We can invest in rail, so that cities like Detroit, Chicago, Milwaukee and St. Louis are connected by high-speed trains, and folks have alternatives to air travel.Barack Obama, via Matthew Yglesias via Streetsblog via my Blackberry.
Mass transit systems around the country are seeing standing-room-only crowds on bus lines where seats were once easy to come by. Parking lots at many bus and light rail stations are suddenly overflowing, with commuters in some towns risking a ticket or tow by parking on nearby grassy areas and in vacant lots.
The morning session, beginning at 10:00, will be open for public viewing but closed to public testimony.The evening session begins at 6:00. Members of the public who wish to testify may sign up on a first-come first-served basis, beginning at 5:30. Public testimonies are limited to two minutes each.
Needless to say, it is important that the council (and the media) hear from as many pro-pricing citizens as possible. The Campaign for New York's future suggests bringing signs or wearing pro-pricing t-shirts, whether you are able to testify or not. CFNY would like to hear from those who will be attending, if possible; contact Katie Savin at ksavin@mrss.com.
The hearings will take place in the City Council Chambers, City Hall, Second Floor.
Arguing that rebuilding America’s roads, bridges and transit systems will do far more for the flailing economy than the $300-$1,200 family tax rebates included in the recently passed $168 billion stimulus package, 15 governors from a non-partisan coalition called on the federal government last month to dramatically boost infrastructure spending.
The Building America’s Future coalition, chaired by Pennsylvania Gov. Edward Rendell, California Gov. Arnold Schwarzenegger, and NYC Mayor Michael Bloomberg, was established to serve as a “repository of best practices on infrastructure funding issues” according to a press release issued at the National Governors Association (NGA) meeting on Feb. 24. New Jersey Gov. Jon Corzine is also a member of the coalition. Speaking at the NGA meeting, Corzine told the audience, “We need a national program. We need federal help.”
The City needs the projects Sander is selling here, and someone needs to step up and take the reins. It’s one thing to talk vaguely about subway expansion and the need for more lines. It’s another thing entirely to do what Sander is doing and putting forward plans that could revolutionize and modernize New York’s subway and public transit system.
For too long have the city and state leaders allowed the MTA to eke by on next to nothing. While Sander’s plan may be unrealistic, it takes a visionary to move things forward, and as the MTA sits on the precipice of its next 40 years, today’s speech made me think that Sander is the right man for the MTA at the right time.
As he said near the end of his speech, “As the MTA goes, so goes the region.” Now, let’s see what he can do.
In the space of an hour at the Great Hall of the Cooper Union, Mr. Sander not only called for completion of the authority’s major capital projects, like the first phase of the Second Avenue subway and the East Side Access project to link the Long Island Rail Road with Grand Central Terminal, but also outlined a building program over the next 25 to 40 years that will “rely heavily on the M.T.A.’s diamonds in the rough: underutilized or dormant freight and commuter rail rights-of-way that can be transformed into subway lines; and lightly used middle tracks on subway lines that can be used for new express services.”
He proposed extending the Second Avenue subway to Lower Manhattan, where the line would then travel under the East River and on to Downtown Brooklyn and Jamaica, Queens, via the Long Island Rail Road’s Atlantic Avenue branch, with a connection to the AirTrain to Kennedy International Airport. The Second Avenue subway could connect to new tracks on land owned by the L.I.R.R. in Queens. Tracks on Rockaway Beach could be used to provide new rail access to southern Queens. The Regional Plan Association’s circumferential subway line, meanwhile, would convert a lightly used Bay Ridge freight line into a subway service that would run in an arc from southern Brooklyn to Queens to the Bronx.Mr. Sander also envisioned expanding Metro-North service to Co-op City, Parkchester and Hunts Point in the Bronx. Also in the Bronx, he discussed the possibility of extending the D train north and east to connect with the No. 2 and 5 subway stations at Gun Hill Road for more direct connections between the central Bronx and Manhattan’s West Side. The Metro-North Williams Bridge station nearby could be part of a new subway and train hub.
On Staten Island, the northern and western shores could be “excellent candidates for bus rapid transit and light-rail efforts.
Mr. Sander mentioned the possibility of expanding the use of shuttle trains on Long Island; allowing Metro-North trains to travel over the Tappan Zee bridge to Orange and Rockland Counties; and developing a second AirTrain service, to La Guardia Airport, by building a new link from the L.I.R.R. station at Woodside, Queens, along or above existing rail and highway rights-of-way.
The existing 340-car fleet will be replaced, and up to 119 new cars will be added. All the old cars, most of which are about 45 years old, will be replaced by 2011. Each new car costs about $1.3 million.
The cars aren't the only improvements. PATH's signal system will be modernized at a cost of $390 million and will reduce the wait time between trains.
The agency will also spend $659 million to upgrade its 13 stations. New platforms at the Harrison and Grove Street stations will accommodate longer trains on the Newark-to-World Trade Center line.
If the PATH service is better, then the agency hopes to convince more drivers to abandon their cars and take mass transit to lessen the environmental effect of car emissions, Shorris said.
The trans-narrows tube would have shot people and cargo across the Narrows
from St. George to Bay Ridge. The proposed two-mile tunnel section, which alone
would cost about $27 million, would have been the longest underwater tunnel in
the world when completed in 1929. But years passed and the tunnel project sat on
the city planners' shelves neglected. Work would halt a year later and petitioning would begin again. The incomplete construction of 1923 would turn out to be the closest Islanders have ever come to getting a rail connection to the rest of the city. (From the Staten Island Advance)
The original Dual Contracts plan provided for a tunnel under the Narrows from southern Brooklyn/Bay Ridge to Staten Island. The tunnel was intended to
leave the 4th Avenue subway at 65th St, Brooklyn, and would have entered
Staten Island midway between St. George and Stapleton, and would have had
branches to each. The 4th Avenue subway has four tracks between 59th and
65th Streets, two of which were intended for the Staten Island connection.
The Staten Island link might have been built in several different ways.
It is likely that a full 4-track subway to Fort Hamilton would only have
made sense if it led to a Narrows tunnel. A different plan, which got as far
as engineering drawings and even some excavation, would have left the subway
just south of 59th St, and you can see tunnel stub headings running straight
from the local tracks immediately south of the station. Several different
plans were drawn up for the Narrows tunnel, including a two track and a four
track option.
Recent discussions of a railroad freight tunnel across New York Harbor from New Jersey via Staten Island may once again bring about discussion of connecting the subway to Staten Island. It is likely that any tunnel built would be designed to tie into the LIRR's Bay Ridge Branch across southern Brooklyn to East New York, Fresh Pond, and via the New York Connecting Railroad to the Hell Gate Bridge.
