Cuomo & Biden announce LAG plan (image: Office of the Governor - Kevin P. Coughlin)
In Silicon Valley, the technology industry regularly releases new hardware and software to eager customers. Tech companies are also known for announcing vaporware; products that receive a great deal of favorable publicity but are never actually manufactured or officially canceled. In New York, we've been hearing praise for something along those lines, a project that we refer to as the LaGuardia VaporTrain.
Since Vice President Joe Biden's remarks last year that LaGuardia Airport is reminiscent of "a third-world country," there has been a great deal of coverage of its proposed overhaul. In January, Governor Andrew Cuomo announced that a new $450 million Air-Train would connect LaGuardia with both the 7-train subway line and the Long Island Rail Road in Willets Point next to Citi Field.
This summer, Biden and Cuomo said that as part of a $4 billion overhaul, LaGuardia will essentially be torn down and rebuilt. A new central terminal will be constructed and two miles of new taxiways will lead to shorter and fewer gate delays. The governor said "best of all, it's not a plan, it's not a sketch, it's not a dream, it's not a vision...it's actually happening."
The media has been reporting that the metropolitan area's third busiest airport is finally going to get what Newark and JFK already have: a connection to the region's rail system. But, reporters haven't been reading the fine print.
When the governor and vice president announced the $4 billion project for the new and improved LaGuardia, it did not include any funding for the AirTrain. Instead, the state's documents indicate that the AirTrain will be designed to incorporate a future AirTrain terminal. That's a little bit of wishful thinking, like saying that the garage in your new home will be designed to accommodate a Ferrari.
State officials have not released any AirTrain details that would allow us to determine whether the proposal is a good or a bad idea. However, there are some good reasons to be skeptical about it.
The Project Will Be Expensive and Offer Limited Benefits
Considering the costs of other recent transportation projects in the region, a LaGuardia AirTrain will certainly cost more than $450 million. The project will include two airport stations and an elevated rail line to connect them. The Port Authority will need to install tracks, signals, and systems for power and communications. It will also need to purchase AirTrain vehicles and then construct a maintenance facility at or near the airport to maintain them. Although MTA chairman Thomas Prendergast doesn't like to second guess the governor in public, he did tell state legislators that the project would probably cost more than the governor's estimate.
The benefits of the project are questionable. For most travelers, taking the AirTrain will not be faster than the buses, shuttles, and taxis that currently serve LaGuardia. Travelers heading to Manhattan on the 7 train will have to first stop in Queens at 111 Street, 103 Street, Junction Boulevard, 90 Street, 82 Street, 74 Street, 69 Street, 61 Street, 52 Street, 46 Street, 40 Street, 33 Street, Queensboro Plaza, Court Square, Hunters Point, and Vernon Boulevard.
The express train on the 7 line, which runs during non-peak periods, isn't much faster. It stops at six stops before reaching Manhattan. Another weakness with the project is that once air travelers do reach Manhattan, many of them will have to transfer for another train at Grand Central or Times Square to reach their final destinations.
While a taxi ride from LaGuardia to midtown Manhattan typically takes 20 to 35 minutes, a train will take much longer. Just the portion of the trip on the 7 line will take 25 to 30 minutes. It is possible, though, that during especially bad traffic, people with final destinations in Times Square or the Jacob K. Javits Convention Center would find the AirTrain to be faster.
Although the 7 travels through some wonderful neighborhoods, most air travelers are not likely to find the trip very pleasant. The 7 is one of the nation's most crowded subway lines and when travelers do get off the subway in Manhattan, they will have to navigate stations with multiple levels that were not designed for people carrying luggage.
The other option for LaGuardia's AirTrain passengers will be the Long Island Rail Road at Willets Point. But, that may not offer a faster trip than the subway. Although the railroad trip is less than 20 minutes to Penn Station, service on the LIRR branch that serves Willets Points runs only every half-hour during off-peak periods. That is much less frequent than the service the railroad provides for JFK AirTrain customers at Jamaica Station, a location where multiple LIRR lines meet.
When travelers choose whether or not they will use the AirTrain (if it is actually built), they will consider travel costs as well as time and comfort. Assuming that the fares are similar to those for other airport customers in the New York area, the LaGuardia AirTrain connection using the railroad will cost between $11 and $13.25 in today's dollars. That is similar to the $13 cost of a shuttle bus, but more than the $2.75 it now costs travelers who access the airport via a subway and an MTA bus.
If the AirTrain does not offer a savings in time, comfort or cost, it is unlikely to attract a large number of airport customers. LaGuardia's proximity to Manhattan -- it is only 4 miles away -- tends to attract business travelers who will prefer paying for a $31 taxi ride that gets them to their destinations faster and less frazzled.
Someone Has to Pay for It
The money to build and operate a new AirTrain has to come from somewhere. The transportation agencies do not have enough resources to pay for the projects already in their pipelines, let alone a new one. That means they have two choices. Either postpone another project or find additional revenues such as by raising tolls, airline fees, or increasing the subway and PATH fares.
The Port Authority could postpone its fledgling plans to fix another critical entry to the city – the 42 Street Bus Terminal – which serves about three times as many daily passengers as LaGuardia. Elected officials will need to consider which is a higher priority: providing a new rail service that would be used by several thousand daily air travelers or improving the bus terminal which is used by over 230,000 weekday passengers.
Setbacks for Previous Plans
Cuomo's plan for an AirTrain is not the first plan for a rail connection to LaGuardia and may not be the last. In 1994, the director of the Port Authority airport access program said about a rail connection to LaGuardia, "The AirTrain is going to get built." He explained "No one thinks you can build anything like this in New York anymore. But they're wrong."
In 1994, the AirTrain was planned to extend from LaGuardia to the Queensboro Bridge where it would cross the East River on the 59 Street Bridge. That idea died because former Mayor Rudy Giuliani was suspicious of any Port Authority idea and because he didn't think it made sense to take a lane away from cars and trucks on the bridge.
Instead, Giuliani preferred extending the subway line (what is now the N train) to LaGuardia Airport. He wanted travelers to be able to take a train directly from the airport to Midtown and Lower Manhattan destinations without having to transfer trains. Transportation planners refer to this as a "one-seat ride."
But Giuliani's idea died because residents in Astoria, where the subway line currently terminates, came out in force against it. The speaker of the New York City Council at the time, Peter Vallone Sr., just so happened to come from that neighborhood.
Before the governor and the transportation agencies make any decisions about LaGuardia, we hope they provide the public with detailed cost estimates, anticipated ridership numbers, expected travel times, and a financial plan. Right now, we can't tell you whether or not it makes sense for the Port Authority and the MTA to build it, but we can tell you that we're hoping to learn more - much more - about it.
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by Philip M. Plotch and Nicholas D. Bloom
Plotch is an assistant professor of political science and director of the Masters in Public Administration program at Saint Peter's University in Jersey City. He is the former director of World Trade Center Redevelopment and Special Projects for the Lower Manhattan Development Corporation, and the former manager of planning for New York's Metropolitan Transportation Authority. He is the author of Politics Across the Hudson: The Tappan Zee Megaproject.
Bloom is associate professor at the New York Institute of Technology where he is also Chair of Urban Administration and Interdisciplinary Studies. He has written many books including The Metropolitan Airport: JFK International and Modern New York and the forthcoming edited collection from Princeton University Press, Affordable Housing in New York: The People, Places, and Policies That Transformed a City.
CM Ulrich presents veteran Robinson Arana with a proclamation (photo: @eric_ulrich)
A year ago I wrote a column on issues the New York City Council Veterans Committee should consider holding hearings to address. It was an ambitious agenda, and many in the veterans community were still in a honeymoon phase with the newly structured committee and weren’t sure what to fully expect.
However, under the leadership of the chair, Council Member Eric Ulrich, the committee continued its serious and straightforward approach toward issues of importance to the city’s military veterans. This resulted in not only renewed optimism and increased participation from the community, it led to a number of bills signed into law and saw a city budget for the new 2016 fiscal year that contains an additional $2.9 million toward veteran services.
As we rapidly approach the Council committee’s first fall hearing this week, it’s time again to set a fall agenda. Suggestions, in no particular order:
Veterans Legal Task Force: With the creation of Veterans Courts across the country over the past decade, one of the major problems in the city has been the disparity of how veterans are treated in the criminal justice system depending on what borough they live in or where they happen to be arrested. This is a major issue, especially in Manhattan – the only borough that currently doesn’t have a Veterans Court.
Last February, the Veterans Committee, along with the Committee on Courts and Legal Services, held an oversight hearing on Veterans Treatment Courts. As a result, Council Members Ulrich and Rory Lancman proposed legislation calling for the creation of a Veterans Legal Task Force to study veterans’ access to legal services and resources within the city’s criminal justice system. That bill (Intro. 793) is scheduled to be the focus of the committee’s first hearing on Friday and is an excellent topic to start the new legislative session.
Mental Health: In May and June the committee held hearings that touched upon mental health issues. In both instances, Commissioner Loree Sutton, head of the Mayor’s Office of Veterans Affairs, highlighted MOVA’s partnership with New York City First Lady Chirlane McCray, who over the past several months has been meeting with city service providers, non-profit organizations, and advocates in preparation to unveil her “mental health roadmap” sometime this fall.
As part of those meetings, the First Lady visited local VA hospitals, met with veteran advocates in the arts space, and sat down with the wives of senior military officials during Fleet Week. The administration has not been forthcoming on what the roadmap may look like for veterans and the community awaits its release this fall. When the report is unveiled, the Council committee should consider holding a hearing with city agencies, non-profits, veteran service organizations, and mental health advocates to discuss how feasible the plan is and if there are any areas for veterans that can be improved upon.
[Related: McCray Set to Unveil 'Mental Health Roadmap,' Signature De Blasio Plan]
Veteran Homelessness: During his January State of the City address, Mayor de Blasio promised to end veteran homelessness in New York City by the end of the year. This was an ambitious goal, but as of July the City appeared to be on track to reach it.
Unfortunately, a recent New York Daily News report states that it is now unlikely veteran homelessness in the city will be ended this year - but it should be acknowledged that huge gains have been made toward reaching “functional zero.” In 2013, there were 3,000 veterans in shelters and over 300 on the streets. Today, there are roughly 950 veterans in shelters and fewer than 20 on the streets. That is a precipitous drop by any measure.
The committee has not had a hearing on homeless veterans since November of 2011 and this would be an opportune time to hear from the administration regarding what steps it’s taking to get to functional zero; how it's working with the VA; and to solicit thoughts and ideas from non-profits, advocates, and the public.
Veteran Vendors: It’s been thirty-four years since the city capped the number of street-vending permits, creating a black market that allows permit holders, some whom don’t even reside in the city, to renew them every two years at regulated prices and then rent them out for much higher prices to vendors who then masquerade as independent contractors.
Recently, the City reduced the amounts on some fines, however, disputes between street vendors, BIDs, and brick-and-mortar businesses has made vending inefficient and sometimes dangerous. After years of complaining from all sides, Crain's New York Business reported that there is a move in the City Council to create legislation that will address these issues.
When this legislation is finally introduced (presumably this fall), military veterans who are vendors will also need to have their voices heard regarding how the legislation will affect them. Therefore, the committee should consider holding a joint hearing with the Consumer Affairs Committee to solicit input and feedback from veterans on this legislation.
Intro. 314: Last September Council Member Ulrich held a hearing on Intro. 314 - a bill that would change the Mayor’s Office of Veterans Affairs (MOVA) into a separate department, outside of the mayor’s office but still under the mayor’s purview. This bill would expand the office's capabilities while also making it easier for Council members to obtain funding for local veteran providers in the boroughs directly through MOVA, instead of through other city agencies that are unfamiliar with these groups.
Currently, the legislation has enough votes to make it out of committee and then, in all likelihood, the full Council. However, there must first be compromise between the de Blasio administration and the Council as this bill would require many changes regarding oversight, budgeting, mission, and even place in the City Charter. Nevertheless, this is an important piece of legislation for the veterans community and a follow-up hearing and vote to finally move it out of committee should be held.
Lastly, the committee should consider follow-up hearings with the city Department of Small Business Services on its report recommendations and progress on a pilot program regarding city contracts for veteran-owned businesses; as well as a hearing on veterans and legal issues such as Family and Housing Courts.
Like last year, I am recommending a fairly hefty agenda and it won’t all happen this month. However, if Council Member Ulrich and committee members continue to approach veterans issues with the due diligence they’ve shown over the past year; the coming months will be as successful as the past year. I look forward to following and participating in the committee’s work.
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Joe Bello served 11 years in the U.S. Navy/Naval Reserve and has been a veteran’s advocate in New York City for two decades. He is a member of the City’s Veterans Advisory Board and the founder of NY MetroVets.
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Have an op-ed idea or submission for Gotham Gazette? E-mail editor Ben Max: This email address is being protected from spambots. You need JavaScript enabled to view it.
Labor Day was created to pay tribute to America's hard-working men and women, but for many working and middle class families in New York City and elsewhere, taking time off during the holiday is not an option. For too many Americans, Labor Day is just another work day as they face their realities and see their challenges only grow.
Across our state, countless hard-working New Yorkers, who help to feed, serve, clothe, and build this country still struggle like never before in low-paying full- or part-time jobs. Nationally, wages have not kept up with inflation. In New York the minimum wage is just $8.75 an hour.
Erratic work schedules are becoming the norm, especially for workers in the service sector, like those at Walmart and McDonald's. This kind of scheduling makes it all but impossible for workers to control their lives, let alone go to school or take care of a child or a loved one.
Even worse, as Bloomberg News just reported, irresponsible companies like Walmart promise to raise wages, and then turn around and cut hours—so workers actually earn less. And, to add insult to injury, trade deals supported by Democrats and Republicans offer false promises of better jobs, but we continue to see good New York jobs shipped overseas.
As a result, income inequality has risen to levels not seen since the 1920s and the divide between the rich and poor continues to grow. According to the new book "$2.00 a Day: Living on Almost Nothing in America," the number of U.S. residents struggling in poverty and trying to get by on only $2.00 a day has more than doubled since 1996.
This Labor Day, every New Yorker must ask themselves: how long can this nation endure when so few have so much, and so many have so little?
For the sake of all of our families, this must change. And that change must begin now.
From Montauk, Long Island to Buffalo, our strong union family is more determined than ever to fight for a better life for 75,000 all hard-working UFCW members. Our message to every worker is a simple one: you've earned a better life.
Every day, not just on Labor Day, unions work hard to provide the better wages, benefits, and protections that working men and women truly need. The results and benefits of joining a union are quite clear. On average, nationally speaking, union workers earn 27 percent more than non-union workers, and are more likely to have paid sick leave and a pension plan.
More importantly, it is clearer every day that our nation's broken political system is unlikely to address income inequality, and poor wages and benefits will not be addressed by irresponsible companies more interested in PR stunts.
Real change will come from hard-working people joining together to fight for it.
That's what Labor Day must be about.
Labor Day should be a day where hard-working people join together to demand a better life. It must be a day where workers, whether working at Wegmans or Walmart, say enough is enough and call for better wages, better benefits, and a better life they deserve.
But above all, Labor Day must also be when New Yorkers realize that there is no corporate hero coming to the rescue. Instead, hard-working men and women must seize the opportunity to define their own destiny.
Doing so begins with every worker knowing that they have power, with our help, to negotiate a better life for themselves and their family. When all is said and done, no one in New York should have to fight for a better life alone.
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Ed Lynch is the Special Assistant to the Region 1 Director, UFCW International Union in New York City.
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Have an op-ed idea or submission for Gotham Gazette? E-mail editor Ben Max: This email address is being protected from spambots. You need JavaScript enabled to view it.