New york subway laguardia to grand central,bus transportation from nyc to allentown pa,marklin trains n gauge - New On 2016

admin 03.01.2016

The AirTrain will run along a mile and a half stretch of the Grand Central Parkway, and cost an estimated $450 million to build. New Yorkers have long griped about the airport’s lack of public transportation options.
The addition of an AirTrain could mean forgoing the notorious bumper-to-bumper experience, one all too familiar to many out-of-state students at St. Other students, like senior communications major Madeline Simpson, tend to opt for a taxi, however the ride isn’t always seamless. Unfortunately, it may be a few years before students can begin to reap the benefits of the proposed AirTrain.
A few years ago, local blogger NY by dZine suggested sending the N to Laguardia via an elevated structure over the Grand Central Parkway.
With the news that the Port Authority will spend at least $1.5 billion to send PATH trains to Newark Airport, the most rail-accessible airport in New York, I started thinking about Laguardia again. Over the last few decades, city officials have become quite intimate with the problems plaguing LaGuardia, and many have tried to fix it. So what then were the plans that engendered widespread community outrage and still cause politicians to chime in now and then, over a decade after the MTA discarded the idea? The plans to extend the N to LaGuardia first came to light in 1998 as city officials recognized the need to build better access to the airports. The first and biggest problem the city faced in Queens came about because of the proposed routes.
At the time, the Daily News termed the opposition response NAMBYism — Not Above My Backyard — and nearly every single Queens politician opposed the idea. In the end, despite opposition, political support for the plan from City Hall continued well into the 21st Century. Finally, in mid-2003, the Queens communities won the battle as the MTA announced plans to shelve the airport extension. And so in the end, we sit here with largely the same travel options to LaGuardia as we’ve always enjoyed (or suffered through).
As long as the W is revived, once the Q is sent up Second Avenue to 96th Street, the Grand Central Parkway spur between Astoria Blvd. This idea (and its merits) once again illustrate the problems with tunnel construction here in the NY Metro Area.
The biggest drawback against tunneling is the fact that you have to find a way to get the line underground from the terminal to the proposed tunneling portion. So with that right there you’ve already had a huge negative impact on the neighborhood. I’m not going to get into the water table and how this airport sizes up to it in comparison to JFK, but JFK took on a great deal of water during Sandy.
And that’s before considering other problems that some people have mentioned, like the water table. This puts the people of the community against themselves instead of against the rest of the city. Oh, and I would never suggest just closing a station without making sure an actual replacement is available (and the Q102 is NOT an actual replacement).
The FAA is not as vigilant as you might think about structures in the flight path, and planes are not flawlessly guided by magic each and every time.
Given the water table there would mean lots of continuous tunnel pumping, you’d probably have to bring the line down to highway level at the 82nd Street station, and then raise it back up again from there to the LGA terminal. Both are obstacles, but Air Train already has dealt with similar concerns in and around JFK, and looking at the LGA area on Google Earth, it does appear there’s enough median on the side of Grand Central Parkway to where you could fit in two ground-level rail tracks without sacrificing any of the driving lanes (making it similar to the layout of the new WMATA Silver Line stations in the center of the Dulles Toll Road). Is continuing straight and then putting a tunnel under the water (turning right to go under and then to LGA) just ridiculously prohibitive, I assume? Sorry, the previous attempts at building this failed because of NIMBYs in those 2.5 blocks. Anyone who has driven along that stretch of the Grand Central Pkwy will tell you that any elevated structure is a non-starter.
If we continue the SAS tunnel across 125th St all the way to Broadway, this would mean easy Laguardia access for EVERY northern Manhattan trunk line, EVERY single Bronx subway line, AND the MetroNorth – (and fittingly bypass most of Queens, the borough whose NIMBY opposition has kept a Laguardia link from happening for our entire lifetimes).
And nothing says, “Bienvenido a la Gran Manzana” like visitors sharing their ride from Laguardia into Manhattan with someone just released from Rikers Island!
The problem with said plan bringing a subway line out of the ground and onto a structure in a very congested traffic point that leads to several major arteries such as the Tri-boro, Willis Ave Bridge and 2nd Avenue itself as it’s a major southbound thorough fare.
I would think so… weren’t they (the PA) going to put up some of the money before for the “N”? I recall readingg something on The Cranky Flyer about this about a year ago I think, but I might be confusing it with the terminal 4 expantion at JFK since they both involve expanded service by Delta.
I recall reading about a possible extention of AirTrain from LGA to Jackson Heights 74th Street sometime back, but I cant remember the details.
Though at least if you did the out-of-the-way jog around the runway, you could conceivably at least put the rail tracks at grade, next to some of the existing service roads (it would be a tight fit, but room could be found), which would eliminate the vertical clearance problem.


These issues do raise the question of whether some sort of access via Willets Point is a better path, though. Extends those all the way back to Astoria Blvd and the neighborhood a as a whole will even benefit from the construction.
A station on Randall’s Island would be a big plus for those ball fields and the stadium. In the picture above it looks like it runs along existing coming from Ditmars before cutting into a few buildings right next to the GCP. This looks like a plan to bring the subway to the back side of the Terminal B parking garage, and would require a half mile to three quarters of a mile walk to get to Terminals C and D. Given the size and layout of LGA, I think better express busses from the terminals to the subway is the best use of funds. Or take your tunnel from the Central Terminal and keep going east and provide a stop at College Point, which has zilch in the way of subway access.
Long maligned as the New York City airport least accessible by mass transit, LaGuardia may finally be getting the transportation options it needs. The point of connection would be at Mets-Willets Point Station, about a mile and a half from the airport via the top of Grand Central Parkway.
Cuomo's administration has been quoted as saying the project will cost roughly $450 million to build and take about five years to construct.
The question remains how Cuomo will be able to finance the $450 million construction of an AirTrain for LaGuardia when he still hasn't figured out what to do with the MTA's $15 billion budget gap.
The Global Gateway Alliance, a group of business leaders interested in airport improvements, praised the plan but chastised Cuomo for his failure to set a timeline. It will be constructed by the Port Authority and the MTA, according to a press release from the Governor’s office.
For those without a car, it can be a downright nightmare to pile on to a bus with luggage, or too expensive to travel by cab. When she lived on campus, cab fare to the airport wasn’t too costly (a trip from campus averages about $20).
While Cuomo was vague about a timeline when discussing the project at speech in Midtown on Jan. The N train, whose northern terminus is less than three miles away from the LaGuardia terminals, is so tantalizing close to the airport and yet so far away. As part of a $1.2 billion package with funding coming from the MTA, the Port Authority and the city, Giuiliani put forward a plan to build an airtrain to JFK and extend the subway to LaGuardia. Some preferred the Sunnyside alternative, but at the time, NYCDOT said plans to widen the Grand Central Parkway would interfere with the train proposal. George Onorato had previously supported some spurt from the 7 line in Willets Point that avoided residential areas. The Port Authority is set to spend $1.5 billion on a duplicative rail extension to an airport already served by Amtrak and New Jersey Transit, and the MTA is in no position to take another crack at sending the subway to the airport. Doing so at a grade that allows trains to climb from the tunnel to the structure would take up several cross streets. In the hypothetical map in this post, trains go to Ditmars Blvd station, then they have to reverse themselves to get to Grand Central Parkway and LaGuardia. GCP in that area is ripe for this because it passes a minimal amount of residences, and the highway has service roads, too.
The recent UPS crash would probably have been avoided of a few trees in the flight path had been trimmed. The el would also have to navigate the Hell’s Gate railroad viaduct just west of the 46th Street station. It’s only 2 and a half blocks from the Astoria-Ditmars terminal to the Con Ed property. They are chosen by discussions among professionals and bureaucrats (in principle a good thing), who are constrained by popular feedback (also in principle a good thing).
When the first light rail line was built in Minneapolis, part of the route includes tunnels under the airport with stations at the terminals. On a nice day without much luggage, it is even conceivable to walk from Terminal D at LGA to the 111th Street stop on the 7.
It’s basically an express bus from the airport to the Jackson Heights station, and from there you have multiple options to get to various parts of Manhattan. Andrew Cuomo gave Tuesday morning, he loosely laid out a plan for an AirTrain to connect LaGuardia Airport with the 7 train of the New York City subway and the Port Washington Branch of the Long Island Rail Road, via the Grand Central Parkway.
It would be a 30-minute ride on the subway from Grand Central Station in midtown Manhattan. However, those figures have been criticized by transit advocates as optimistic considering the ballooning price of capital projects in New York City. 20, a spokeswoman for his office estimated five years of construction once the project begins. For anyone taking transit to the airport, the trip involves a circuitous subway-and-bus combination, and it’s been over a decade since anyone has mentioned a direct rail connection, monorail or subway, to the terminal geographically closest to Manhattan.


With the PATH extension back in the news, many are asking why we haven’t focused more on improving access to Laguardia. In Queens, however, the MTA would have had to build a spur line off a pre-existing elevated structure, and all of the plans called for the train to LaGuardia to run above ground through significant portions of Astoria. But no matter this should be one of the main concerns when tunneling around an airport as our three major airports are right next to bodies of water. Astoria Boulevard station is literally on top of GCP and juts out far enough behind to make it just about impossible to build that connection without destroying buildings. That shouldn’t be enough to block an important transit link that would serve thousands a day.
However sometimes the loudest feedback comes from small and misguided selfish interest groups. Direct subway access would be the cherry on top, but at least extending AirTrain to the subway from LGA would have a positive benefit.
They why of it involves a typical tale of New York NIMBYs and frustrating political processes. The only public transit options that delivery riders directly to the terminals are a handful of local buses and a a new Q70 limited bus. It isn’t for lack of trying as 16 years ago, city and MTA officials were heavily invested in a plan to extend the N to LaGuardia. So while airport access ranked tops amongst Queens residents transit expansion wishlist, no one wanted to see Astoria further scarred by elevated structures. Never mind the fact that going to Laguardia via Willets Point is a time-consuming and circuitous routing that wouldn’t attract many passengers.
A loud, wide, dangerous, exhaust-choked traffic artery where pedestrians aren’t allowed to walk even if they’re crazy enough to want to? 20th avenue is a border between residential and industrial, so it makes sense as a transit corridor.
Perhaps Delta should get involved since they have the most to gain from a subway or AirTrain connection. This would require rebuilding two bridges (or taking a lane off the parkway in each direction), but that would much cheaper than tunneling the whole thing. If you go over, you’d need the EL pretty high up to clear the overhead wires, the el would be towering over the neighborhood. John’s recently announced the speakers for the undergraduate and graduate commencement ceremonies on its website.
Chalk this up to a remnant of the 1920s and 1930s when New Yorkers objected en masse to elevated rail lines. If you object to that, you’re nothing more than a NIMBY who wants to hold the entire city hostage to your fear of change.
The problem is only worsened with the fact that 31st Street isn’t all that wide, so ripping out existing infrastructure to replace it with new infrastructure is a serious pain in the ass for everyone. Subway, and widespread community opposition, the agency eventually shelved this much needed link to LaGuardia.
This involved a plan to reroute LaGuardia-bound N trains from Queensboro Plaza through the Sunnyside rail yard and along the eastern edge of St. Get rid of Ditmars Blvd station, have the train turn immediately right onto GCP, and demolish the ugly elevated train north of GCP. There is also a point on that proposed route where the structure would have to cross another elevated structure, which happens to have overhead catenary. If you run over 82nd you wouldn’t have time to dive down before crossing the path of the runway. That way, NYC would get its airport train, while northern Astoria would lose its horrid overhead tracks. The GCP ROW should be wide enough to accommodate the train at highway level, but you’d have to rebuild at least one overpass to make room.
Will the owners of that railway stretch be willing to modify their existing structure to help accommodate the proposed one? At least with the extension to 19th Avenue, it will be fresh track with fewer obstructions so provisions can be put in place to increase the elevation while minimizing collateral damage. 17-18 minutes from queensboro plaza to mets willets point, which seems closer to the airport than ditmars. I would think the bigger problem would be diverting trains from Main st given the traffic there.



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