Staff Summary I Metropolitan Transportation Authority
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Chapter 1: Project Purpose and Need
Chapter 1: Project Purpose and Need A. INTRODUCTION This chapter presents the need for the proposed Manhattan East Side Transit Alternatives (MESA) project. Existing deficiencies in providing transit service on the East Side of Manhattan are summarized, based on the project’s Interim Report No. 1, Draft Inventory and Review of Current Operational and Service Issues (July 1996), and subsequent assessment of current and future conditions. The identification of problems has been a major factor in determining the project’s goals and objectives, also detailed below, which themselves form the basis for the evaluation of alternatives (see discussion in Chapter 2). This chapter also describes other major investment studies and planning programs that affect the proposed action and its goals, and dis- cusses the review and approval processes. B. PROJECT IDENTIFICATION/LOCATION The Federal Transit Administration (FTA) and the Metropolitan Transportation Authority (MTA), in cooperation with MTA New York City Transit Authority (NYCT),* are undertaking a Major Investment Study (MIS) to consider options for improving transit access and mobility on Manhattan’s East Side. As shown in Figure 1-1, the alternatives would provide service to an area including Lower Manhattan, the Lower East Side, East Midtown, the Upper East Side, and East Harlem. A secondary area, just west of the primary area south of 59th Street, has also been considered in this MIS. The primary project area contains a variety of land uses, encompassing the dense commercial districts of -
National Conference on Mass. Transit Crime and Vandali.Sm Compendium of Proceedings
If you have issues viewing or accessing this file contact us at NCJRS.gov. n co--~P7 National Conference on Mass. Transit Crime and Vandali.sm Compendium of Proceedings Conducted by T~he New York State Senate Committee on Transportation October 20-24, 1980 rtment SENATOR JOHN D. CAEMMERER, CHAIRMAN )ortation Honorable MacNeil Mitchell, Project Director i/lass )rtation ~tration ansportation ~t The National Conference on Mass Transit Crime and Vandalism and the publication of this Compendium of the Proceedings of the Conference were made possible by a grant from the United States Department of Transportation, Urban Mass Transportation Administration, Office of Transportation Management. Grateful acknowledgement is extended to Dr. Brian J. Cudahy and Mr. Marvin Futrell of that agency for their constructive services with respect to the funding of this grant. Gratitude is extended to the New York State Senate for assistance provided through the cooperation of the Honorable Warren M. Anderson, Senate Majority Leader; Dr. Roger C. Thompson, Secretary of the Senate; Dr. Stephen F. Sloan, Director of the Senate Research Service. Also our appreciation goes to Dr. Leonard M. Cutler, Senate Grants Officer and Liaison to the Steering Committee. Acknowledgement is made to the members of the Steering Committee and the Reso- lutions Committee, whose diligent efforts and assistance were most instrumental in making the Conference a success. Particular thanks and appreciation goes to Bert'J. Cunningham, Director of Public Affairs for the Senate Committee on Transportation, for his work in publicizing the Conference and preparing the photographic pages included in the Compendium. Special appreciation for the preparation of this document is extended to the Program Coordinators for the Conference, Carey S. -
The Case of the Second Avenue Subway Performing Organization: the City College of New York, CUNY
front cover page.ai 1 8/20/2014 9:55:30 AM University Transportation Research Center - Region 2 Final Report The Politics of Large Infrastructure Investment Decision-Making: The Case of the Second Avenue Subway Performing Organization: The City College of New York, CUNY November 2013 Sponsor: University Transportation Research Center - Region 2 University Transportation Research Center - Region 2 UTRC-RF Project No: 49111-16-23 The Region 2 University Transportation Research Center (UTRC) is one of ten original University Transportation Centers established in 1987 by the U.S. Congress. These Centers were established Project Date: November 2013 with the recognition that transportation plays a key role in the nation's economy and the quality of life of its citizens. University faculty members provide a critical link in resolving our national and regional transportation problems while training the professionals who address our transpor- Project Title: The Politics of Large Infrastructure Invest- tation systems and their customers on a daily basis. ment Decision-Making: The Case of the Second Avenue Subway The UTRC was established in order to support research, education and the transfer of technology in the ield of transportation. The theme of the Center is "Planning and Managing Regional Project’s Website: Transportation Systems in a Changing World." Presently, under the direction of Dr. Camille Kamga, http://www.utrc2.org/research/projects/transportation- the UTRC represents USDOT Region II, including New York, New Jersey, Puerto Rico and the U.S. Virgin Islands. Functioning as a consortium of twelve major Universities throughout the region, mega-project-case-ny-2nd-ave-subway UTRC is located at the CUNY Institute for Transportation Systems at The City College of New York, the lead institution of the consortium. -
Appendix D.3 Scoping Report
PUBLIC COMMENTS PC00001 LGA Comments <[email protected]> LaGuardia Airport Access Improvement Project Denise Crockett <[email protected]> Thu, May 9, 2019 at 10:44 PM To: "[email protected]" <[email protected]> Dear Mr Andrew Brooks: Thank you for the opportunity to comment on the LaGuardia Airport Access Improvement Project. As a long term resident of Jamaica, NY, residing along the Grand Central Parkway, I do believe that there is a great need for these proposed improvements. Connecting the LaGuardia Airport to the LIRR and NYCT No. 7 Line is a great idea, but it does not go far enough! Both of these proposed connections are Manhattan centric, that is supporting more ridership between the Airport and the City. This does absolutely nothing to relieve or ease local traffic congestion we experience in Queens on the Long Island Expressway and the Grand Central Parkway with inbound and outbound Long Island traffic. It also does not reduce heavy traffic congestion on the Van Wyck Expressway between JKF and LaGuardia. It would be helpful if the proposed plan included plans to extend the Airtrain light rail service Train which ends at the Jamaica LIRR Station to LaGuardia Airport with a stop at the NYCT No 7 Line. Having lived here for over 40 years and having travelled extensively on business out of both airports, I believe that extending the Airtrain from the Jamaica Station to LaGuardia Airport would be a tremendous improvement and provide many more benefits for the greater NYC area. People traveling from Long Island -
The Politics of Transportation Megaprojects
City University of New York (CUNY) CUNY Academic Works All Dissertations, Theses, and Capstone Projects Dissertations, Theses, and Capstone Projects 10-2014 The Politics of Transportation Megaprojects Patrizia Christa Nobbe Graduate Center, City University of New York How does access to this work benefit ou?y Let us know! More information about this work at: https://academicworks.cuny.edu/gc_etds/370 Discover additional works at: https://academicworks.cuny.edu This work is made publicly available by the City University of New York (CUNY). Contact: [email protected] THE POLITICS OF TRANSPORTATION MEGAPROJECTS by PATRIZIA NOBBE A dissertation submitted to the Graduate Faculty in Political Science in partial fulfillment of the requirements for the degree of Doctor of Philosophy, The City University of New York 2014 ii © 2014 PATRIZIA NOBBE All Rights Reserved ii iii This manuscript has been read and accepted for the Graduate Faculty in Political Science in satisfaction of the dissertation requirement for the degree of Doctor of Philosophy. Professor Christa Altenstetter ______________________ ______________________________________________________ Date Chair of Examining Committee Professor Alyson Cole _______________________ _______________________________________________________ Date Executive Officer Professor Christa Altenstetter Professor Alyson Cole Professor Joe Rollins Professor Joseph Berechman ___________________________________ Supervisory Committee iii iv Abstract "The Politics of Transportation Megaprojects" by Patrizia Nobbe Adviser: Professor Christa Altenstetter Large infrastructure investment decisions, especially for mega-projects defined as costing more than one billion U.S. dollars, are largely based on complex, unclear and non-transparent decision criteria. The project’s specific context and a variety of actors and interests add to the complexity of the decision processes. All projects deviate, to a certain degree from a “rational” decision-making process, are politically motivated and subject to multiple interests. -
C.1.V. Provisions for Pedestrians and Bicyclists
Final Environmental Impact Statement Section II.C C.1.v. Provisions for Pedestrians and Bicyclists Provisions for pedestrians and bicyclists within the project area are limited to at-grade streets and sidewalks within the industrial areas of Brooklyn and Queens on both sides of Newtown Creek and the Brooklyn residential neighborhoods of Greenpoint and East Williamsburg. Based on review of the New York City Bicycle Map, 56th Road and Review Avenue are the only designated routes in the vicinity of the bridge and are recommended as areas where sufficient street width for bicyclists is available and where vehicular traffic is light. Pedestrian and bicycle access across the bridge is not provided, and therefore persons crossing Newtown Creek must use the Greenpoint Avenue Bridge located approximately 1.2 km (0.75 mi) northwest of the Kosciuszko Bridge or the Grand Avenue Bridge located approximately 2.1 km (1.3 mi) southeast of the Kosciuszko Bridge. In Brooklyn, Meeker Avenue, Thomas Street, Cherry Street and Anthony Street provide at- grade pedestrian access via sidewalks parallel to the bridge. Access beneath the bridge is provided at Kingsland Avenue, Morgan Avenue, Vandervoort Avenue, Varick Avenue, Stewart Avenue, Gardner Avenue and Scott Avenue. Sidewalk pedestrian ramps are only found at the Meeker Avenue/Varick Avenue intersection and the Meeker Avenue/Stewart Avenue intersection. However, due to poor sidewalk conditions and/or lack of sidewalks at certain locations, handicapped accessibility is very limited parallel to and underneath the bridge. In Queens, 43rd Street and Laurel Hill Boulevard provide at-grade pedestrian access via sidewalks parallel to the bridge between the LIE and 56th Road. -
THE PLAZA PARK Bringing Long Island City to New Heights
THE PLAZA PARK Bringing Long Island City To New Heights BRIXTON MANOR CONFIDENTIAL OFFERING MEMORANDUM This Offering Memorandum has been prepared by Brixton Manor use by a limited number of parties and has been obtained from sources believed reliable. While we do not doubt its accuracy, we have not verified it, and make no guarantee, warranty or representation about it. It is your responsibility to confirm, independently, its accuracy and completeness. All projections have been developed by Brixton Manor, Owner and designated sources, are based upon assumptions relating to the general economy, competition, and other factors beyond the control of Owner, and therefore are subject to variation. No representation is made by Brixton Manor or Owner as to the accuracy or completeness of the information contained herein, and nothing contained herein is or shall be relied on as a promise or representation as to the future performance of the property. Although the information contained herein is believed to be correct, Owner and its employees disclaim any responsibility for inaccuracies and expect prospective purchasers to exercise independent due diligence in verifying all such information. Further, Brixton Manor, Owner and its employees disclaim any and all liability for representations and warranties, expressed and implied, contained in, or for omissions from, the Offering Memorandum or any other written or oral communication transmitted or made available to the recipient. The Offering Memorandum does not constitute a representation that there has been no change in the business or affairs of the property or Owner since the date of preparation of the Offering Memorandum. Analysis and verification of the information contained in the Offering Memorandum is solely the responsibility of the prospective purchaser. -
Metropolitan Transportation Authority Requests to Reallocate FTA
Metropolitan Transportation Authority Requests to Reallocate FTA Section 5324 Resiliency Funding to MTA Repair Projects September 30, 2016 NY MTA Request for Reallocation of Resiliency Funds INTRODUCTION The Metropolitan Transportation Authority (MTA) is pleased to submit the enclosed request to reallocate Federal Transit Administration (FTA) Section 5324 Competitive Resiliency (CR) and locally- prioritized resiliency (LPR) grant funds to support the recovery/repair of New York City Transit (NYCT) and Long Island Rail Road (LIRR) assets damaged during Hurricane Sandy. Requested Competitive Resiliency Reallocation With today’s request, the MTA is requesting to reallocate $324.9 million in CR grant funds to our recovery program. This will reduce the federal share of MTA’s CR projects to $1.3 billion, as shown in the table below. Table 1 Summary of Competitive Resiliency Funds Requested for Reallocation CR Application Federal Share Local Match Budget (Award) Current MTA CR Award $2,131,956,139 $1,598,967,104 $532,989,035 Requested Reallocation to Repair ($433,212,030) ($324,909,023) ($108,303,007) Remaining MTA CR Award $1,698,744,109 $1,274,058,081 $424,686,027 Table 1a – Detail: MTA NYCT Competitive Resiliency Reallocation Requests MTA CR Project Budget Federal Share Local Match Agency NYCT ROW Equipment Hardening in Flood Prone $61,443,249 $46,082,437 $15,360,812 Areas NYCT Protection of Street Level Openings in $141,895,903 $106,421,927 $35,473,976 Flood Prone Areas NYCT Flood Mitigation in Yards $152,170,003 $114,127,503 $38,042,501 -
Re)New Your City, New York City: Transporting Transformation Hubs
(Re)New Your City, New York City: Transporting Transformation Hubs A Senior Honors Thesis submitted by Rayn Riel In partial fulfillment of the requirements for the degree of Bachelor of Arts In Interdisciplinary Studies (International Urban Development) Tufts University August 2015 Advisor: Professor Weiping Wu, Department of Urban and Environmental Policy and Planning Reader: Professor Daniel Abramson, Department of Art and Art History i| (RE)New Your City, New York City ABSTRACT: New York’s Metropolitan Transportation Authority (MTA) is constantly running trains, but it is also constantly running a deficit. Unlike profitable transportation companies, such as the Hong Kong Mass Transit Railway (MTR), the MTA has few valuable real estate assets which could be adequately transformed into transit-oriented and transit-owned joint development hubs. Similar to other U.S. public transportation agencies, space for pragmatic and profitable commercial activities – including shops and offices operating on agency-owned land – is limited to a few select stations, yards, concourses, and passageways, because most profitable assets from private predecessors were sold decades ago. However, while the MTA’s ability to remain revenue-positive or self-sufficient through real estate development is stymied, the MTA has been capitalizing upon its few existing assets for additional revenue. This process, however, in coordination with the City of New York in order to develop value capture mechanisms, is lengthy and cumbersome. The MTA has not developed the resources needed to develop property. This Senior Honors Thesis elucidates how the MTA can overcome organizational barriers in order to contextually ‘transport’ the MTA’s limited portfolio of assets into ‘transformation hubs’, and in order to do so, advocate for a privatized, profitable, and independent real estate development division of the MTA, chartered for real estate development. -
Existing Conditions March 28, 2016
Long Island City Comprehensive Plan: Phase 1 Existing Conditions March 28, 2016 Prepared by: BJH Advisors for the Long Island City Partnership Long Island City Comprehensive Plan: Phase 1 Existing Conditions Table of Contents Executive Summary ............................................................................................ 4 Introduction and Purpose ......................................................................................... 4 Study Area Characteristics ................................................................................ 5 Neighborhood Sub-Areas ......................................................................................... 5 Transportation Infrastructure and Usage ......................................................... 9 Public Transportation ............................................................................................... 9 Pedestrian Bridges and Connections ..................................................................... 10 Highway, Bridge and Tunnel Infrastructure ............................................................ 15 Bicycles.................................................................................................................. 18 Commuting Patterns .............................................................................................. 19 Parking Infrastructure ............................................................................................. 20 Broadband Internet Infrastructure.......................................................................... -
Dutch Kills Neighborhood Located in Long Island City, Queens
CHAPTER 16: TRANSIT AND PEDESTRIANS A. INTRODUCTION This chapter of the EIS describes the transit and pedestrian characteristics and potential impacts associated with the proposed actions, which involve zoning map and text amendments for an area encompassing 36 whole and four partial blocks in the Dutch Kills neighborhood located in Long Island City, Queens. The rezoning area, which is adjacent to the Sunnyside Yards and just north of Queens Plaza and the Long Island City central business district (CBD), is generally bounded by 36th Avenue on the north, 41st Avenue on the south, Northern Boulevard on the east, and 23rd Street on the west (see Figure 15-1). As described in detail in earlier chapters of this EIS, the goals of the proposed zoning map and text amendments are to encourage moderate and higher density development near public transportation, and to support continued economic growth in a mixed-use residential, commercial and light industrial community. Overall, the proposed zoning changes would result in an increase in permitted residential density on approximately 50 acres of land, representing 72 percent of the rezoning area, and a decrease in commercial and light industrial density on 39 acres of land representing approximately 53 percent of the rezoning area. Approximately 20 acres, or about 30 percent of the rezoning area would experience no change in permitted residential density, but residential development would be permitted as-of-right. The transportation analyses in this EIS address a development program that could reasonably be constructed by 2017. The analyses in this chapter focus on the subway and local bus modes operated by MTA New York City Transit (NYCT) and MTA Bus, as well as pedestrian trips generated by the 40 projected development sites defined in the Reasonable Worst Case Development Scenario (RWCDS) in Chapter 1, “Project Description.” The locations of the 40 projected development sites and their anticipated uses are shown in Figure 1-6 and listed in Table 1-3 in Chapter 1. -
Directions to Laguardia Community College the E Building Is
Directions to LaGuardia Community College The E Building is conveniently located on the corner of Van Dam and Thomson Avenue. The E Building is a mere 3 minute walk from the 33rd and Rawson stop on the 7 train. By Subway Via 7 Train: Get off at 33rd Street station. Walk two blocks westbound to Thomson Avenue and Van Dam Street. Via E, V & R Trains: Get off at Queens Plaza Station and exit the station at Jackson Avenue and Queens Boulevard exit. Walk over the Queens Boulevard Bridge (over the Sunnyside train yards) until you reach the corner of Van Dam Street and Thomson Avenue. Via G Train: Get off at Court Square Station (at the CitiCorp Building). Walk across the Thomson Avenue Bridge. Via N & W Trains: At Queensboro Plaza station transfer to 7 Train (Local to Main Street) and get off at the 33rd Street station. Walk two blocks westbound to Thomson Avenue and Van Dam Street. Via the Long Island Railroad: Take the LIRR to Hunters Point Station, transfer to a Flushing-bound local 7 train and get off at 33rd St. Or, alternatively, take the LIRR to Woodside Station, transfer to a Manhattan-bound local 7 train and get off at 33rd St. You can also walk from the Hunters Point Station along Skillman Avenue to Thomson Avenue, make a right and walk to the E building. By Bus From Queens: Take the Q60 or Q32 to Queens Boulevard and Skillman Avenue. Walk one block west to corner of Van Dam Street and Thomson Avenue.