just before Atlantic Terminal in Brooklyn, and joined to it by a new underground station, a three-mile tunnel would begin, burrowing under Brooklyn and the East River into Lower Manhattan.

The tunnel would come close to Hanover Square, the intended terminus of the Second Avenue subway, and the World Trade Center, the existing terminus of the E train.

Once completed, officials say, the link would greatly expand the ability of businesses in the financial district to attract workers from Long Island, who now have to take both trains and subways to get downtown. It would accommodate up to 100,000 Long Island commuters a day, according to the governor's office.

The White House's decision to provide the money was detailed in a document prepared by the Office of Management and Budget as part of the midyear budget review that the Bush administration plans to submit to Congress today.

The document itself does not specify how the $2 billion is to be spent, other than noting that it is being set aside for "transportation infrastructure" in New York. But both the governor and the mayor have said that they will use the money to pay for the rail link.

The aid request must still go to Congress, where the Bush administration's support could go a long way toward quieting protests from Republican budget hawks who are increasingly concerned about the growing federal deficit, particularly in an election year.

In a statement, Mr. Pataki said the decision brought the rail project one step closer to reality.

"President Bush's support is a tremendous boost for the rail link project," he said. "Now, it is up to Congress and our state's Congressional delegation to ensure this proposal becomes law. I look forward to working with them to make the rail link a reality."

Mr. Bloomberg also praised the decision. "By improving regional access to Lower Manhattan," he said, "we can continue the area's dramatic rebirth from the attacks of Sept. 11 and ensure its future as an economic engine for the entire city."

The decision by the White House comes a few weeks after Mr. Pataki made an unusually direct appeal to President Bush, a fellow Republican, asking him to provide cash for the rail project in lieu of unused parts of the multibillion-dollar Liberty Zone tax-incentive package for Lower Manhattan.

Those tax breaks have been controversial from their inception, with some New York politicians, economists and real estate experts questioning their value and arguing that Lower Manhattan has been in desperate need of a large infusion of actual money from the federal government.

The Bush administration and New York officials are trying to figure out how the $2 billion will be doled out. The federal government could give the city and state hard cash, though that option would probably meet resistance in Congress, given the federal government's budgetary predicament.

But another approach is apparently being considered by all sides: permitting the city and state to raise the money needed for the rail project by selling tax credits on the open market that allow businesses to reduce their federal tax liability.

Charles E. Schumer, New York's senior senator, said allowing the city and state to sell federal tax credits was "an elegant solution" given the opposition that might arise in Congress to providing $2 billion in hard cash to the city and state. "There's more than one way to skin this cat," said Mr. Schumer, a Democrat.

Some New York City Democrats, while describing themselves as pleased with the news, said they would be keeping a close eye on how much political capital the White House was willing to expend in getting the $2 billion aid package approved in Congress.

Senator Hillary Rodham Clinton, Democrat of New York, suggested that the test of the Bush administration's commitment to the project would be its willingness to persuade Republicans to adopt the $2 billion aid package. "We have to be sure it's real," she said. "We need the administration to work very hard."

Mr. Pataki's office says that financing for the $6 billion project will include at least $560 million from the Port Authority of New York and New Jersey and unspecified amounts from the Lower Manhattan Development Corporation, the Metropolitan Transportation Authority and other sources.

http://graphics7.nytimes.com/images/2004/07/30/nyregion/link2.gif

Copyright 2004 The New York Times Company

[Kris]

August 6, 2004

New York Rail Link

To the Editor:

The proposal to build a $6 billion rail link connecting the World Trade Center site to the Long Island Rail Road and Kennedy Airport ("Bush Approves Using 9/11 Aid for J.F.K. Link," front page, July 30) is a very expensive project, especially considering the anticipated ridership.

This project to Lower Manhattan, added to AirTrain between Jamaica, Howard Beach and Kennedy, makes the score $8 billion for J.F.K., zip for rail access to La Guardia.

The current M.T.A. Capital Program has a far less expensive $645 million proposal for La Guardia, but it has been left out of the 2005-09 M.T.A. program.

Floyd Lapp
New City, N.Y., July 31, 2004
The writer was transportation director of the New York City Department of City Planning, 1991-2000.

Copyright 2004 The New York Times Company

[ZippyTheChimp]

http://www.gothamgazette.com/

Getting to the Airport

by Joshua Brustein
September 09, 2004

Several times a day, Wen Yen does something that many New Yorkers dread doing several times a year: he goes to the airport.

Yen has been working as a driver for a car service since 1993, trading pointers about shortcuts with other drivers, and developing his own routes and alternative routes as he shuttles passengers to and from Newark, La Guardia, and JFK.

Mainly, though, he gets stuck in traffic.

JFK is the worst of the three airports, thanks to crowded highways and poor parking facilities, but he says they are all pretty bad.

People like Yen have no choice but to travel to JFK - he drives wherever his company dispatches him - but companies like Nippon Cargo Airlines have more and more alternatives. When it was faced with a decision to send some of its flights into JFK or into Chicago's O'Hare Airport, it looked at how easy it would be to get trucks to both destinations. The company chose Chicago.

"I've had several trucking companies tell me that sometimes... it takes four hours to get from Fort Lee [New Jersey] to Kennedy Airport," said Peter Disenbach of Nippon Cargo. "When you're paying a truck driver $20 an hour, that's pretty expensive."

Getting to and from the airports is the number one issue affecting airports that were once indisputably on top.

"We're competing with so many other airports... that it's no longer guaranteed that La Guardia and Kennedy will maintain their dominance in this industry," said Jonathan Bowles, research director of the Center for an Urban Future, a local think tank that has long been advocating for airport improvements.

There are promising signs, though. The Port Authority has increased its capital investments in New York's airports, and the city is looking into improving the airports, using them to spark economic growth. In what is being touted as a good first step toward addressing the airports' transportation needs, a new Airtrain to JFK opened last year.

Most recently, Governor George Pataki has been among those advocating for a $6 billion rail linking lower Manhattan with the Long Island Rail Road and JFK. The plan's supporters describe it as the long sought one-seat ride from the airport to Manhattan. But skeptics question whether the project is the best way to solve the airports' problems - or spend the city's cash.

STRUGGLING AIRPORTS

New York is regularly named one of the country's best tourist destinations. When tourists get to the city, however, they face what respondents to a readers' poll last year in Conde Nast Traveler magazine designated the worst airport in the country: JFK. The same poll found La Guardia to be the fourth worst.

Aging terminals, long delays, and, above all, terrible transportation to and from the airports, have marked the decline of New York's airports, once seen as some of the country's best. The conditions have driven away business: JFK, the seventh busiest airport in 1991, is now 11th. La Guardia dropped from being the 15th busiest to the 20th busiest airport in the nation.

Troubling trends at the city's airports were aggravated by the September 11, 2001 terrorist attacks. In the first year, 10,000 airport jobs disappeared - the worst job loss of any sector in the city's economy after 9/11. The drastic decline in the airline industry nationwide tightened the market, increasing competition and further exposing the shortcomings of the city's airports.

Doubtless, there will always be passengers for JFK and La Guardia airports. But as passenger airlines and air cargo industries grow, the city may lose the benefits of this growth to its competitors.

NEWARK AND NEW YORK: COOPERATING OR COMPETING?

In recent years, Newark International Airport has undergone a $3.8 billion renewal, which was topped off in October 2001 by the opening of the Newark Airtrain. The new system, by connecting to New Jersey Transit, allows passengers to get from Penn Station to the airport in 20 minutes, and then to individual terminals in another 10 minutes.

Obviously, this benefits New Yorkers, who can get to the airport much quicker than they were able to in the past.

"New York City benefits by having all three airports available, regardless of which state the passenger takes off from, just as New Jersey benefits from having the two Queens airports available to them," said Jeffrey Zupan, senior fellow for transportation at the Regional Plan Association.

But New York's neighbor is also its biggest competitor, and the city does lose out in the form of jobs and tax revenues if business goes to Newark instead of La Guardia or JFK.

Between 1989 and 1999, for instance, the Port Authority focused on improving Newark's terminals and transportation, allowing that airport to increase its workforce by 79 percent. Over the same decade, the number of jobs at La Guardia increased by only 14 percent, and JFK actually lost nine percent of its jobs.

Because the improvement of Newark has been accompanied by decline at JFK and La Guardia, many have accused the Port Authority - which manages all three airports - of playing favorites. Former Mayor Rudolph Giuliani was so convinced that the Port Authority's approach was harmful to the city that he tried to seize control of JFK and La Guardia.

The Port Authority - which recently renewed its lease of JFK and La Guardia under terms that will give the city much more in rent - responds to accusations of favoritism by saying it spends its funds where they are needed most. In recent years, the agency has shifted capital investment back across the Hudson.

"I think it may be that things go in cycles. Newark had this great potential for growth, and the Port Authority had to help accommodate that growth. But in doing so, Kennedy and La Guardia were neglected," said Bowles. "The Port Authority has turned its attention to the New York airports."

IMPROVING TRANSPORTATION

In looking to improve the city's airports, the Port Authority's most obvious challenge is improving access. Public transportation to the airports is poor and underused; a 2002 report by the Federal Transit Administration found that only eight percent of JFK passengers used public transportation (in pdf format), while five percent of La Guardia passengers did. Most rely instead on congested highways.

JFK's problems are much worse than those at La Guardia, causing it to lose its spot at the country's top air cargo location.

The airport was the world's busiest air cargo hub until 1990; today it's the country's fifth. While transportation is not the only reason for this decline, many in the air cargo industry cite it as the most serious problem facing their businesses in New York City.

There have been calls for modest changes on the highways surrounding JFK for years: closing some exits at certain times of day, allowing commercial vans onto the Belt Parkway (all commercial traffic is currently banned), or adding a lane to the Van Wyck Expressway to reduce gridlock. Some advocates believe tolls on the Van Wyck, coupled with better public transportation, are the answer.

These changes would probably make personal travel from JFK more pleasant and commercial traffic more profitable. But no movement has been made on these proposals; there is little political will for any tampering with the city's highways.

More politically palatable are ideas that would create better rail lines, which would take riders off the highways and, theoretically, reduce highway congestion. As an ultimate solution to JFK's transportation woes, advocates have long called for the creation of a so-called one-seat ride, which would take passengers to Midtown without having to change trains.

The Airtrain

The Port Authority completed the JFK Airtrain in late 2001, a project that came after decades of debate and does not provide a one-seat ride to Manhattan. After almost a year in existence, the Airtrain is nearing its goal of 34,000 daily riders. The majority of these passengers use the Airtrain not to get to and from the airport, but to get around the airport itself. Those who connect to the subway pay five dollars to use the Airtrain; those who use it to travel around the airport itself do not have to pay a fare to do so.

This has fed the argument of those who say the Airtrain is irrelevant for Manhattanites, who have to take the subway to far-off stations in Queens and walk prodigious journeys before boarding it. This debate was one of many that raged over the project in the decades between its conception and completion. Besides being expensive - it cost $1.9 billion, paid for in part by the Port Authority and in part by a surcharge on airfare - the project generated rigorous opposition from local communities.

Such opposition is common for the ambitious transportation projects that many believe are the only way to solve the airports' transportation problems. In Astoria, Queens, community opposition caused a plan to extend the N or R trains to La Guardia to be scrapped entirely. The Airtrain itself barely passed the city's review process.

The project's supporters acknowledge that it alone cannot put a serious dent in the transportation problems at JFK.

"I know the project's been criticized for not being a one-seat ride to the airport and therefore less appealing to non-business travelers and the like," said Gene Russianoff of the Straphangers Union, a transit advocacy group that backed the project. "But it's a good first step, and hopefully in the long run we'll see a one-seat ride, at least to midtown."

Rail Link to Lower Manhattan

Tapping the post 9/11 attention on lower Manhattan, Governor Pataki and downtown business interests have been pushing to build a rail link from JFK and the Long Island Railroad, through downtown Brooklyn, and into lower Manhattan.

Before 9/11, proposed one-seat rides always terminated in Midtown. Many do not see a connection to lower Manhattan as anywhere near as useful.

The plan calls for an expensive new tunnel under the East River, and will cost a total of $6 billion. The governor's idea of paying for the project from the pool of federal grant money for rebuilding after 9/11, met tough opposition from others who had believed those funds would be better used for other purposes. Pataki has since changed course, convincing President George Bush to support converting $2 billion in unused tax credits - also part of the federal post 9/11 aid - into cash for the project. Congress still has to vote on the funding plan, and even if it does approve it, it is unclear exactly where the remaining funding will come from.

Supporters of the plan see its major feature as connecting lower Manhattan to the LIRR, spurring the downtown economy; but also describe the one-seat ride to JFK as a way to bring the airport back to the cutting edge.

The rail link "will position New York alongside other world-class cities that already have such seamless global access," said Pataki in a speech this May.

But skeptics abound, saying that the likely number of riders doesn't justify the price, and that the project overstates the economic benefit for lower Manhattan. Some see a threat to the funds needed for a 2nd Avenue subway; others fear the deterioration of the existing transportation system as capital is spent on ambitious new projects.

Whether this skepticism can be turned into support may rest on how the rail link connects to existing transportation systems: if it can be made compatible with city subways; how well stops between JFK and the World Trade Center Site serve local areas; and whether it is built to connect to any future 2nd Avenue Subway. With the project in preliminary stages, the answers to these questions are still unclear.

BUILDING ON POTENTIAL

The airports' shortcomings haven't completely hampered the ability of airlines to succeed in Queens. JetBlue Airways, a low-cost airline that is now the leading carrier out of JFK, brushed aside high real estate prices and poor transportation to set up operations in New York City.

David Neeleman, the company's CEO, was met with skepticism when he decided to anchor his company in Queens. Today, JetBlue's success has been a rare one in an airline industry struggling in recent years.

"The remarkable thing when you look at JetBlue… is that we operate out of one of the most expensive airports in the world," Neeleman told investors this summer. "Being able to be in New York…the largest travel market in the world, and being able to be efficient and use those costly assets wisely is one of our greatest secrets."

The airline is currently looking to expand at both JFK and La Guardia.

Further, the Federal Aviation Administration projects that the air cargo industry will grow by five percent every year until 2014, with international shipping appearing particularly strong. Due to its extensive experience in international shipping, JFK is particularly well suited to capture this market. Improvements over the last few years have put it in an even better position.

Through the efforts of the Port Authority, the city, and individual airlines, JFK has undergone significant changes. Several terminals have been torn down and rebuilt, much-needed warehouse space has been added, and numerous aesthetic improvements have been made.

Businesses operating out of JFK say that the improvements have made a difference. And, transportation problems aside, JFK is still a major stop for most airlines.

"It's in the center of the East Coast market ... obviously it's a major point for us," said Disenbach of Nippon Cargo, noting that the company has made long term investments in its own building at JFK. "We're going to stay here and make it work."

Gotham Gazette -
http://www.gothamgazette.com/article//20040920/200/1122

[ryan]

Why not just send the airtrain into Penn (hopefully Moynihan) station over the existing MetroNorth tracks? Even if they have to increase capacity, it has to be cheaper than a new tunnel. Seems like the downtown connection is a gift to Wall Street, not a nod to tourists.

Why is this so difficult anyway? In europe, the airports are connected by standard commuter lines... Is the taxi commission paying somebody off?

[VictorG]

I agree. A whole lot is wrong. Today I had to pick someone up at JFK. The trip from Westchester was a nightmare. First I crawled over the Whitestone bridge then the Van Wyck moved at a snails pace –then the pick up area of AA was so crowed I could not find the person. The reverse was just as bad. Billions of $ are WASTED. Wouldn’t it be nice to waste it on transportation and build all the connections?

[BrooklynRider]

I don't see that building a direct link to/from Midtown is any more effective than building one from lower Manhattan. From a pure NY perspective, building a link to downtown stops some of the flow to Newark Airport. Currently, from both Brooklyn and Manhattan, Newark is much easier to get to. Newark is a cinch to get to and is always "easy in", "easy out". Roadways are not a viable option for NY Airports because roads can't be widened much more and because part of the goal is to alleviate traffic. Pataki is the one building (funding) this thing and it needs to be built to serve New Yorkers. Building it downtown, where all the subways converge within a three or four block range is much preferrable to building it in Midtown, where the island is wider and the subways are not interconnected. A downtown link would be cheapest and quickest for all New Yorkers.

[ryan]

Midtown is where tourists go... so if the rail link is supposed to be for tourists, then it should go where they do. Otherwise they'll keep taking those terrible airport buses and taxis. I think first timers are intimidated by the subway and don't use it. I thought the point of the rail link was to avoid transferring to the subway. Amtrak's $30 each way from penn station (neither convenient or appealing to me coming from Brooklyn) I'd spend the money on a car service before taking 4 trains to EWR... Airtrain should connect with Metro North, Amtrak and Path and leave the subway to local traffic.

Another stupid question - why aren't Grand Central, Penn & Path connected by one train? Couldn't the shuttle just keep going a few more blocks?

[BrooklynRider]

Midtown is where tourists go... so if the rail link is supposed to be for tourists, then it should go where they do. Otherwise they'll keep taking those terrible airport buses and taxis. I think first timers are intimidated by the subway and don't use it. I thought the point of the rail link was to avoid transferring to the subway.

I don't share your assessment that the rail link is exclusively for tourists. I think the driving force behind it is to get New Yorker's to (1) use New York airports, (2) to alleviate traffic congestion and (3) to reposition JFK and LGA as the major international and domestic hubs they once were. NWR is steaming ahead because New Yorkers use it, New Yorker's recommend it to visitors, and it is the shortest and least congested airport route. Tourists want to blend in - especially in NY - if New Yorker's use it, the tourists will follow. I don't think it is the other way around.

[TLOZ Link5]

Another stupid question - why aren't Grand Central, Penn & Path connected by one train? Couldn't the shuttle just keep going a few more blocks?

The shuttle is actually the crosstown portion of the first subway line. If you go to Times Square station you can see the Seventh Avenue IRT barrelling by in plain sight of the shuttle platform. For them to cross tracks like that would be a bit risky if an extension of the shuttle was ever considered.

As for connections, back in 1968 the MTA's Program For Action included a "midtown distribution system," kinda like a peoplemover that connected various transit hubs and other destinations in the area. Crosstown routes would have been along 57th, 33th, 48th, and 42nd streets, with other routes under some of the avenues as far east as First and far west as Eleventh. A new transit hub, which included a LIRR station, was planned for somewhere in the vicinity of East 50th Street. Unfortunately, the distribution system was very tentative and part of the second phase of construction for the plan, with few studies or definitive plans ever released. As such, it foundered, though it would be nice if the plan were revived.

[debris]

Two points:

1. I've always wondered why they can't just run the Metro North tracks eight more blocks to connect to the LIRR tracks at 34th (33rd?) street. Then you could run Amtrak north without swinging off into Queens, run NJ transit into Grand Central, avoid the entire East Side Access project, etc. There must be a reason this can't be done, otherwise, ESA wouldn't be happening. I'm sure the reason is obvious, can someone help me out.

2. You guys don't have enough vision with regard to this JFK airtrain thing. Don't you realize, if we figure out how to design hybrid cars which run on the AirTrain and IND/BMT tracks, that we can run *several* subways along the LIRR tracks! My proposal:

A) Run the T train (the SAS) down to Lower Manhattan, through a new tunnel to Atlantic Avenue, then down the F train tracks, providing east side access to F train riders in Brooklyn

B) Run the E train through the new tunnel directly to JFK along LIRR tracks

C) Run the V train through the Rutgers street tunnel, down Atlantic Avenue, and down the L tracks from Broadway Junction to Canarise, giving Canarise riders a one-stop ride to Midtown. L train service will have to be halved in order to accomodate the L and V on these tracks.

D) Name a new train X, and run it from Laurelton, Queens, along the LIRR tracks to Jamacia, then down to Broadway Junction along the LIRR tracks, then along the L train tracks (remember, L service has been cut in half), so that you can take either an L or an X from Broadway Junction to 14th street and 8th avenue.

Now *that* is how you make this tunnel affordable. Give F and L riders new service, and give new transfers to super express trains at Broadway Junction and Jamacia, as well as new service to SE Queens, without building any new tracks, just a tunnel. That's a lot more than just access to JFK. Something like this should be possible without cutting back service for anyone. The Regional Plan Association proposed something similar to this in the "MetroLink" proposal (www.rpa.org). Thoughts?

[NewYorkYankee]

the 1 and 2 trains (I think) Ar ethe nice new ones, and the Lex. lines are nice, when are the other lines going to get these cars??? :?

[TLOZ Link5]

the 1 and 2 trains (I think) Ar ethe nice new ones, and the Lex. lines are nice, when are the other lines going to get these cars??? :?

The L train was the first line to have the new cars, and the M train recently received them as well.

[BrooklynRider]

Now *that* is how you make this tunnel affordable. Give F and L riders new service, and give new transfers to super express trains at Broadway Junction and Jamacia, as well as new service to SE Queens, without building any new tracks, just a tunnel. That's a lot more than just access to JFK. Something like this should be possible without cutting back service for anyone. The Regional Plan Association proposed something similar to this in the "MetroLink" proposal (www.rpa.org). Thoughts?

You won't be able to create any "super express" trains on existing track because you encounter problems of "volume". The reality is that NYC needs new track in a lot of places. I would argue that it needs new track laid in all the areas the the El was dismantled, but not put underground. And, that existing subway lines should be extended to further their reach, and again I argue, to reduce vehicle traffic in NYC (which consists of FIVE boroughs - not just Manhattan). The inevitable expansion of major business districts in Downtown Brooklyn and Long Island City requires infrastructure improvements. New mass transit is the answer, not loading more trains onto existing track that can't meet current rider capacity.

[NYatKNIGHT]

They are in the process of computerizing everything so they don't need such giant buffers between the trains. Not that they don't need new infrastructure, but a smarter subway system would make far better use of what is already there.

[debris]

I'm suggesting that all trains run express on the LIRR tracks. The only stops would be JFK, Jamacia, Broadway Junction, Atlantic Terminal, and WTC (via the new tunnel). Then you don't have the problem of express trains stuck behind local ones, even with the two-track layout. You should be able to run each lettered train about one every 4-6 minutes, giving stops with two lines a train every 2-3 minutes.

[BPC]

From today's NY Post, some bad news for Lower Manhattan. I hope this is just a temporary setback, and not the end of the road for this project.


JFK RAIL LINK NIXED

By VINCENT MORRIS
--------------------------------------------------------------------------------

October 12, 2004 -- WASHINGTON — A corporate tax bill that doles out tens of millions of dollars from Alaska to Florida stiffs New York City by excluding a critical measure that would have helped create a new rail line from lower Manhattan to JFK Airport.
The New York provision, which had strong bipartisan support, was left out of the $136 billion legislation overwhelmingly approved by the Senate yesterday, a slap at the state's congressional delegation, Mayor Bloomberg and Gov. Pataki, all of whom lobbied for the project.

The airport rail connection would have used as much as $2 billion in remaining Liberty Zone funds, which were part of the original $20 billion awarded to New York by President Bush after the 9/11 attacks.

While dissing New York City, congressional tax writers opted to hand out a new series of tax credits — worth up to $231 million — to "Destiny USA," a planned shopping and entertainment project in Syracuse.

The upstate mall, which would share the funds with projects in two other states, was the only New York-specific project tar- geted for help in the legislation.

Rejection of the rail project was especially bitter for New York officials because lawmakers weren't asking for any new money, but only additional authority to use leftover "Liberty Zone" funds already designated for the city but yet unspent.

Both Sens. Hillary Rodham Clinton and Charles Schumer (D-N.Y.) voted for the corporate tax bill, siding with Republicans and moderate Democrats in the 69-17 vote.

Schumer was "disappointed" the rail-link provision was excluded, "but the bill still had many good things for New York business, manufacturing and agriculture, and helped each of them out in a variety of ways," said spokesman Blake Zeff.

Overall, the bill cuts taxes for U.S. manufacturers by $76.5 billion. The top corporate tax rate was slashed from 35 percent to 32 percent. Qualifying businesses were expanded to include engineering and architectural firms, film and music companies, and the oil and gas industry.

Tax breaks for multinational companies totaled $42.6 billion, including lower rates for one year for companies returning overseas profits to the United States.

http://www.nypost.com/news/nationalnews/31708.htm

[NYatKNIGHT]

Destiny USA? :x

[NewYorkYankee]

Does anyone have any pic's of Jamaica, Queens/ JFK airport area? Im curious as to what it looks like.

[TLOZ Link5]

I would think that this is a momentary setback. Farley is an entirely different story, since Amtrak has fully withdrawn from the project.

Just to ask, why doesn't the MTA reinstate the old "Train to the Plane" route from the 1980s for service to Howard Beach? IMHO it makes better sense than using one of two A-train routes, as the route ran from a central location in Midtown as opposed to along the 8th Avenue line. Here's a map showing the subway routes in 1987; it's pretty easy to discern which route I'm talking about:

http://nycsubway.org/perl/caption.pl?/maps/historical/1987.gif

Map from nycsubway.org

[BPC]

Destiny USA? :x

An absolute boondoggle. I have a case which takes me up to Syracuse almost every month. It is your classic dying industrial town, the latest jolt being the loss of the Carrier AC plant. The town is awfully depressed. It desperately could use an infusion of $275 million, far more than Lower Manhattan, if I must tell thr truth. However, these particular tax credits will go to building what is being billed as the nation's largest shopping mall. Would you drive six hours from NYC (or Montreal or wherever) to visit this mall? Classic Congressional pork.

[TLOZ Link5]

Well, Mall of America certainly made a splash; granted that it's right smack in the middle of the Minneapolis-St. Paul metro area. Syracuse, along with Rochester, is in the middle of what is billed as the "Golden Horseshoe" region, which includes a lot of Ontario and Quebec, in addition to upstate New York.

[TonyO]

NYTimes
October 14, 2004
METRO MATTERS

For Rail Link, Politics Blocks Promised Help

By JOYCE PURNICK

THE disconnect between political promise and delivery is nothing new, but it's worth getting a reminder now and again, as New York did quite rudely this week, when Washington reneged on a bipartisan promise (or so it seemed) to underwrite a rail link between Lower Manhattan and Kennedy International Airport.

The rejection was a defeat for the project's long list of bipartisan supporters and leaves the rail line's financing unclear. The measure may come back to live another day in Washington, but its fate looks decidedly less certain than it did just a short while ago, when politicians sounded as though they were declaring victory.

As recently as late summer, New Yorkers might have been forgiven if they assumed that Washington was prepared to let the city use $2 billion in Sept. 11 tax incentives on the $6 billion rail project. The plan had support from New York Democrats - Senators Charles E. Schumer and Hillary Rodham Clinton - and New York Republicans - Gov. George E. Pataki and Mayor Michael R. Bloomberg.

Then, a few weeks before the Republican National Convention in New York, the White House put its weight behind the idea, too, prompting many an optimistic pronouncement, especially from the governor.

"President Bush's support is a tremendous boost for the rail link project," a victorious-sounding Mr. Pataki said in a statement. But as he also noted, the next stop was Congress, where cheerful political promises meet partisan realities.

Senators Clinton and Schumer lined up bipartisan support in the Senate, but in conference House Republicans opposed the measure - an amendment to a corporate tax bill - and dropped the amendment from the legislation. Both Senators Schumer and Clinton voted for the tax bill anyway, citing provisions in it beneficial to New York.

What happened? Some supporters say the measure had little chance of approval from the beginning, despite the positive publicity. More time to win over resistant lawmakers would help, they suggest.

Senators Clinton and Schumer blame the White House, arguing that the president and his advisers did not go much beyond lip service. "Unfortunately, the White House didn't get the House to accede to the Senate's position," Mr. Schumer said. "You know if they'd asked the House to do it, it would've gotten done." He says the measure is popular enough to pass next year.

Mrs. Clinton is less optimistic. "It's very frustrating, because I had urged the state and city to get this done before the convention," she said. "If ever we had a chance, it was to do it before they showed up. I also urged we get the kind of support needed for homeland security before they showed up." She added, "This just goes to show the White House is not following up."

Chad Colton, a spokesman for the White House's Office of Management and Budget, said the administration "was working this issue hard and that is consistent with all the work done to make sure the president's full $20 billion commitment to New York is met."

The city's prospects of getting the $2 billion for the rail line are not clear, if they ever really were, especially since the next likely vote in Congress would be after Election Day.

MR. PATAKI urged that the fight continue, and took, curiously, a swipe at the Senate, though it was the House that dropped the amendment. "We need to have the Senate appreciate what the White House already knows, and that is that this is important to the future not just of Lower Manhattan but the entire metropolitan area," he told NY1 News.

Mr. Bloomberg called this week's vote worrisome, while business and civic leaders pronounced themselves confident. "This thing is not dead," said William C. Rudin, chairman of the Association for a Better New York. "Many times legislation does not get done the first time."

True. But this measure failed for a reason. How nice if New York's Republicans, who claim influence in Washington these days, would level with the public about the true source of the trouble.

Campaign Sightings: Latest in a weekly feature, listing public appearances by the major-party candidates for president and vice president in New York, which has 31 electoral votes. Visiting New York for fund-raisers or television broadcasts does not qualify.

The number of each candidate's appearances in New York in the last week:

President Bush: 0

Vice President Dick Cheney: 0

Senator John Kerry: 0

Senator John Edwards: 0

[ZippyTheChimp]

From Downtown Express
http://www.downtownexpress.com/

Gov Pataki announced:

The environmental study on the $6 billion rail link connecting Lower Manhattan to J.F.K. Airport and the Long Island Rail Road would begin within a week. He said he expected Congress to approve a $2 billion tax transfer to the project sometime next year.

[ZippyTheChimp]

http://www.newsday.com/

Downtown . . . and how to get there

Pataki makes rail link from JFK top priority, but critics say he's not helping other key transit projects

BY ERROL A. COCKFIELD JR.
ALBANY BUREAU CHIEF

November 29, 2004

In remarks before lower Manhattan business and community leaders last week, Gov. George Pataki renewed his commitment to a proposed light rail that in 36 minutes would carry passengers from Kennedy Airport to downtown.

Featuring a connection at Jamaica Station to provide companies increased access to the Long Island labor pool, Pataki called the $6-billion concept a "central piece" of the downtown "transportation puzzle."

A brainchild of lower Manhattan business interests, the airport rail has emerged as Pataki's top transportation priority. This year it became a chief recipient of his federal lobbying efforts, and after a failed bid last month to garner $2 billion in unused Sept. 11 aid for the project, Pataki said last Monday that he would resume pushing for the federal funds.

But as the airport rail has moved up the governor's wish list, transportation advocates continue to question the plan's merits against two other projects that experts agree would have a greater impact on the region's economy.

East Side Access, a proposal to connect the Long Island Rail Road to Manhattan's East Side through Grand Central Terminal, and Second Avenue Subway, a plan to construct a new subway line, still face funding challenges as the Metropolitan Transportation Authority's $27-billion capital program confronts a $16-billion gap.

"The question is, does the rail link deserve to be at the head of the line?" said Bettina Damiani, project director for Good Jobs New York, which monitors government subsidies. "If you're going to set aside money for this kind of project it has to benefit as many people as possible."

Debate over pledge

Earlier this year, despite the MTA's strained resources, the governor asked the agency -- the central funding source for the city's transportation infrastructure -- to pledge $400 million in construction money to the airport rail.

That commitment, critics say, places it in competition with East Side Access and Second Avenue Subway. The rail's planners dismiss that assertion, saying the $400 million is not a large chunk of the $6-billion project.

Both projects made some headway in Washington last week as Second Avenue received $2.5 million in funding and East Side Access received $100 million after lobbying by Sens. Charles Schumer and Hillary Rodham Clinton, two Democrats.

The $16.8-billion subway line has been on the drawing board since the 1940s, when the city dismantled an elevated train system along the avenue. East Side Access, a $6.3-billion plan, is three years behind schedule.

On Long Island, economists have advocated East Side Access along with an additional track on the Long Island Rail Road as the recipe that would ease overcrowding and travel times for commuters.

Currently, the LIRR delivers passengers to the West Side at Pennsylvania Station or to Brooklyn's Atlantic Terminal. Most then take subways.

Jeffrey Zupan, a senior fellow with the Regional Plan Association, a nonprofit planning group, said the airport rail would generate more benefits for city residents if it links to Second Avenue Subway, a project needed to reduce overcrowding for East Side subway riders. "But that means you need to do Second Avenue simultaneously," he said.

The airport rail would cut commuting times for Long Island Rail Road riders headed downtown by 15 minutes as it heads through Atlantic Terminal and across the East River, planners project.

Fears of LI businesses

Given the MTA's fiscal picture and the battles that are sure to ensue over money the agency does have in its coffers, some Long Island businesses fear funding may be unavailable for East Side Access, said Mitchell Pally, vice president for legislative and economic affairs with the Long Island Association, the Island's largest business group.

"In that case you have to prioritize your projects," Pally said. "It's not a question of liking one or the other, it's a question of setting priorities when limited funds are available."

Along with the MTA funding, the Port Authority has promised $560 million, and Pataki hopes the White House, which backs the airport rail, will succeed in persuading congressional Republicans to direct the $2 billion in unused Sept. 11 tax credits for the project.

"Now we'll return to Congress to secure the $2 billion we need as a down payment on this rail access plan," the Republican governor said last week, adding that he expected preliminary engineering work to start within two years.

Officials at the Lower Manhattan Development Corp., the Pataki-controlled agency that has been leading downtown's redevelopment, reject any suggestion that the proposed rail -- also backed by Republican Mayor Michael Bloomberg -- would steer money away from the region's more pressing transportation needs.

"This is being funded by resources that wouldn't be available to any other project," said Carl Weisbrod, a LMDC board member and president of the Alliance for Downtown New York, which manages a business improvement district in lower Manhattan. Identifying half of a transportation project's funding so early is unprecedented, he said.

Funding concerns

But critics note that those funds together make up half of the project's overall cost. It could require a new tunnel under the East River, and transportation watchdogs fear the balance of the money would have to come from the MTA.

Assembly Speaker Sheldon Silver (D-Manhattan), a longtime supporter of Second Avenue Subway, supports the airport rail, but said he would prefer using federal dollars over MTA money.

The fate of the $2-billion Sept. 11 aid remains uncertain as New York's congressional delegation is regularly reminded of its diminished powers of persuasion in Washington. And the overwhelmingly Democratic state's position may have become even more tenuous since Nov. 2, when the GOP strengthened its hold on Congress.

But political observers say Pataki is trying to frame his gubernatorial legacy around the redevelopment of lower Manhattan. His comments last Monday at an Association for a Better New York luncheon were part of his fourth speech in two years about the rebuilding effort.

In his support for the airport rail critics say the governor is yielding to lower Manhattan's powerful business interests, in spite of skepticism about its ridership. Officials project it would fetch as many as 100,000 passengers each day. Four to six thousand of them would be to and from the airport.

Access to commuters

Pearl Kamer, the Long Island Association's chief economist, said she studied the commuting patterns of Long Islanders after the 1990 census and found that few of them worked downtown.

"I have not seen data from the 2000 census," Kamer said, "but I have no reason to believe much has changed."

Steven Spinola, president of the Real Estate Board of New York, a developer's lobby whose chairman, John Zuccotti, has been a leading advocate of the airport rail, said, "If that's true, it's true in part because it's impossible for people from Long Island to get to lower Manhattan."

While the project's boosters portray the system as a commuter rail that would bring the ancillary benefit of airport access, one New York lawmaker who is intimately familiar said proponents are using the airport benefits as a red herring. Downtown financial services firms fear flight from some companies to eastern midtown when East Side Access is completed, the lawmaker said.

"The real purpose is access to suburban Long Island commuters," the politician said. "It's about keeping downtown competitive with midtown."

But Melissa Coley, a spokeswoman for Brookfield Properties Corp., a downtown landlord -- Zuccotti is also its co-chairman -- said, "We don't consider that to be competition for downtown. These are two different markets."

Copyright © 2004, Newsday, Inc.

[TonyO]

On December 2, Engaging Lower Manhattan held a briefing, part of the Beyond 16 Acres series, about the proposed JFK/LIRR-Lower Manhattan Rail Link. William Wheeler and Chris Bastian of the Metropolitan Transportation Authority gave a presentation on the proposed rail link. Carl Weisbrod of the Alliance for Downtown New York, Andrew Albert of the NYC Transit Riders Council, Mitch Pally of the Long Island Association, and Stefan Pryor of the Lower Manhattan Development Corporation then discussed their organizations' thoughts about the proposal. Following all the presentations, Kimberly Miller, the Municipal Art Society's director of planning issues and the briefing's moderator, opened the floor to questions.

The notes from the event are now available on the Municipal Art Society's website. You can download them directly from http://www.mas.org/ContentLibrary/ELM-LIRR-JFK%20Rail%20Link%20Summary.pdf

[Kris]

February 8, 2005

Rail Connection to Kennedy Is Given $2 Billion in Budget

By RAYMOND HERNANDEZ and SEWELL CHAN

http://graphics8.nytimes.com/images/dropcap/w.gifASHINGTON, Feb. 7 - In the budget plan he issued Monday, President Bush proposed using $2 billion in Sept. 11 aid to build a $6 billion rail link connecting the World Trade Center site to the Long Island Rail Road and Kennedy International Airport.

The action by Mr. Bush is a reaffirmation of the support he threw behind the idea last summer, largely at the urging of Gov. George E. Pataki, a fellow Republican, who has made a direct rail link from Lower Manhattan to the airport a priority.

The issue now moves to Congress, where last fall Republican leaders in the House blocked the use of the Sept. 11 aid for the project, even as the Senate moved to approve the financing.

It is unclear how much political capital Mr. Bush would be willing to spend to get the package approved in Congress, particularly since he already has several far-reaching and contentious proposals for which he wants Congressional approval, including an overhaul of Social Security and changes to the federal tax code.

Nevertheless, city and state officials applauded the president's placing the rail-link project in his proposed budget, saying it was a strong indication of his desire to get it financed this year.

"The president's support means that we are one step closer to making a Lower Manhattan rail link a reality," said Lynn Rasic, a spokeswoman for Mr. Pataki. "With the president's backing, we hope that Congress's support will soon follow because this project is so critical to the growth of Lower Manhattan and New York City."

The reaction from City Hall was similar. "Obviously we have a ways to go here," said Daniel L. Doctoroff, the deputy mayor for economic development. "But it is a very, very positive step."

Senator Charles E. Schumer, a Democrat from New York, said that the rail link was one of the few bright spots in a proposed budget that he says failed to provide enough money for an array of programs important to the New York region, including education, health care, housing and law enforcement.

He noted that the money for the rail project would come from unused portions of a multibillion-dollar tax-incentive package that Washington allocated in 2001 to help spur redevelopment of Lower Manhattan after the Sept. 11 attack.

"The rail link is one of the few areas in this budget that looks good for New York," Mr. Schumer said in an interview Monday afternoon. "That's because it's seen as old dollars being recycled, as opposed to new dollars."

In July, Mr. Pataki made an unusually direct appeal to President Bush asking him to provide cash for the rail project by tapping the unused money from the so-called Liberty Zone tax-incentive package for Lower Manhattan.

Planners estimate that the rail link project could be completed by 2013. It would allow travelers heading to Manhattan from Kennedy Airport to travel aboard new trains on existing AirTrain tracks that loop around the central terminal area and then run along a viaduct in the middle of the Van Wyck Expressway to Jamaica, Queens.

There, a new 1,500-foot elevated connector would carry the trains from the AirTrain tracks to the Long Island Rail Road tracks heading toward Brooklyn. Near the Atlantic Terminal in Brooklyn, the trains would enter a new three-mile tunnel and travel beneath the East River into Lower Manhattan. An underground station would serve both the tunnel and the Atlantic Terminal.

The tunnel would allow access to Hanover Square, the intended terminus of the prospective Second Avenue subway, and the World Trade Center station, the existing terminus of the E train.

The Metropolitan Transportation Authority has proposed spending $400 million to study the project's environmental impact as part of its new five-year capital program, which has not yet been approved by Albany. The Port Authority of New York and New Jersey, which operates the region's three airports, has committed $560 million to the project.

Copyright 2005 (http://www.nytimes.com/ref/membercenter/help/copyright.html) The New York Times Company (http://www.nytco.com/)

[TonyO]

NYObserver

Pataki Tunnel: Who Picks Up $6 Billion Toll?

by Matthew Schuerman



Every few weeks, a couple of well-connected New Yorkers—maybe Carl Weisbrod, a board member of the Lower Manhattan Development Corporation, maybe Governor George Pataki’s chief of staff, John Cahill—make a trip down to Washington, D.C., to lobby what at first looks like an obscure technical point: whether $2 billion in tax incentives can be converted into cash to fund a rail tunnel under the East River.

By all external indications, the reception’s been cool, even as Mr. Pataki is counting on that money to help him announce projects—and project a feeling of progress—in lower Manhattan.

The Lower Manhattan Development Corporation had already arranged a press conference for May 19, to present schematic designs for a massive cultural center that will include a "W.T.C. Memorial Visitor’s Center, Drawing Center and International Freedom Center."

Money for these cultural projects is largely secure, or being sought through private donations. And unlike Larry Silverstein’s Building 7 or the Freedom Tower, these don’t depend on the free market to work.

Then there are all of the Governor’s downtown transportation initiatives, like the direct rail link between the John F. Kennedy International Airport and the lower Manhattan business district, which would require the rail tunnel under the East River.

Publicly, he’s optimistic about funding the project. But privately, he finds himself breaking a sweat trying to get the money from hostile fellow party members in Washington, and in the Port Authority’s powerful New Jersey contingent.

"This will be the first time we have had a majority of the funds already committed before we even start a capital project of this scope," he told reporters on May 12.

The rail link wouldn’t just provide a one-seat ride from lower Manhattan to J.F.K.—one that would serve, under optimal circumstances, some 4,000 to 6,000 riders a day. More importantly, its supporters say, the rail link would bring Long Islanders into lower Manhattan via commuter rail—affluent Long Islanders who work as managers and executives but don’t like transferring to the subway.

It would also, one study points out, give affluent professionals who live on Wall Street a better way to get to the Hamptons in the summer.

To say that more than half the $6 billion price tag has been, or even will be, committed is a stretch. Congress is treating that $2 billion in tax credits more like $730 million; and as for the $1 billion from the Port Authority that has been touted as part of the project’s funding, well, that’s not a commitment.

Asked how certain it was that the Port Authority would increase its share, the Governor turned to his trusty ally, Charles Gargano, the vice chairman of the Authority.

"Charlie?" the Governor asked. "Can we count on the Port Authority?"

Mr. Gargano, standing a few feet away, nodded yes.

But Mr. Gargano is a New Yorker. The chairman of the Port Authority, and five other members of the board, are from New Jersey. They have little reason to help Long Islanders get to work in the city—although they might be willing to trade their support if they get another tunnel under the Hudson.

Counting the $560 million that the Port Authority has already slated for the job, and $400 million from the M.T.A., just a sixth of the rail link’s cost has actually been committed. Yet there’s little doubt that the Governor will push hard on this front. Mr. Cahill, the Governor’s chief of staff and now his man in lower Manhattan, says it’s the most important transportation project, and that transportation is the most important downtown concern.

"Ask the folks downtown what is the No. 1 issue, it’s accessibility," Mr. Cahill told The Observer this week. "Getting trained workers not only from New Jersey but also from Long Island is extremely important to get businesses downtown. It provides a tremendous source of growth over the next several decades. Its payoff will be tremendous, both for lower Manhattan and Long Island."

The idea of a one-seat trip from Manhattan to J.F.K. has been a pipe dream for a couple of decades now, ever since New Yorkers woke up and realized that there’s something that Paris and London and Tokyo and even Chicago does better than us—namely, get its residents out of town. Or its visitors into town. There is no way to impress foreign visitors more with New York’s largesse than to plunk them down at the end of a line at J.F.K. that doubles back and forth a couple of times and then hand them a pamphlet letting them know that, at a minimum, it will cost $45 (plus tip) to get to their hotel.

Mayor Giuliani liked the one-seat idea a lot, although he was more partial to a one-seat ride to LaGuardia Airport. The AirTrain, a Port Authority project that replaces a transfer to a bus with an equally inconvenient and more expensive transfer to an unmanned vehicle, was the fruit of those Giuliani-era planning studies.

A few months after Sept. 11, though, with the prospect of $20 billion in federal aid coming our way, the Lower Manhattan Development Corporation started talking about it again. "The idea was to make lower Manhattan more appealing than it was before," said an individual involved in the early planning efforts, who spoke on condition of anonymity. "If you could find a way to bring people to the airport, that would be an enormous advantage. By making the line the way it is now, through Jamaica, all the white-collar types on Long Island, it would be easier for them to make the commute. If you put the two together, there would be a rebirth of lower Manhattan. You could take advantage of the tragedy to make something new happen."

Other transportation projects—whether untangling the spaghetti junction known as the Fulton Street station, or elongating the South Ferry subway platform to allow riders beyond the first five cars to get off—wouldn’t create any new connections, this individual said. Even the Second Avenue subway, a pipe dream dating from a time before pipes were invented, wouldn’t bring any new people downtown, goes the argument; it would just permit them to exit the Lexington Avenue line with their clothes less wrinkled. People will take the Lexington Avenue line not because it’s a pleasant experience, but because they have to.

Around the same time, John Zuccotti got the idea into the press when he suggested to M.T.A. chairman Peter Kalikow that he run the Long Island Railroad through the A/C subway tunnel under the East River. Mr. Zuccotti, the chairman of Brookfield Properties, at the time saw his company suffering mightily. Brookfield isn’t the largest landlord downtown, but almost 80 percent of its Manhattan properties are downtown—chiefly the World Financial Center, which was suffering doubly at the time because PATH trains, as well as nearby subway stations, were closed right after the Sept. 11 attack.

The A/C idea fell out of the picture early. But a study completed last May for the LMDC recommended digging a new tunnel to bring commuter trains from somewhere in lower Manhattan to the Flatbush Avenue LIRR station in Brooklyn, and from there to Jamaica, Queens, where the trains could either go into the verdant hills of suburbia or on to J.F.K. The tunnel would shave 14 to 15 minutes off the trip for riders who otherwise would’ve had to transfer to the subway—although none of those riders would be from the most affluent section of the island, the North Shore—and 19 minutes off the trip to the airport. This and other options are now the subject of a $60 million environmental-impact statement undertaken by the M.T.A., for which testimony is expected to be taken as early as next month.

Another study completed about the same time by Hamilton, Rabinovitz and Alschuler is even more revealing. It finds that the rail link would create a demand for nine million to 12.5 million square feet of office space in lower Manhattan over the next 20 years—which is fortuitous, because the buildings planned for Ground Zero will represent almost as much space, and they’ll need people to go inside of them.

The link will also spur development in Brooklyn, the study says, increase the value of property on Long Island by $54 million, create lots of new jobs and bring in $64 million to the city treasury in tax revenues. In other words, everybody wins.

But not everybody is equally enthusiastic about the rail link. Not only do transit advocates like Gene Russianoff of the Straphangers Campaign denounce it as a waste of money; Bruce Mosler, the chief executive of Cushman and Wakefield, who is widely believed to be taking Goldman Sachs on its current office-shopping trips, is unsure about the relative importance of the rail link, though he’s much more polite about it.

"I don’t know how to rate the train to the plane," Mr. Mosler said this week. "Clearly, it would be an important part of improving transportation, particularly for downtown tenants’ ease of access to Long Island and the airports. So you can’t say it’s not crucial, but you have to get the fundamentals out of the way."

Mr. Mosler, whose company has more square feet downtown than Brookfield does, but which has much, much more in midtown, continued: "One person’s opinion—mine—is that the Second Avenue subway and the link to Grand Central is more important, because that affects commutation from Connecticut and other places. It’s hard to rate that over a link to the airport …. I believe the Second Avenue subway should be the priority. I may be in the minority on this, but that’s O.K."

The rail link’s supporters insist that the two projects are not mutually exclusive, that they’re funded out of different pots of money. On the bureaucratic level, that’s largely true: If the Port Authority and the federal government pick up the bill, neither the city nor the state has to worry about it. Except that a lot of New Yorkers do have to worry about it—those who pay tolls on Port Authority crossings and fees at its airports. As for the $2 billion in tax credits, well, the whole country has to pay for them, and since Congress, and the President, already said they should help lower Manhattan, what’s the problem with converting them to cash? Hence the trips to Capitol Hill.

"Different people go down at different times and they speak to different people, with the staffs of various committees or the executive branch or our Congressional delegation," said Mr. Weisbrod, the president of Downtown Alliance as well as an LMDC board member. "The goal is to make sure Congress is well informed on this issue, that Congress appreciates how important this is for the recovery of lower Manhattan, and to ensure lower Manhattan remains one of the world’s great business districts—and, I think, to make it clear that this is a very high priority and it has strong support."

President Bush has supported converting the tax credits and included them in his budget, but a major problem surfaced earlier this year when the nonpartisan Joint Committee on Taxation determined that the tax credits were really worth just $727 million, which would mean the rest of the money would have to come from the general pot. Last year, the proposal passed the Senate but then got blocked by the House. The chairman of the House Ways and Means Committee, Representative Bill Thomas, is the main hurdle to overcome.

Mr. Weisbrod contends that the chances of Congress approving the money this year are excellent, but that it’s too early to count votes. Indeed, the New York delegation hasn’t figured out which bill it should be attached to yet.

"Congress is more aware of the proposal and know it is part of the President’s budget proposal," Mr. Weisbrod said. "They are aware it is important for New York and for the recovery from Sept. 11. And given all those factors, and that it enjoys truly bipartisan support, I think everyone would say its prospects are very good."

You may reach Matthew Schuerman via email at: mschuerman@observer.com

[NewYorkYankee]

Well, Im glad that its chances are good. Perhaps this new transportation incentive will lure companies to the new WTC.

[NIMBYkiller]

JFK got screwed out of any one seat ride rail service to Manhattan when they built Airtrain. The only way I could see it is if they make a whole big Airtrain system serving both JFK and LGA. It would entail extending Airtrain north from Jamaica, along the Van Wyck, up to LGA, with a stop at Shea as a possible new parking lot for LGA. Then, after going through LGA, along the BQE, LIRR, and over the 59th St bridge into the old trolley terminal. A stop would be at the proposed LIRR Sunnyside station.

Included in this project would be a line from LGA to Flushing as well.

If not this, then both airports(LGA and JFK) will have to live with the existing NY Airport Service bus company and a new ferry.

As for Newark, they also got screwed out of a one seat ride when they built their Airtrain. They should've just extended PATH to the terminals. Now nothing can really be done there. MAYBE they can squeeze a single track light rail line somewhere along the roads there, but that's about it. They'll just have to live with their bus service too, and MAYBE ferry service there.

[TonyO]

NY Times
November 17, 2005

Rail Link to Benefit From Unused 9/11 Aid

By RAYMOND HERNANDEZ

WASHINGTON, Nov. 16 - The Senate is set to approve a measure that would allow New York officials to use $2 billion in unused Sept. 11 aid to build a rail link connecting the World Trade Center site to the Long Island Rail Road and Kennedy International Airport, Congressional officials said on Wednesday.

It is the first significant effort by Congress to fulfill a request that New York officials made last year to finance the rail link project with unused parts of a $5 billion tax-incentive package. Washington had approved the package shortly after the terror attack to encourage the construction of office towers, residential buildings and retail shops in Lower Manhattan.

The fate of the rail link project is still uncertain in the House, where conservatives, who are increasingly alarmed about the growing federal deficit, have been averse to redirecting the remaining 9/11 dollars to the rail link project.

A senior Republican aide said last night that it was too early to determine how the House would respond.

Nevertheless, city and state officials said they were encouraged by the developments in the Senate and immediately called on Republican leaders in the House to follow suit, saying that the rail link was a vital part of efforts to rebuild Lower Manhattan.

In a statement, Gov. George E. Pataki, a Republican, urged the House "to act in concert with the Senate and help secure this important funding," arguing that the rail link would help restore "tens of thousands of jobs" lost as a result of the attacks.

Daniel L. Doctoroff, the deputy mayor for economic development, said that getting the money from Washington would ensure that "the federal government keeps its promise to New York to help in the rebuilding after Sept. 11."

[krulltime]

Nadler blasts rail link; says Downtowners are being ‘poisoned’


By Ronda Kaysen and Josh Rogers
Volume 18, Number 50 | April 28 - May 4, 2006

The proposed Downtown rail link to J.F.K. Airport is “a really stupid project” as far as U.S. Rep. Jerrold Nadler is concerned, and the money would be better spent on other transportation projects.

In an exclusive interview with Downtown Express editors and reporters last Friday, Nadler discussed Downtown transportation projects, favoring the Second Ave. subway — and practically any other transportation proposal on the docket — over the rail link. He also spoke at length about the post-9/11 environment Downtown, saying “people are being slowly poisoned.” The situation in apartments and offices is so dire that Nadler suggested he would not support the idea of his children living in the neighborhood unless environmental agencies did more to test and clean indoor spaces.

Nadler called for the Environmental Protection Agency to oversee any buildings that are being demolished Downtown, even those that have been in use in the years since the World Trade Center disaster. “Lower Manhattan has never been properly cleaned,” Nadler said, adding, “By not cleaning it up now, we’re committing slow motion murder.”

When asked whether he would advise his children to move out of Lower Manhattan if they lived there, Nadler said, “I don’t want to answer that question but the logic… You can draw your own conclusions but I’m not going to say anything further for obvious reasons.”

Last week, Nadler hailed the Metropolitan Transportation Authority’s decision to delay demolition of 189 Broadway, a two-story building a block away from the World Trade Center that was slated to be demolished to make way for a new Fulton Street Transit Center. The previous owner had cleaned the building and the exterior was cleaned by the city. Unlike other buildings overseen by the E.P.A., which have stood empty and visibly scarred since 9/11, 189 Broadway was occupied by several small businesses until December, when the M.T.A. evicted the tenants to make way for the subway hub.

Even a well-used building poses a risk to public health if it is demolished, according to Nadler. “Right now you have to assume that anything near ground zero is contaminated.”

Now, the E.P.A. will oversee the building’s demolition, something Nadler hopes to see repeated. “189 may be a model. All demolition on that sight should be done properly so as not to further endanger people,” he said. “If we have to delay it a couple of months till they get it right, okay.”

Downtown residents and activists have long criticized the E.P.A. since 9/11. In the days and weeks after the disaster, the agency misled the public about air quality Downtown, encouraging workers and residents to return to the neighborhood. The agency’s residential cleanup program in 2002 and 2003 was criticized as ineffective and a repeat cleanup program unveiled last year was dismissed as unsound by a scientific review panel.

Nevertheless, the agency has regained some support in the community in recent months. “They’re doing a better job,” Nadler said.

“Because they did such a poor job initially, they are now much more attuned to Lower Manhattan’s needs,” said Community Board 1 chairperson Julie Menin. “They are finally paying the serious attention that they should to these serious concerns.”

The E.P.A. has taken steps to oversee the M.T.A.’s demolition plans for 189 Broadway. “We are trying to get information to determine more about these buildings,” E.P.A. spokesperson Bonne Bellow said about the M.T.A.-owned buildings facing demolition. “Were they impacted? Were they cleaned? … The bottom line is that any building that was impacted and is coming down needs to be taken down in a way that protects people’s health and is taken down safely.”

Nadler, whose district includes Lower Manhattan, much of Manhattan’s West Side and parts of Brooklyn, said his fellow Democrats have a “good shot” at winning back control of the House in November, and if so, he plans to hold hearings to take a closer look at the environmental response to 9/11.


[B]Rail Link

The $6 billion rail link that would connect Lower Manhattan to J.F.K. Airport and the Long Island Rail Road should be ranked “minus 4,000” on the list of transportation priorities, Nadler said. He doesn’t think the number of people who would use the line justifies the cost, particularly compared to the Second Ave. subway.

“The best investment is the Calatrava [train station] and the Second Ave. subway because those will have a tremendous impact on Downtown,” Nadler said in reference to the Santiago Calatrava-designed, commuter-subway station being built at the W.T.C. The airport link would stop near the W.T.C. station.

The project’s environmental impact statement is in the preliminary stages and is expected to be completed sometime next year. According to initial estimates, the project would shorten the commute from Long Island by 15 minutes and get Downtowners, business travelers and tourists to the airport in about 20 minutes.

Kathryn Wylde, president of the Partnership for New York City, a group made up of the city’s leading C.E.O.’s, said if the link only benefited Lower Manhattan, it probably wouldn’t be worth it, but since it should also lead to economic development near its other stops on Atlantic Ave. and in Jamaica Queens, it looks like a worthwhile project. “The combination of Lower Manhattan, Downtown Brooklyn and Jamaica – that would put it over the top,” said Wylde.

She ranks the commuter-airport link ahead of the Second Ave. subway, which is about three times more expensive and will not lead to enough economic activity to justify the costs, Wylde said. She ranks the link behind the extension of the 7 line in Midtown and the Fulton Street Transit Center under construction Downtown.

Jeremy Soffin, a spokesperson for the Regional Plan Association, said his group is waiting to see the environmental statement on the rail link before making a final judgment, but said as long as officials maintain their current plans to allow a Second Ave. subway extension into Brooklyn as part of the link, it is a project worth considering.

About $1 billion has been committed to the rail link by the Port Authority and the M.T.A., which are both working on the E.I.S. with the Lower Manhattan Development Corporation and New York City. The governor, mayor and business leaders have been lobbying Congress to transfer $2 billion worth of unused tax credits targeted for Downtown after 9/11 to the rail link.

President Bush has put the tax transfer in his budget and it has also passed the U.S. Senate with the support of New York Senators Hillary Clinton and Chuck Schumer. House Speaker Dennis Hastert told Downtown Express two years ago that he thought Congress would approve more transportation money for Lower Manhattan, but the House has not approved the tax transfer.

Stefan Pryor, L.M.D.C. president, said he expects the House to consider including the transfer next month in its comprehensive tax bill.

Pryor said the rail link plan is the only feasible way to get a one-seat ride from J.F.K. to anywhere in Manhattan. It will make Downtown more attractive to international businesses and increase the number of Long Island commuters above the current level, 100,000, he said in a telephone interview.

“We’ll never draw more Westchester workers than Midtown,” Pryor said, “but we have a strong Long Island base and we should build on it.”


@ Downtown Express is published by Community Media LLC.

[czsz]

Such provincialism. Meanwhile, Heathrow Express has been running since the 90s...

[tmg]

Nadler is spot on. He's just about the only elected official around who thinks regionally about transportation issues. I don't always agree with him, but in this case I do.

For better or worse, New York's CBD is midtown. And this project would do nothing to improve Midtown's global accessibility. So in terms of economic competitiveness, this project would have little impact. Of course it would improve the competitiveness of Lower Manhattan with respect to other subcenters in the region, but it is far from clear that this is the best use of $6+ billion. The Second Avenue Subway, East Side Access, and THE Tunnel would have far more economic benefits for the city. Or if you want airport access for downtown, extending PATH to the Newark Airport Station would be far more cost-effective.

[tmg]

And now Spitzer indicates he doesn't think this should be a priority. Looks like this project is toast.

[Kris]

May 6, 2006
Spitzer Is Cool to Pataki's Plan for a Rail Link to Kennedy
By PATRICK McGEEHAN

Eliot Spitzer said yesterday that Gov. George E. Pataki's pet transportation project, a $6 billion rail link between Lower Manhattan and Kennedy Airport, would not be a top priority if he became governor.

In his first major speech on transportation, Mr. Spitzer, a Democrat who is the state attorney general, cast doubt on whether a direct train to Kennedy was a sensible use of public resources, and he did not include it among what he called "the top priorities for Albany's funding of major new transportation expansion projects in the metropolitan region over at least the next five years."

His short list of priorities, he said, consists of a subway line along Second Avenue, a Long Island Rail Road connection to Grand Central Terminal and the replacement of the Tappan Zee Bridge across the Hudson River.

Governor Pataki has made the airport link a priority, presenting it as a vital component of the revitalization of the downtown financial district. Late last year, he persuaded the Bush administration and Republicans in Congress to allow $2 billion of Sept. 11 aid to be used for the project.

New York governors have significant influence over which major transportation projects are built because they hold sway over public authorities. The remarks from Mr. Spitzer, who leads all polls on the governor's race, signal that the rail link could have a cloudy future.

In his speech, at the Waldorf-Astoria before the Regional Plan Association, Mr. Spitzer made only passing mention of the airport link, saying that more study was needed "so that we can better evaluate the cost of the project as well as the expected economic benefits."

He also blamed "a dysfunctional transportation planning process" and poor management of the Metropolitan Transportation Authority, the Port Authority of New York and New Jersey and the New York State Thruway Authority for the slow progress on the projects he favors.

The transportation authority, he said, is "simply not a well-run agency." If elected, he said, he would "appoint individuals to executive and board positions based on professional excellence and experience, not patronage."

A spokeswoman for the transportation authority declined to respond to Mr. Spitzer's criticism. But Anthony R. Coscia, the chairman of the Port Authority, who was in the audience for the speech, seemed unperturbed and said he had no quarrel with anything Mr. Spitzer said.

Mr. Coscia said he agreed that it was important to set priorities for the big projects because, to some degree, they all were in competition for money from the same sources: the federal and state governments and the Port Authority. His favorite is a commuter-rail tunnel under the Hudson between New Jersey and Midtown Manhattan that could cost $6 billion.

Mr. Spitzer said yesterday that he supported Port Authority spending of $1 billion to $2 billion on that tunnel, as long as the agency contributed an equal amount to a New York project like the Second Avenue subway, the Long Island Rail Road connection to the East Side or the link to Kennedy.

Mr. Coscia said it was premature to discuss what role the Port Authority might play in the airport rail link, but he said he would not rule out the possibility that the agency would invest in a New York City subway project.

"The Port Authority's job is to be an aggressive, robust investor in the region's transportation infrastructure, and we shouldn't eliminate or red-line any particular type of investment," Mr. Coscia said.

Thomas R. Suozzi, the Nassau County executive, who is challenging Mr. Spitzer for the Democratic nomination for governor, said he was not ready to spell out his ideas on improving transportation in the region, but he criticized his rival for not specifying how he would pay for his plan.

"These are all wonderful programs," Mr. Suozzi said in an interview. "The problem is we're tens of billions of dollars shy of having the money we need for them."

Transportation analysts who heard Mr. Spitzer's speech said they were impressed that he had studied the subject closely and seemed to be eager to speed the pace of building.

"I would be surprised if I ever again sit in a room with a gubernatorial candidate who says that much about what he wants to do on transportation," said Jon Orcutt, executive director of the Tristate Transportation Campaign, which pushes for mass transportation. "It's important for New York to make those clear statements now because we have had this eight years of sort of a morass with all of these big projects going nowhere."

Mr. Orcutt added that he considered it "definitely significant" that Mr. Spitzer had less to say about the Kennedy rail link than about the Second Avenue subway, the East Side rail project or the Tappan Zee.

Mr. Spitzer said he believed that the Tappan Zee must be replaced with a bridge that had some mass-transit component on it, but he said he had no opinion yet on whether that should be commuter rail or dedicated lanes for buses.

He said he was open to all ideas on how to pay for a new bridge, which would cost at least $5 billion.

Among the possibilities, he said, is some form of public-private partnership that would use toll revenue to cover much or all of the construction costs.

He said he also supported the proposed extension of the No. 7 subway line to the Far West Side of Manhattan, which would be financed by the city.

Copyright 2006 The New York Times Company

[TonyO]

NY Observer

Silver v. Spitzer on Rail Link

FILE UNDER: Financial District, Transportation

Assembly Speaker Sheldon Silver, long a supporter of the Second Avenue Subway and resident of the Lower East Side, is now saying the J.F.K. Rail Link is more important, according to the new Downtown Express. This is a big deal, especially because Democratic Gubernatorial Candidate Eliot Spitzer just made fairly clear this morning that he has the opposite priorities. A number of civic groups like the Regional Plan Association think the airport rail link is just too expensive, at $6 billion, to justify a the few thousand riders would take it each day to J.F.K. each day. But Silver's pitching the rail link as a means to get Long Island residents downtown, not downtowners off to the airport.

-Matthew Schuerman

[STT757]

if you want airport access for downtown, extending PATH to the Newark Airport Station would be far more cost-effective.

For $550 Million you can extend the PATH's World Trade Center line 2 miles from Downtown Newark to the Newark Airport Rail link station, providing a direct one seat ride from Newark Airport to the Santiago Calavatrava PATH station.

You could then spend the remaining $5.5 Billion on other projects like finishing the Second Ave Subway and or the Cross Harbor Rail freight tunnel.

You could even put some funds toward an extension of the N Train to LGA, and even extending the JFK Airtrain from Jamaica to LGA proving a direct link to LGA from JFK.

[ablarc]

For $550 Million you can extend the PATH's World Trade Center line 2 miles from Downtown Newark to the Newark Airport Rail link station, providing a direct one seat ride from Newark Airport to the Santiago Calavatrava PATH station.

You could then spend the remaining $5.5 Billion on other projects like finishing the Second Ave Subway and or the Cross Harbor Rail freight tunnel.

You could even put some funds toward an extension of the N Train to LGA, and even extending the JFK Airtrain from Jamaica to LGA proving a direct link to LGA from JFK.
Yeah.

Pataki's an idiot. He has bad judgment, lacks leadership skills, and is so out of touch with reality that he preposterously thinks he's presidential timber. Actually, he's delusional.

.

[TonyO]

NY Observer

Downtown Developers Lobby for Rail Link

Matthew Schuerman
5/29/2006


A few years ago, supporters of a new train to J.F.K. Airport looked around for someone who would bring their case to the nation’s capital.

All they saw were Democrats.

They had to branch out, beyond Manhattan’s Congressional delegation and the state’s two Senators. They ended up finding their man in an unlikely place: that blank space on the map between Buffalo and Rochester.

That’s where Representative Thomas Reynolds hails from, a four-term Republican who sits on the House Ways and Means Committee. He also fortuitously wields enormous power as chairman of the National Republican Congressional Committee, which doles out campaign funds to House candidates.

Downtown leaders knew what Mr. Reynolds could do for them: make sure $2 billion in unused federal tax credits targeted for lower Manhattan’s recovery were turned into cash for transportation projects.

The question was: What could they do for Mr. Reynolds?

Well, for one, they could come to a fund-raiser.

Since the last election, 21 New York property owners, managers and their families have become some of Mr. Reynolds’ best donors, giving a total of more than $88,100 to his re-election campaign, according to data from the Center for Responsive Politics Web site. Some, like Leonard Litwin and Peter Kalikow, have even given to the National Republican Congressional Committee or the political-action committee that Mr. Reynolds chairs, Together for Our Majority (or TOMPAC).

Of course, New Yorkers are always rich and generous people. What is noteworthy is that, with one exception, the only donors with New York City addresses to appear among Representative Reynolds’ top 120 donors were somehow connected to the real-estate industry.

In fact, according to real-estate sources, leaders of the Real Estate Board of New York—the city’s powerful trade association for developers and property owners—have been active in donating and soliciting donations from fellow members, often citing the J.F.K. rail link as the reason why. It’s not clear to what extent they did so under the official guise of REBNY, however, and how much on their own. REBNY members referred questions to president Steve Spinola, who did not return phone calls before deadline.

Bill Rudin, a REBNY vice chairman, and his family have contributed more than $8,000 since November 2004, although he said the rail link was just one among many reasons.

“It’s an effort to understand the politics in Washington,” Mr. Rudin told The Observer. “Tom is the ranking Republican in New York State on the Ways and Means Committee, so he is representing not just his district—he is representing the entire state. I think he sees this as an issue with regional and statewide importance, just as the Governor and the Mayor have.”

REBNY chairman John Zuccotti wrote Mr. Reynolds a check for $2,100 last April, the maximum for the primary cycle, according to online campaign records.

“I did it primarily with the rail link in mind,” said Mr. Zuccotti, the chairman of Brookfield Properties, which owns the World Financial Center, speaking to The Observer. “But he has been a champion of mass transit the whole time he has been on the committee.”

Carl Weisbrod, formerly one of the rail link’s chief advocates, said that Mr. Reynolds was approached early in the process, once it was clear the $2 billion would not be used.

“It’s not just a New York City issue,” said Mr. Weisbrod, who was president of lower Manhattan’s business-improvement district until about a year ago, but has not contributed to the Reynolds campaign. “It’s not just a lower Manhattan issue. This is important for the city’s economy and therefore the state’s economy as a whole.”

Mr. Reynolds’ spokesman, L.D. Platt, said the Congressman’s position fit into his general advocacy of New York City since Sept. 11.

“If you talk to anyone, you will find that his is a powerful role in New York no matter what the issue is,” Mr. Platt said. “The support of him from New York developers has been over the long term. That is nothing new.”

That might be, but nine of the top real-estate donors just began giving to Mr. Reynolds’ Congressional campaigns since the conversion plan first surfaced in early 2004, including big downtown developers Larry Silverstein ($3,600) and Steve Witkoff ($4,200).

Of course, the donors could be interested in other issues, especially since some backers are primarily midtown developers.

The rail link would not just connect lower Manhattan with J.F.K.; it would join with the Long Island Rail Road system and provide, for the first time, a direct ride for suburban executives to their offices—a 60-year handicap that downtown has suffered at the hands of midtown, which has commuter line connections at Grand Central Terminal and Penn Station.

The former minority leader of the New York State General Assembly, Mr. Reynolds rose fast through the ranks of Congress to become arguably the state’s most important Congressman. Certainly, his campaign chest looks that way: He has raised more this election cycle than any other legislative candidate from New York aside from Senator Hillary Clinton.

In a 2003 interview with The Observer, Mr. Reynolds cast himself as a parochial politician, an aspirant to the nickname Senator Alfonse D’Amato gave himself: Senator Pothole. “I’m a former Assemblyman,” he said. “That’s what Assemblymen do: They work on details of people’s problems.”

The rail link, though, is not a pothole that everybody thinks needs to be fixed. Watchdog groups such as the Straphangers Campaign and Good Jobs New York see the train—which would require another tunnel under the East River—as pandering to downtown business owners. They say that the $6 billion it is expected to cost would be better spent on the Second Avenue Subway, which will serve many more people. Attorney General Eliot Spitzer, the leading gubernatorial candidate, was cool to the project when he made his first transportation-policy speech earlier this month.

But Governor George Pataki has made the rail link a signature issue, and even President Bush has endorsed it. Mayor Michael Bloomberg included support for the $2 billion tax-credit conversion as one of five issues on the “New York City Card”—a wallet-sized card imprinted with the Mayor’s policy priorities that donors are supposed to ask about in meetings with political candidates.

“After all, that was money that was promised to New York,” said Representative Jerrold Nadler, a Democrat representing lower Manhattan. “All we are asking is to change it from one form to another.”

Representative Nadler isn’t a rail-link booster, but along with a number of other transportation advocates, he is rooting for the conversion anyway. According to two individuals familiar with the legislative language of the proposal, the bill under consideration is worded loosely enough so that the money could be used for other transportation projects.

Support for the tax credits is generally stronger in the Senate than in the House. Senator Charles Schumer, the ranking Democrat on the Finance Committee, is a major supporter, as is Iowa Senator Charles Grassley, the committee’s chairman. The committee, and later the Senate, passed a bill in favor of the conversion, although it leaves open the question of how much those credits would be worth. The Joint Committee on Taxation said it would come to $727 million.

Still, that would be the biggest chunk of the train’s funding to date. The Port Authority has committed $560 million, and the Metropolitan Transportation Authority has said it would pitch in $400 million.

The tax-reconciliation bill that passed Congress earlier this month did not include the rail link. The rail link’s supporters in Washington are still poised to try to pass the tax-credit conversion, according to a Congressional aide, but any amendment would have to endure the scrutiny of Representative Bill Thomas, the California Republican who chairs the House Ways and Means Committee and an ardent fiscal conservative. The final decision will likely be made in the close quarters of a conference committee, in which the tax credits would be one of a host of competing regional and special interests, and not out in the open where arguments about living up to the nation’s commitment to New York would have more sway.

If Representative Reynolds fails to convince his colleagues this year, well, there is always next year—when, because of Representative Thomas’ announced retirement, the tax credits may have an even better chance. The fund-raisers, and the checks, will keep coming.

[Kris]

June 2, 2006
Time for Faster Airport Access Has Arrived, City Aide Declares
By PATRICK McGEEHAN

The time has come, the deputy mayor for economic development said yesterday, to do more than talk and joke about how annoying the trip to Kennedy International Airport can be.

The deputy mayor, Daniel L. Doctoroff, told a group of transportation planners and executives that the snarled access to the region's airports, especially Kennedy, posed "one of the biggest threats" to the continued growth and development of the local economy.

He announced that he would be co-chairman of a new task force of government officials and business leaders that would seek solutions to the "ever-looming possibility of mind-numbing bottlenecks" around the airports. Kenneth J. Ringler, the executive director of the Port Authority of New York and New Jersey, will be the other co-chairman, a Port Authority spokesman said.

Mr. Doctoroff also said the city would continue pushing for the construction of a rail link between Lower Manhattan and Kennedy, and he endorsed the Port Authority's search for a "fourth airport" to serve New York City. The Port Authority is studying whether Stewart International Airport near Newburgh, N.Y., could help relieve the increasing congestion at its three major airports — Kennedy, La Guardia and Newark Liberty International.

"My personal view is that it ought to go on the West Side rail yards," Mr. Doctoroff joked, referring to the site he had unsuccessfully tried to turn into a football stadium. Referring to the neighborhood residents who opposed that plan, he added, "They thought the Jets were bad, just wait for the real jets."

Turning serious, he said the city, state and Port Authority must connect the AirTrain to Lower Manhattan because the present two-hour trip between there and Kennedy is "unacceptable to business." That project, which would require several billion dollars and several years, would not solve all the problems concerning Kennedy, he said.

"It will take only a small percentage of the people who arrive at J.F.K. off the roads," Mr. Doctoroff said.

Other speakers at the symposium at the Rudin Center for Transportation Policy and Management at New York University agreed that a more reliable network for flying in and out of the region was needed.

Christopher Wearing, managing partner of the New York office of Accenture, the big management-consulting firm, said his company's employees had taken to leaving a day early on many trips to ensure that they will not miss meetings. He said Accenture employees spent about "3,000 man-weeks of time" each year in airports, clearing security and waiting to board planes.

Mitchell L. Moss, a professor of urban policy and planning at N.Y.U., applauded Mr. Doctoroff for taking on the problem of highway access to the airports.

The current mess could have been prevented, Mr. Moss said, "if we had double-decked the Van Wyck 30 years ago."

Copyright 2006 The New York Times Company

[nick-taylor]

http://img214.imageshack.us/img214/264/stanstedaconcourse01vk8.jpg

[ablarc]

Can you ship it to us, nick?

[nick-taylor]

Can you ship it to us, nick?See I don't see what makes it so hard, if you had a quick donation night from the investment banks, you'd easily be able to fund it and they could even advertise on the trains (the Heathrow Express is coated in Royal Bank of Scotland) and 'priority seating' for their employees.

That station shown in the photo is underneath the terminal building (there is one large one) at London Stansted Airport, London's 3rd largest international airport and around 25mppa. It (and the terminal above) was designed by Foster and the express link to London has been operating since 1991 some 15 years ago. It has 3 platforms because other heavy rail services operate from the station; Central Trains operate an express service to Cambridge which then onto Britain's' second city: Birmingham, while 'One' also operate Cambridge or London bound local or semi-express services on top of the normal Stansted Express.

The Stansted Express runs between the airport and London Liverpool Street (the Central London terminus in the Square Mile), and trains leave Liverpool Street bound for Stansted (and vice versa) roughly every 15mins, the journey takes 45mins across its 60km journey to the terminal. All services stop (coming both ways) at Tottenham Hale simply because it allows people coming from the West End (or going too from the airport) to connect to the London Underground, rather than go straight into Liverpool Street and then hike all across Central London.

Some services vary in that they might stop at Bishop's Stortford (my home town which is the nearest big town to the airport) or Harlow Town (the largest town between London and the airport) but trains only stop at one by alternating. The reason being that these are the main towns that airport workers live (ie the Stansted Express is not just an airport express, but also a service for those working at the airport. This is good for me, because not only are there tons of hot Ryanair air hostesses based in my town, but I get a very quick link into Central London. :D

Each weekday, there are 150 daily services (75 going each way - compare that to the 50 Acela services between New York and Washington), running from 0530 to 0030 with trains being 8 carriages in length. Weekend services run at 20 or 30min intervals.The trains themselves are slightly old and are due to be replaced, but they have been designed with baggage racks in place of seats towards the doors.

The route the Stansted Express is essentially mostly on current route track that dates back over 100 years, ie there aren't many completely separate routes. Starting at London Liverpool Street, trains start from stationary platforms (usually platform 7 and the neighbouring platforms), they run on express tracks out of the terminus that have existed for well over 100 years but were used for other services. They then run on commuter tracks (where they connect to Tottenham Hale), before running on a third track, 4-track or passing loops in-between the commuter tracks. The passing loops and doubling of track were built to ensure that the commuter train capacity of the network wasn't affected by the new Stansted Express services. North of Bishop's Stortford, the line splits off on to track built back before 1991 for the airport (there is another split further north allowing for trains coming southwards from Birmingham and Cambridge to go to the airport), heads into a several mile tunnel under the airport site and the runway and emerges at the station located directly below the terminus, meaning check-in is 1min walk away.

To make things even more complicated, last December a new route was created allowing some Stansted Express service (on top of the current services) to go to Stratford instead of London Liverpool Street. The reason was simple: Stratford is a major transport hub, you can hop onto the Jubilee Line and 3 stops down the line you're in Canary Wharf. It is also going to be the site of London's 4th CBD: Stratford City and to top it off: the 2012 Olympic Park....meaning you could fly into London Stansted, take a direct train to the Olympic Site and then take a train back and fly out same day. To top the reasoning for this, is the brand new Stratford International Station due to open next year for the 186mph Eurostars and Shinkansen'.

Stansted is currently already a 25mppa airport which is as big as the New York airports and will by 2015 be handling some 80mppa due to the explosion of Ryanair and Easyjet of which Stansted is their principle hub. Yet remember it is still only the 3rd busiest airport London has and Gatwick and Heathrow have airport express services as well.

Now you'd think that having the Stansted Express is enough....not so. Work is under way to create a brand new alignment that will offer even more frequent and faster services (ie metro frequencies every 10mins or lower).



The reason for the mini-essay is simple: London has managed to incorporate current track, with additional track, with brand new route at not one, not two, but three airports. If business heads and especially Bloomberg looked at how its been done in London (it was the first city to start an airport express service) and has been copied elsewhere in the world then they'd realise that they could easily fit these services in. With a bit of co-operation between NJ Transit and LIRR, they could even have a similar setup to what London has with trains going from London Gatwick (south of London) to London Luton (north-west of London): not a dedicated airport service, but despite the two airports being 120km between them, trains run between both (Thameslink) at 4 trains per hour with as few as 9 stops and most of those are in Central London. Total journey time is 1hr 20mins.

Essentially what I'm getting at is, that a quick way around getting airport express services would be to have one connecting Newark to JFK using existing track with the odd passing route here and there. Also scrap the idea of alighting at Jamaica or Newark International to then get on their respective light railways, because you could have tunnels or at-grade running to the airports with one or several stations (depending on terminal layout)...Heathrow has 3 stations:
- Heathrow Central (serves Terminals 1, 2 & 3)
- Heathrow Terminal 4 (serves you guessed it - Terminal 4)
- Heathrow Terminal 5 (opening along with T5 in 2008)

So getting back to the original idea of investment banks funding it, have the 'New York City Airport Express' sponsored by and with a Goldman Sachs livery.

Newark Airport Central (station located equidistant between the the multiple terminals at Newark)
New York Penn
Jamaica
JFK Central

As simple as that, you wouldn't need do too much building work as I'd suspect the main cost would come in the form of new dedicated rolling stock.

[JCMAN320]

Right now what we need is a link to Newark Aiport from Newark Penn with the PATH. Of course NY politicans will hold that up until the link with JFK get s completed.

[pianoman11686]

I don't know how Royal Bank of Scotland works, but from what I can tell, American investment banks do hardly any kind of advertising at all. It doesn't appear that they need to, and I would be hard pressed to find an incentive to sponsor a direct rail link to JFK. Goldman Sachs just reported record profits. What are they doing with them? They're not naming a baseball stadium, they're giving the money back to the employees, to the tune of over 600,000 dollars on average.

[nick-taylor]

I don't know how Royal Bank of Scotland works, but from what I can tell, American investment banks do hardly any kind of advertising at all. It doesn't appear that they need to, and I would be hard pressed to find an incentive to sponsor a direct rail link to JFK. Goldman Sachs just reported record profits. What are they doing with them? They're not naming a baseball stadium, they're giving the money back to the employees, to the tune of over 600,000 dollars on average.Well I doubt that RBS get much advertising from the train, especially when most of the time its travelling at 100mph which is I believe the average speed of the Acela Express.

Hence RBS views it more as a prestige thing to have, afterall what better image than to take people from the world's busiest international airport to the heart of London? That's two fingers up at HSBC, HBoS, Barclays, Lloyds, etc... who all vied for but lost out on bragging rights. Hence why I used Goldman Sachs, massive profits, but they could easily have put some aside for a 'Goldman Sachs Airport Express'.

BAA (the airport operator of the three largest London airports) paid for the trains, new track, new tunnelling, new signalling, new stations and any platform modifications. Why those in ownership of the New York airports don't reciprocate this is beyond me, especially when London has 3 already and other cities have other such services.

What makes it even more embarrassing for New York is that Heathrow even has a dedicated railway service (Heathrow Connect) that stops at local stations only for employees that work at the airport!


Heathrow Express - note that only the first and last coaches have RBS livery

http://img87.imageshack.us/img87/8697/332010passingroyaloak01uf9.jpg




Heathrow Connect - An exclusive airport train service solely for Heathrow airport employees

http://www.railfaneurope.net/pix/gb/electric/emu-ac/360/HeathrowConnect-360204-01.jpg




Gatwick Express - The world's first airport express service; note the front coach is for luggage - ie, you check in at London Victoria station and don't have the hassle of lugging your luggage onto the train, note that the train has a Continental Airlines livery. The Gatwick Express has existed since 1984: 22 years ago.

http://www.railfaneurope.net/pix/gb/electric/emu-dc/460/ai-gatex-jp.jpg

[Dynamicdezzy]

Like i've said in other threads... I will always support the idea of having the sunnyside yards converted into a mega station/terminal. The notion of having NJ transit, Amtrak, Long Island Rail Road, potentially Metro North and NYC Subway in a single location, makes it an ideal hub for all airports. If a similar JFK airtrain was built from the yards to Laguardia, all 3 major airports would be accessible from this single location. You would be able to travel to Newark via NJ transit and Amtrak. You would be able to travel to laguardia via airtrain. You would also travel to JFK via Lirr. Penn station, Grand Central and Port authority would be (and is) accessible from this location as well. Oh well....one can dream right?

[gradvmedusa]

I would propose a High Speed Ferry Service, connected directly to the terminals by an underground walkway from Jamica Bay - (It's only half a mile). Using a catamaran the trip should take about 45 minutes. It seems like the port authority looked into ferry service at one time http://www.panynj.gov/AboutthePortAuthority/PressCenter/PressReleases/PressRelease/index.php?id=568 but I don't know what happened to the idea.

[antinimby]

Like i've said in other threads... I will always support the idea of having the sunnyside yards converted into a mega station/terminal. The notion of having NJ transit, Amtrak, Long Island Rail Road, potentially Metro North and NYC Subway in a single location, makes it an ideal hub for all airports. If a similar JFK airtrain was built from the yards to Laguardia, all 3 major airports would be accessible from this single location. You would be able to travel to Newark via NJ transit and Amtrak. You would be able to travel to laguardia via airtrain. You would also travel to JFK via Lirr. Penn station, Grand Central and Port authority would be (and is) accessible from this location as well. Oh well....one can dream right?
Your idea makes too much sense, therefore it won't happen in this city.

[Rational Plan]

Well I doubt that RBS get much advertising from the train, especially when most of the time its travelling at 100mph which is I believe the average speed of the Acela Express.

Hence RBS views it more as a prestige thing to have, afterall what better image than to take people from the world's busiest international airport to the heart of London? That's two fingers up at HSBC, HBoS, Barclays, Lloyds, etc... who all vied for but lost out on bragging rights. Hence why I used Goldman Sachs, massive profits, but they could easily have put some aside for a 'Goldman Sachs Airport Express'.

BAA (the airport operator of the three largest London airports) paid for the trains, new track, new tunnelling, new signalling, new stations and any platform modifications. Why those in ownership of the New York airports don't reciprocate this is beyond me, especially when London has 3 already and other cities have other such services.

What makes it even more embarrassing for New York is that Heathrow even has a dedicated railway service (Heathrow Connect) that stops at local stations only for employees that work at the airport!


Heathrow Express - note that only the first and last coaches have RBS livery

http://img87.imageshack.us/img87/8697/332010passingroyaloak01uf9.jpg




Heathrow Connect - An exclusive airport train service solely for Heathrow airport employees

http://www.railfaneurope.net/pix/gb/electric/emu-ac/360/HeathrowConnect-360204-01.jpg




Gatwick Express - The world's first airport express service; note the front coach is for luggage - ie, you check in at London Victoria station and don't have the hassle of lugging your luggage onto the train, note that the train has a Continental Airlines livery. The Gatwick Express has existed since 1984: 22 years ago.

http://www.railfaneurope.net/pix/gb/electric/emu-dc/460/ai-gatex-jp.jpg



The Heathrow connect service is designed to encourage employees to use the train. The Connect service between Paddington and Hayes and Harlington is integrated into Londons zonal fare strucutures and so is quite heavily used on that section of the journey. Fares for accessing the airport are very high.

The tunnel between the main line and the airport was funded by the airport authority. This means that there are high access charges to use the tunnel which is reflected in the ticket price. The airport authority does offer cheap travel passes on local buses, and now the connect service, to all holders of the airport security pass. This has been part of a programme to encourage workers to switch to public transport and so reduce local air pollution and keep road congestion to acceptable levels.

In effect the only people who use the train to access the airport are employees no one else can afford it. The tube and busses are much cheaper and the express train to Paddington is not much more expensive and is 15 minutes faster. Recently they have announced fare cuts to encourage use, but they have not dropped that much.

Hopefully the airport authority will keep cutting the price, as I suspect that a lot of foreign travellers are not that price sensitve. Otherwise they would all catch the tube into London, plus the the airport express service manages to sell a lot of first class tickets for a 15 minute service.

Alternatively the Transport for London need to buy the tunnel off the airport authority so they can lower the access charges.

[TonyO]

Who woulda thought? Georgie actually tries to do something for NY. Amazing....

New life for JFK link
Bush proposes $2 billion to link airport, Lower Manhattan
by patrick arden / metro new york

> email this to a friend
FEB 2, 2007

LOWER MANHATTAN. President Bush wants to convert $2 billion in unused 9/11 tax credits to help build the long-proposed rail link between Lower Manhattan and JFK Airport.

Yesterday’s announcement was not a complete surprise: Bush had put the measure in last year’s budget, but it was killed by the Republican Congress. Its chances may be better this time with Democrats in control. Two of the link’s biggest boosters are Sen. Charles Schumer and Rep. Charles Rangel.

Slammed as a waste of money by transit advocates, the $7 billion rail link has never lost support from politicians and the downtown business community, which has lobbied hard for the express train service that would also connect Long Island and Queens to the tip of Manhattan. Schumer released a statement yesterday citing the need of downtown businesses to draw from “the labor pool in Long Island.”

Mayor Michael Bloomberg applauded the proposal, saying it would “spur job growth” and “ease crowding on subways.”

A feasibility study is being conducted by the Port Authority and the Metropolitan Transportation Authority, but there is no design or environmental study yet for the project, which would likely require digging a new tunnel under the East River.

While Gov. Eliot Spitzer supports the link, new MTA chief Elliott “Lee” Sander recently told Metro that Spitzer’s top goals remained East Side Access and the Second Avenue Subway. “If there’s a way to do it all, then no one will be happier than the governor,” Sander said. “But with our limited budget, we have to set priorities.”

MTA spokesman Sam Zambuto said the agency is still determining “the costs and the benefits of the project.”

“This isn’t final,” said Gene Russianoff of the Straphangers Campaign, a critic of the project. “It’s a proposal in a budget that’s going to get sliced and diced. When all the tough choices are made, Congress may not find the $2 billion.”

[JCMAN320]

That's great and hope it gets done but what about our PATH extension to EWR for Lower Manhattan, Jersey City and Newark. Cost less and a direct link to Lower Manhattan. Fair is fair D.C. and PANYNJ!

[MikeW]

The PA favors NJ too much as is. NYC's airports need a direct link to Manhattan more than NYC needs a link to Newark.


That's great and hope it gets done but what about our PATH extension to EWR for Lower Manhattan, Jersey City and Newark. Cost less and a direct link to Lower Manhattan. Fair is fair D.C. and PANYNJ!

[JCMAN320]

Well I can side with you on the PANYNJ favors NJ alot but I mean the PATH is a Port Authority entity and so is EWR. Just makes sense to link them up. Also get over the stigma with the who needs to go to Newark Airport crack.

[Dynamicdezzy]

Tell that to the NY politicians....

[MikeW]

I didn't read you post clearly enough, I though you were talking about a special line.

Buy, okay, I'd be down with a path extension to EWR.


Well I can side with you on the PANYNJ favors NJ alot but I mean the PATH is a Port Authority entity and so is EWR. Just makes sense to link them up. Also get over the stigma with the who needs to go to Newark Airport crack.

[NIMBYkiller]

The Port Authority completely blew it with JFK Airport. Airtrain is not compatible with ANY other form of transit we have out there. Hybrid cars will take some serious engineering skills to be not only compatible with both systems(Airtrain and LIRR) and FRA approved since LIRR is governed by the FRA. I think the only reasonable hope we have for fast transit to the airports from Manhattan is a ferry. There used to be a ferry to LaGuardia Marine Air Terminal, but for some reason, that shut down. Last I heard, there were talks of reopening the service very soon, as well as a service to JFK, but that was over 2 years ago.

At JFK, you can run a ferry into the basin near the Federal Circle station. At LGA, run it to the Marine Air Terminal like was done in the past.

LGA still has a chance, however, for rail service to Manhattan. The N/W was supposed to be extended to the airport, but the community fought against it, and rightfully so. If the MTA would go back a station or two, and sink the line from there, then there would be far less opposition to extending the line to the airport.

PANYNJ blew it with Newark also. They could sent PATH there, but no, they had to build that rediculous monorail. Now EVERYONE must transfer to get to the airport. To get to Jersey City, you need to make two transfers. So it's either a 3 seat train ride or a 1 seat bus ride, and no business traveler is taking the bus.

Going back to Airtrain, the only extension that I see making sense is from Jamaica to LaGuardia via Flushing or Shea Stadium(Port Washington LIRR line). From there, I would support an extension to Sunnyside. With LIRR planning the new station there as a part of East Side Access, it will tie in the subways at Queens Plaza and Queensboro Plaza with the LIRR as well as numerous buses. NJT definately could serve it if they built a platform at the tracks leading to the yard, but I don't see much use in that. Forget about Amtrak stopping there. They'll probably say they make enough stops in the NY area, which is true. The only difference about this one is that this has lots of other subway connections.

[Dynamicdezzy]

I apologize for the crappy pic. This is a draft of a regional map (that i poorly drew) of various rail links and airports and how they can work together to support its business districts. Not only that, but act as a means of getting to and around all 3 airports. While it might have been easier to combine some of these lines, I prefer to show them as individually:

http://img93.imageshack.us/img93/5589/mapus0.th.png (http://img93.imageshack.us/my.php?image=mapus0.png)

(I also apologize if i'm geographically incorrect of the exact location of each line)

The blue toned lines represent LIRR. The 1st line acts as a direct link from JFK to downtown BK and WTC. The 2nd line splits at Sunnyside yards, one going towards grand central and the 2nd to Penn. The 3rd line goes up the van wyck towards willets point. This would resolve a few problems. a) a direct link for Lirr users to shea b) a rail connection between 2 busy areas of queens (flushing and jamaica) c) a potential line for running the airtain to La guardia airport.

The purple toned colors represent a new staten island railway line. By using (reburbished) existing lines and a new tunnel between BK and SI, a direct link between the boroughs will be established. The existing Bay ridge line would be used to link SI. One branch would connect at atlantic ave and run off to downtown bk and WTC. The 2nd can run towards sunnyside yards and/or any of the 2 stations in manhattan.

The red toned lines represent Nj Transit and Amtrak. With a new tunnel, NJ transit lines can run from hoboken to WTC. I guess if path wanted to add capacity to lower manhattan, it can utilize a upper or lower level (f train and lirr for east side access as an example). Nj transit can also utilize the sunnyside yards as a terminus for some of its lines. Amtrak can have a stop as well or simply bypass.

The dark green lines represent metro north, extending the existing lines from the west side, down to WTC. <-- I know, I know.
It can also reroute a line through sunnyside yards.

With a new tunnel linking the airtrain to the wtc, would it be feasible to re route the G line to terminate at fulton? This should give the line additional passengers and make green point and Williamsburg more appealing and also connecting the line to the sunnyside yards. Sunnyside - DT BK - WTC.

There would also be an extension of the path train to Newark liberty.

There would also be a shuttle train or an additional line running from Jamaica down atlantic ave, down the bay ridge line and to coney island.

Last but not least an airtain link for la guardia, ending at sunnyside yards on one end and terminating at willets point at the other (with a connection to Lirr, 7 train and a new line to Jamaica and JFK)

I guess there should be a possible connection from SI to newark using the same existing line.

After taking the above into consideration, every single rail location on that map is accessible (Lower manhattan, downtown bk, SI, Jamaica, Flushing, Sunnyside, etc). The Heart of the whole thing would be the Sunnyside yards. all 3 airports are within reach (nj transit, lirr, airtain). Also, all other (above mentioned) major areas are also accessible from one another.

[ramvid01]

I apologize for the crappy pic. This is a draft of a regional map of various rail links and airports and how they can work together to support its business districts. Not only that, but act as a means of getting to and around all 3 airports. While it might have been easier to combine of these lines, I prefer to show them as individual lines:

http://img93.imageshack.us/img93/5589/mapus0.th.png (http://img93.imageshack.us/my.php?image=mapus0.png)



Quite an interesting and well thought out plan. Sadly like antinimby pointed out before, if its a good idea it won't happen in this town. :rolleyes:

[NIMBYkiller]

Great concept, but WAYYYYY too ambitious if u ask me. What is NEEDED and what would be nice are both VERY different. What is NEEDED, IMO, is:

1. PATH replacing the EWR monorail. That gives EWR direct access to Midtown Manhattan, Downtown Manhattan, Jersey City, and Pavonia/Newport.

2. Astoria line to LGA. That gives direct access to Midtown Manhattan, Downtown Manhattan, and Downtown Brooklyn

3. Airtrain extended from Jamaica, up to LGA with a stop at either Flushing or Shea Stadium(if not at Flushing, then also have a spur that goes to Flushing from JFK), then over to the planned Sunnyside station. After that, IF the 59th St bridge can still handle the weight of light rail vehicles or w/e, then send it over the bridge and into the abandonned trolley terminal under the Manhattan foot of the bridge. This provides direct service between the two airports in Queens, as well as numerous connections.

A lot of the ideas you have wont work simply b/c of compatability and FRA issues. Let's take them one at a time. First, JFK to downtown. That would've been possible before Airtrain got built, but not anymore, atleast not with the current system and cars. It would take lots of new construction of the Airtrain infrastructure, new hybrid cars, as well as construction of a new tunnel to downtown Manhattan. Also, is there even space for enough trains to make this service useful without taking away from commuter operations?

JFK to NYP and GCT. Again, the same issues as above with incompatability requiring new hybrid cars, as well as reconstruction of airtrain. AND, NYP has NO MORE space for any more service what so ever. GCT will not as LIRR is going to fill that up completely as soon as it is built. Again, it would've been possible if the subway was sent to JFK, but the MTA didn't act on the opportunity they had and royally screwed everyone.

The third line is the only one that's possible, but not as LIRR. It'd have to be as an Airtrain extension.

As far as a new SI service is concerned, there has been a lot of talk of rebuilding the North Shore Line. I'm hoping it gets done, and is heavy rail like the other SIR line and not light rail, but that's just how I feel. Orginally, I was pushing for it to potentially be the start of a new line off Long Island to Philly and where ever b/c the new Cross Harbor Tunnel was supposed to be built going there, but they decided that going from Brooklyn to Jersey City would be cheaper. So a tunnel isn't getting built. Also, I hope you're not just stopping trains on the west shore line, because there is NOTHING there. In fact, there is not much to attract riders beyond Arlington. The only thing I can see is maybe extending it to Eltingville Transit Center.

Also, running to Midtown Manhattan, Downtown Manhattan, and Downtown Brooklyn via the Bay Ridge is NOT going to get a single soul. Do you really expect people to ride from SI, halfway into Brooklyn, then back across Brooklyn to Manhattan? If you want a direct rail line from SI to Manhattan, then send the R under the Narrows like it was originally supposed to do. I still think that'd be just as slow as the crappy express buses. I think the best solution for SI is a ferry system stopping all around the island, not just at St George.

NJT to downtown is a wonderful idea, one that I've been advocating for a long time. I think though, that it should be via a new tunnel under Jersey City, with a stop there, then to downtown. That way, NJT will now have THREE terminals and it also creates a new service area. Amtrak, while it would be nice if they made Sunnyside, I doubt will stop there. The only way to convince them that I can see is saying that Sunnyside is like the Newark of Queens transit wise.

Metro North. Most of the ideas you've got are good. Right now, the big problem is capacity at Penn Station(NYP). Right now, Metro North can not get in there. If LIRR ends up not refilling the spaces opened at NYP b/c of ESA, then MAYBE, just MAYBE, Metro North can operate to NYP. That is all ultimately up to Amtrak since they own the station. If things work in MNs favor, I'd like to see the New Haven line send some trains to NYP via Hell Gate(and sunnyside) as well as some Hudson trains via the Empire Connection(the Amtrak line on the west side). Unfortunately, going downtown is practically impossible. You'd have to build an entirely new line down the west side.

The G train needs to remain as is. First of all, how would a new tunnel for LIRR to downtown help the G get to downtown? Subways can't run on LIRR tracks. Those days are long gone with the advent of FRA regulations, and the subway being an FTA goverened system. Also, some people have been pushing for the G to be extended to Church Av so that there can be F express service. Williamsburg and Greenpoint are already plenty attractive. Greenpoint has the L and G. Williamsburg has the J/Z/M. If more service closer to the shore line is needed, than start a ferry service. The river is there, USE IT.

Jamaica to Coney Island, once again, those days are long over. LIRR gave up their ROW to the area long ago, and again, LIRR trains can not operate on subway tracks. Also, the days of street running in the city, unfortunately, are long gone as well. And the tracks in McDonald Av were ripped up about 2 years ago anyway.

You're Sunnsyide-LGA-Willets Point line would be solved by extending Airtrain to Sunnyside via Willets Point and LGA. Also, LIRR only stops at Shea Stadium on game days. Maybe that can change though. Still, I think another branch going to Flushing would be much better only because there are so many bus connections at Flushing, most of which can NOT be sent over to Willets Point.

SI to Newark. That'd be nice. I'd say have it as part of the service running to St George via the North Shore Line. After that though, I'm clueless as to where it should go. If it's light rail, then I guess it could connect to the new Newark Light Rail line to Broad St station.

I think you're looking for too many one seat rides for the city. Not too many people really want to go from SI to Brooklyn, unless its downtown Brooklyn.

Some other things I'd like to see as far as airports are concerned:
1. Stewart Airport rail link service from Stewart directly to Manhattan via the new downtown Manhattan tunnel.
2. A light rail line from Westchester County Airport to downtown Westchester.
3. An LIRR extension to MacArthur Airport.
4. For JFK and LGA, the best bet for a one seat ride to Manhattan is a ferry. Run one from Federal Circle(JFK) to Manhattan, and one from the Marine Air Terminal(LGA) to Manhattan.

[Dynamicdezzy]

Thanks for the raping of my idea nimby! No, I'm joking. You're right with you're points and I agree with most of them. I re-did the map, i'll have to post it later. It takes what you said into consideration. I will point out 2 things though. It could be that I did not explain myself well enough. 1) The G train. When asked of the Lirr - lower manhattan link, Gov Spitzer said he would only back it if there was a lower level added to connect this tunnel to the 2nd ave subway. By doing this, you would be able to bring the T train to BK and potentially queens. I was merely stating that if the G train would use these tracks (not the lirr tracks) to run into lower manhattan. I just figured Williamsburg and Greenpoint would want a connection there as well. (and it adds to my point!----mainly) Thats why I used the east side access as an example. The f train runs on one level while the Lirr would run on the lower one (?) 2) I know I over did it with the coney island link. I just figured a direct link from sunnyside and/or jamaica would be needed to draw ppl there (considering that it's entertainment district will be growing) So, yeah. that's mainly it! And my point really was to have a network of one seat rides between the airports and the business districts.

[NIMBYkiller]

I'd love to see more service to Coney Island. Everything I read tells me the place is going to rise again. Still, unless you want trains running down the middle of McDonald Av, I doubt you're going to see anything more going to Coney Island.

I was hoping that you were going with the double stack new tunnel for the LIRR/subway to downtown. That is my favorite idea as well, and quite frankly, the only halfway realistic choice of the build options. Still, I think that Greenpoint and Williamsburg would do well with [better] ferry service

[Dynamicdezzy]

http://img150.imageshack.us/img150/5492/modifiedzc6.th.png (http://img150.imageshack.us/my.php?image=modifiedzc6.png)

Here it is. One fault. I didn't bother to see where a line would spur off to coney. The one there I guess will act as an interim. I drew 3 lines in form of jamaica-flushing-laguardia/sunnyside-Manhattan. I have an airtrain line from jamaica to flushing and then stopping at Laguardia and continuing towards Grand Central and Moynihan/Penn (as one line). And then I have 2 lines as an alternative. One line would act as a connection between flushing and jamaica and really as a shuttle between the 2 lirr lines. This would solve the problem that was brought up by LI Met fans wanting to travel there by rail as opposed by car. The 2nd line would be a stand alone airtrain link.

[jarod213]

What about a MagLev in a tunnel to JFK? Like the maglev that is wildly popular from the Shanghai airport to downtown... These trains travel at almost 300 mph, making a trip from Lower Manhattan to JFK last about 3 to 5 minutes. Tell me that wouldn't be incredible? Although, it would definitely cost billions. Or again, like someone said before, a train like the Heathrow Express; it definitely beats the tube from Heathrow!

[STT757]

You don't put Maglevs or Monorails through tunnels, the tunnels would need have clearances three times more than standard trains which make them prohibitively expensive.

Besides why spend all that money for a three hundred mile per hour train to JFK, better to invest the money in increasing speeds on existing Northeast corridor tracks to Boston, Albany and Washington D.C..

That way you could reduce congestion at the airports.

If the train trip from NY Penn to Boston was 2 hours and NY Penn to Washington D.C. and hour and forty five minutes you could make the Air Shuttles redundant and obsolete, thus freeing up valuable takeoff and landing slots at those really congested airports.

[jarod213]

This is true, but, apparently the maglev pilot program from Baltimore to D.C., which was to kick off NEC maglev service in the future, is dead. There were multiple options for a U.S. maglev pilot program through Transrapid International...Baltimore - D.C. was one, I think the other was Pittsburgh to its airport. I'm not sure where these projects are going, but I heard the Baltimore one was dead.

[ablarc]

A Baltimore-Washington Maglev would cement Baltimore's role as a big Washington bedroom community. There would have to be a stop at BWI.

Hope they revive this.

[jarod213]

Yeah, that's the plan...baltimore train station to BWI to union station; but, I'm pretty sure it's dead, ugh

[ablarc]

that's the plan...baltimore train station to BWI to union station
With a dedicted ROW, maglev should perhaps go to Camden Yards instead of Baltimore's Union Station; light rail is right there, and it would cut a few slowish miles out of the trip.

[ablarc]

London has managed to incorporate current track, with additional track, with brand new route at not one, not two, but three airports. If business heads and especially Bloomberg looked at how its been done in London (it was the first city to start an airport express service) and has been copied elsewhere in the world then they'd realise that they could easily fit these services in.
There are airport trains and there are airport trains.

The Gatwick Express is so lightning-fast, almost non-stop, frequent, reliable, convenient and affordable that you'd take it even if taxis could match its fare.

The one-seat trains in the U.S. --Chicago, Philadelphia-- offer bumbling rides through residential districts with frequent stops and depressing surroundings. They take forever and there's no glitz whatever. You take these trains if you're feeling poor, and the experience confirms your poverty.

Two-seat systems such as JFK, EWR and SFO are also slow, dispiriting and even more inconvenient for travelers with luggage; you have to change trains and ride escalators (sometimes out of order) after a long, hard flight. Any wonder they don't capture much of the market?

Why don't we learn from the British example and stop wasting money on half-measures?

Just get the job done and stop futzing around.

[JD]

Every single word of what you just wrote is dead on, ablarc.

NYC, the self-proclaimed "capital of the universe," offers a welcome mat to visitors that is decidedly third-world.

Sad? Yeup. But if there's going to be progress there has to be an admission of these shortcomings. It's maddening to see the Port Authority tout its silly tram to...Jamaica. Jamaica?!

[ryan]

Speed on the Boston-NYC corridor is limited by the rails Amtrak shares with Metro North through Connecticut. Acela already has to slow down so it doesn't injure people on the many commuter platforms it passes. Another rail line through Fairfield county - some of the world's most valuable real estate - is unlikely.

[jarod213]

Injure people??? In England, the trains from London-Euston station out to Windsor zoom by the platforms at top speed. Everyone covers their ears because it's so loud... America has an issue with high speed trains; we'd rather sit in traffic in our cars!

[ryan]

France too - I stood much too close to a high-speed train there once. It's not like waiting for the metro north.

There are a lot of infrastructure details slowing Acela down, but the injuries are what local media in CT hype all the time. It's probably not a valid concern, but it's the idea that's out there. People in Connecticut are politically empowered and don't care to cater to either Boston or New York - Acela doesn't help them. They have great commuter trains though...

[antinimby]

Why don't we learn from the British example and stop wasting money on half-measures?And don't forget that the half-measures here don't come cheap either.

The half-measures here probably cost more than full measures elsewhere and also take longer to build.

[lofter1]

... People in Connecticut are politically empowered and don't care to cater to either Boston or New York - Acela doesn't help them. They have great commuter trains though...

Have you ever suffered through the train ride from NYC to Hartford?

[pianoman11686]

The one-seat trains in the U.S. --Chicago, Philadelphia-- offer bumbling rides through residential districts with frequent stops and depressing surroundings. They take forever and there's no glitz whatever. You take these trains if you're feeling poor, and the experience confirms your poverty.

I know exactly what you mean, having recently taken a SEPTA from Philly's airport into downtown, then hopping on Amtrak to get back home.

The ongoing problem - which seems to be so ingeniously and painlessly solved in other countries - is indicative of a larger problem in our national transportation culture. It is still way too road-centered to give hope for short-term, widescale changes, even though it seems to have reversed the trend recently.

[nick-taylor]

Speed on the Boston-NYC corridor is limited by the rails Amtrak shares with Metro North through Connecticut. Acela already has to slow down so it doesn't injure people on the many commuter platforms it passes. Another rail line through Fairfield county - some of the world's most valuable real estate - is unlikely.Each day I take a train from Bishop's Stortford southbound towards London, change at Broxbourne to go northwards to another station on another line.

I usually have a 10min wait at Broxbourne, during which the Stansted Express always roars past: so fast that the plastic waiting room windows buckle under the force created by the speed of the train. I once lost my FT when I wasn't paying attention!

I think the restrictions are more down to the age and capacity of the track, signalling, caternary supports, and the Soviet Battle Train itself.


And those new to the Heathrow Express:
Part 1 of 2: http://www.youtube.com/watch?v=YNWIH0v9hXw
Part 2 of 2: http://www.youtube.com/watch?v=I3Es6VcWAEY&mode=related&search=

[ryan]

Have you ever suffered through the train ride from NYC to Hartford?

No - aside from the Wadsworth Atheneum, I didn't find much to take me to Hartford. And I had a car - though I took the shoreline more than once...

[NIMBYkiller]

The Springfield shuttle(the one that makes Hartford) is absolutely rediculous! Unfortunately, Amtrak is doing all that it can with the situation they've been placed in by this country.

You guys whining about how depressing the ride is into the airports in Philly in Chicago is pathetic though. You have you're one seat ride, but now you want it to be express and scenic? That's getting too picky. I would've settled for a 4th branch of the A train into JFK.

And BTW, even Greyhound ALREADY makes the flights from NYC to Boston and DC redundant. You don't need to boost the speed. The flight is around an hour. So when looking strictly at flying vs train, yes, flying is faster. But you need to factor in the fact that it takes atleast 30 minutes to get to LaGuardia from downtown, plus a 2 hour wait for security/boarding/whatever other crap they feel like putting you through that day. Then you still have to get from the airport at your destination to where ever your final destination is. Yet, the train is already in the downtown area, where most of these business travelers are headed, do not require 2 hour waits(they ask for you to arrive one hour early(as does Greyhound), but I've gotten there 10 minutes before departure and was fine. Then you have a 3 hr train ride to the downtown of your destination city, or possibly even the small town of your suburban office or home. So yeah, the shuttle flights are already obsolete, but hey, I'm all for enhanced rail service so why not.

[joekinde]

France too - I stood much too close to a high-speed train there once. It's not like waiting for the metro north.

There are a lot of infrastructure details slowing Acela down, but the injuries are what local media in CT hype all the time. It's probably not a valid concern, but it's the idea that's out there. People in Connecticut are politically empowered and don't care to cater to either Boston or New York - Acela doesn't help them. They have great commuter trains though...

The primary reason why the Acela trains cannot go fast is due to the ineptitude of Washington. Instead of using the off-the-shelf train system, as used for the French TGV, the heads of Amtrak declared them unsafe. (To me the TGV seems pretty safe). So Bombardier/Alston had to design a whole new train system, that is heavier, "safer," and far more costly. The heavier design made it so the trains could not take curves well, and they would collide with the opposing direction trains. So they had to limit the maximum speed. As an aside, the heavier weight of the trains also caused the cracks in the braking system, which knocked the trains out of service last year.

In all, it's a shame that we couldn't just use the system that has already been working for a generation, which would have increased the speed and cost less, but been "less safe." (supposedly)

[TonyO]

^ The Acela trains are heavier due to federal government rulings, because they share tracks with other trains (freight, I presume). In the event of a crash with another train, a heavier train was deemed safer.

They are, however, able to go their top speeds and can use a special "leaning" system for curves. Where they are not able to go top speeds (a good portion of the NE corridor unfortunately) is because of local and state government ineptitude more than federal.

In Connecticut for example, there are many crossings that need to be replaced with bridges so that the trains can go faster.

[ablarc]

^ Reasons, reasons ...



(Excuses, excuses ... )

[Eugenious]

^ Reasons, reasons ...



(Excuses, excuses ... )

I guarantee you with the next President and congress being pro-environment and anti big oil the funding for next generation of rail transport is almost guaranteed. There is no way they are going to build more highways, so they will have to improve the transport capacity through out the country.

Just like freight rail has became hot again with Warren Buffet and Carl Icahn buying stakes in Union Pacific, Norfolk Southern, and Burlington Northern Santa Fe. Passenger rail is bound for a come back especially as driving and flying becomes more and more expensive.

By 2020 we will be building high speed rail on both coasts if not the whole country. It just cant come soon enough.

[BPC]

Why do you assume our politicians will all of a sudden become logical and sensible??

[Eugenious]

Why do you assume our politicians will all of a sudden become logical and sensible??

The melting of the south pole and increasing number of natural disasters should do it.
:)

[antinimby]

GOPer: WTC train will go 'nowhere'


BY JAMES GORDON MEEK
DAILY NEWS WASHINGTON BUREAU
Wednesday, April 30th 2008 (http://www.nydailynews.com/ny_local/2008/04/30/2008-04-30_goper_wtc_train_will_go_nowhere.html), 4:00 AM

WASHINGTON - New York officials were outraged Tuesday when a Republican lawmaker compared a planned rail line to the Ground Zero vicinity with pointless pork-barrel projects, calling it a "train to nowhere."

Sen. Chuck Schumer (D-N.Y.) had attached nearly $2 billion to a transportation bill to extend the existing AirTrain between JFK Airport and Jamaica, Queens, to lower Manhattan.

But Sen. Judd Gregg of New Hampshire, the top Republican on the Senate Budget Committee, complained on the chamber floor that New Yorkers were trying to fleece taxpayers.

"They have decided to raid the federal treasury for the purposes of building this, this train to nowhere," Gregg told fellow senators.

An incensed Schumer insisted Ground Zero is hallowed ground, not a dead-end destination, and that the cash is the "last part of the $20 billion that President Bush promised to New York after 9/11" to rebuild the devastated city.

"It was always intended for transportation projects around lower Manhattan," Schumer said. "It is blasphemy to New Yorkers and all Americans to exploit the sanctity of Ground Zero to score a cheap political point."

Gregg's portrayed the effort as a "train to nowhere" was an allusion tohis Republican colleague Sen. Ted Stevens's infamous "bridge to nowhere" - a $223 million project to connect a tiny Alaskan island to the mainland.

"This 'nowhere' of lower Manhattan is also the heart of American and world finance," said Mayor Bloomberg's spokesman, Stu Loeser. "The senator might not remember what happened there seven years ago and what happens there every day, but the rest of us cannot forget."

One of Gregg's top aides insisted the senator wasn't trying to sting New York's 9/11 victims, but to point to a questionable project.

The $2 billion has been requested each year by the White House as part of President Bush's annual budget requests to fulfill the $20 billion commitment.

Many transit officials in New York have never warmed up to the plan Schumer advocates, saying it's a train that would benefit few commuters, given the enormous costs. Yet the officials say they can't afford to lose that funding. They need the cash to improve access to lower Manhattan.

© Copyright 2008 NYDailyNews.com

[Dynamicdezzy]

It should only be built if it includes lower tunnels for a 2nd avenue line extension (sorta like the 63rd st tunnel had the bottom tunnels available for the east side access). Having a direct connection to JFK, LIRR and a leg for the 2nd avenue subway line, it wouldn't make any sense not to do it.

[ablarc]

AirTrain is high-speed?

[antinimby]

Not surprising that New York-hating senator is from New Hampshire, which together with Massachusetts has a lot of anti-NY sentiments.

Somehow it's all right to blow $15+ BILLION of taxpayer money on the Big Dig in Boston, which is only for cars but when it comes to rail and mass transit improvements, it's not.

What a douchebag.

[antinimby]

Senate sidetracks $2B for a rail link to Kennedy Airport


By Richard Sisk
DAILY NEWS WASHINGTON BUREAU
Wednesday, May 7th 2008 (http://www.nydailynews.com/news/2008/05/07/2008-05-07_senate_sidetracks_2b_for_a_rail_link_to_.html), 4:00 AM

WASHINGTON - The last $2 billion in 9/11 federal recovery money for New York City was put on hold Tuesday in a Senate meltdown over rules and election year politics.

Democrats failed to muster the 60 votes needed to break the GOP's roadblock on a bill to fund the Federal Aviation Administration, to which New York's $2 billion was attached.

Senators from both parties later traded charges of stalling on the FAA bill to provide grist for campaign ads in November.

The bill's failure dimmed prospects for the city this year receiving any of the $2 billion, which was slated for a Kennedy Airport rail link, but Sen. Chuck Schumer (D-N.Y.) said he would try to attach the $2 billion to another bill.

"We will keep working to deliver this funding to New York," Schumer said.

© Copyright 2008 NYDailyNews.com

[futurecity]

I believe, for a world city like NY, a one-stop rapid rail link from its primary business airport (JFK) is a high priority and should not be a proposal left rotting away like it has been thus far..

In order to maintain its status as a financial center, and to allow ease of acess without trafic tie-ups, it is a vital investment for not only practical reasons, but for honor and prestige as well.

There are plenty of ways which it could be done, and its ridiculous that something like this isn't seen as a priority for the future status of NY as a world financial center.

The air trian was a mistake, and now they have made it more complicated to have rail to JFK that doesn't require transfers. The best way would have been to run new LIRR tracks under JFK on a spur... now even if they do a new tunnell on the E. river, it will require mickey mouse transfer from Jamaica to get to Lower Manhattan.:rolleyes:

[Alonzo-ny]

Im pretty sure there is an existing thread for this.

[ZippyTheChimp]

Yes there is. I'll find it and merge the two.

[Derek2k3]

Whatever happened to high speed ferry service to JFK? I'm sure visitors would enjoy the ride past Coney Island, under the Verazzano, past the SOL to the Wall Street or WFC Ferry Terminals. Only problem is the time it takes I guess.

[stache]

Plus winter would be blegh. :(

[meesalikeu]

There are airport trains and there are airport trains.

The Gatwick Express is so lightning-fast, almost non-stop, frequent, reliable, convenient and affordable that you'd take it even if taxis could match its fare.

The one-seat trains in the U.S. --Chicago, Philadelphia-- offer bumbling rides through residential districts with frequent stops and depressing surroundings. They take forever and there's no glitz whatever. You take these trains if you're feeling poor, and the experience confirms your poverty.

Two-seat systems such as JFK, EWR and SFO are also slow, dispiriting and even more inconvenient for travelers with luggage; you have to change trains and ride escalators (sometimes out of order) after a long, hard flight. Any wonder they don't capture much of the market?

Why don't we learn from the British example and stop wasting money on half-measures?

Just get the job done and stop futzing around.



I know exactly what you mean, having recently taken a SEPTA from Philly's airport into downtown, then hopping on Amtrak to get back home.

The ongoing problem - which seems to be so ingeniously and painlessly solved in other countries - is indicative of a larger problem in our national transportation culture. It is still way too road-centered to give hope for short-term, widescale changes, even though it seems to have reversed the trend recently.

helllllo clevvvveland!? the clev is in this game too, in fact for the record it has the very first 'train to the plane' as well as the very first commercial airport. yeah there are frequent stops along the way on 'the rapid' and yeah for sure the trip isn't pretty there either (expect for a tiny but stunning stretch right before you get into downtown from the airport), but i'll take a one seat ride over an aggravating two seat ride anyday -- i just think one seat is key for any airport public transit trip.

i would love it if the airtrain could come into downtown manhattan, but you never hear about this plan anymore, it just seems very unlikely. hopefully schumer can get it revived?

btw cle has also had a rapid train to burke lakefront airport, kind of its version of teterboro, since the mid-80's. amtrak is right by that one too.

[stache]

San Francisco has a train (BART) that goes very close to the airport, then I think you transfer to a shuttle.

[Jeffreyny]

wasn't the plan for a rail link to the airports from lower Manhattan completely scrapped?

[ramvid01]

^^ There is still 2 billion left from the liberty bonds and Schumer mostly has tried since the dawn of the liberty bonds to get them to be used on this connection.

So until it's wasted on something else (maybe prop up construction at WTC) or expires (not sure if this one has an expiration date) then we will have this discussion.

[STT757]

San Francisco has a train (BART) that goes very close to the airport, then I think you transfer to a shuttle.

It enters the airport, but you transfer to another train that goes around the terminals. Kind of like EWR.

[STT757]

^^ There is still 2 billion left from the liberty bonds and Schumer mostly has tried since the dawn of the liberty bonds to get them to be used on this connection.

Take $500 Million of that and build the PATH extension to EWR, take the remaining $1.5 Billion and put it towards the second segment of the Second Ave Subway.

[meesalikeu]

Take $500 Million of that and build the PATH extension to EWR, take the remaining $1.5 Billion and put it towards the second segment of the Second Ave Subway.

yes -- bravo!!!!!