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Thread: Modernizing at LaGuardia: $1 billion makeover

  1. #106


    Yeah, and this would be sooooo easy to fix with an extension/spur from the N line.

    Quote Originally Posted by nick-taylor View Post
    As global aviation continues to expand, so to will the demand to fly to various destinations non-stop. Yet over the last few decades, a large reason for stop-overs wasn't because of fuel or technology constraints, but economic reasons.

    For instance a carrier could (and they do) fly direct from London to Hong Kong with 100 passengers, but if they stopped at Dubai and picked up an additional 100, they're going to make more profit. Quite simply international hubs will always exist because they increase the potential catchment for carriers and their respective airline alliances (hence why they exist). In many cases there also isn't yet the demand for a frequent non-stop service to fit with the time or money constraints of a passenger. A few months ago I took a flight from Phnom Penh (Cambodia) > Bangkok > Dubai > London in the same day; but it was cheap, safe (this is SE Asia we're talking about) and fitted into my schedule.

    The same philosophy of a hub and spoke system is also replicated in many other sectors, eg logistics and road and rail commuting, etc...

    The other point is that airports across Europe, Asia and the Middle East don't just build these vast terminals for lack of a practical reason. In addition to the aforementioned retail aspects that are major revenue generators, they are also built to allow for easier access to and from the check-in to the baggage collection areas, to cope with future demands and provide a pleasant experience. Yet the biggest limitation of an airport like La Guardia isn't the terminal decor or future capacity; it is the absence of not just a direct terminal-Manhattan rail link, but a rail link of any kind.

  2. #107
    Crabby airline hostess - stache's Avatar
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    Jun 2004
    Nairobi Hilton


    There's talk about this but there is resistance from the people that live by the extension route.

  3. #108


    Yes, because they planned on doing it somewhat stupidly. They were going to drive it up 31St from the Ditmars Station. The locals along the route didn't like the idea.

    I'd split it off at Astoria Blvd, and run it out over the Grand Central Pkwy. This way it doesn't get in anyone's face, except maybe the drivers.
    Last edited by BBMW; July 21st, 2015 at 05:06 PM.

  4. #109
    NYC Aficionado from Oz Merry's Avatar
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    Oct 2002


    LaGuardia Airport to get $3.6 billion makeover

    By Alexa Altman

    Developments at LaGuardia Airport will make way for larger aircraft that burn cleaner and omit fewer emissions.

    LaGuardia Airport’s $3.6 billion facelift is getting ready for its closeup.

    The terminal, built in 1964 and designed to hold eight million passengers, is set to undergo a series of developments over the next six to 10 years. According to Thomas Bosco, LaGuardia Airport’s general manager, 11 million people travel through the airport each year, and estimates that by 2030, the number will reach 17.5 million passengers.

    “[The terminal] is over 50 years old. It’s beyond its useful life,” said Bosco. “It’s virtually obsolete in every functional area.”

    The main developments will occur mostly on the aeronautic side, pushing the terminal considerably closer to the Grand Central Parkway to accommodate larger capacity aircraft. Currently, the 35 gate terminal houses DC-9 planes which require towing by ground vehicles to go from the runway to the gate.

    LaGuardia Airport accommodates about 1,150 planes daily – roughly a thousand fewer crafts than land at JFK Airport every 24 hours. While Bosco said the expansion will not increase turnaround due to federal regulation caps at 75 flights per hour, upgrading to larger aircraft will accommodate the airport’s growth in the number of passengers. The larger planes are quieter, burn cleaner fuel and emit fewer emissions and decrease the average number of delayed flights – providing what Bosco believes is a more ecologically friendly environment.

    “You’re not stopping, you’re not using ground support vehicles and you’re not blocking other planes as they’re trying to leave,” he said.

    According to the Port Authority of New York & New Jersey, an external contractor will be hired to conduct an environmental assessment, ensuring the expansion will not harm local ecosystems or cause mass amounts of pollution. The agency will examine factors such as noise, hazardous materials, wetlands and water and air quality. However, the U.S. Environmental Protection Agency (EPA) will not be consulted as the Federal Aviation Administration (FAA) is the lead agency handling the development.

    The LaGuardia Airport development is also slated to create much-needed permanent jobs. According to Bosco, for every one million passengers, the FAA’s Regional Air Service Demand study cited an increase in 4,100 jobs and $4 billion in annual economic activity. The airport executive estimates there will also be a boom in the number temporary construction jobs, somewhere in the thousands.

    Bosco said construction on the main terminal will begin in the fall of 2014 and last for the next six to 10 years. Regardless of the development, Bosco said flights will not be moved to other city airports and the transit hub is expected to remain fully operational.

    “The challenge here is to do open heart surgery on the marathon runner while she’s running a marathon,” said Bosco. “We’ve got to build an entire new terminal of 35 gates while we’re operating the existing terminal with 35 gates, and that’s the challenge – but we think we’re up to the task.”

    According to a spokesperson from the Port Authority, the project’s multibillion-dollar cost will be carried by a combination of Port Authority sale of Bonds, a $4.50 passenger facility charge tagged on to every airline ticket, and a possible partnership with a private company, yet to be determined.

  5. #110
    NYC Aficionado from Oz Merry's Avatar
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    Don't like that ceiling at all.

    A Revamped La Guardia Airport Could Look Like This In 2021

    by Hana R. Alberts

    [Renderings of LGA's Central Terminal Building by Neoscape, Inc.]

    A total makeover for La Guardia Airport has been a painfully long time coming, but facility owner Port Authority has finally leapt into action at the urging of state and local officials. The renderings above and below, published by the New York Post, reveal a swoopy, contemporary Central Terminal Building with a light-filled spacious interior. An important note: the new design leaves room for a direct subway line. (Maybe an N train extension?) Now, these pretty visuals aren't associated with any bidder's plans, but are rather idealized visions to be planted in our brains by Joe Sitt-led advocacy group Global Gateway Alliance. Nevertheless, it's nice to dream, and there are currently three major teams who have responded to Port Authority's official Request for Qualifications, which Crain's calls "a high-powered collection of airport operators, construction companies and financial firms." The authority is expected to pick a winner this spring, who would then undertake the $2.5 billion redevelopment with a projected completion date of 2021.

    [Renderings by Neoscape, Inc.]

    Even as Port Authority announces a winner, the Wall Street Journal recently reported that the airport's overhaul is "the most complicated construction project in the country" because of the complex financing, design, and construction work ahead. The end result will, everyone hopes, be a 35-gate hub that can handle 17.5 million passengers a year by 2030.

    Bid/Proposal Advertisements: LGA-CTB [Port Authority]
    Request for Qualifications: Central Terminal Building Replacement Project [Port Authority; warning: PDF!]
    Renderings show an updated LaGuardia [NYP]

    New La Guardia Terminal Poses Stress Test

    Many Have Long Wanted a Replacement for La Guardia Airport's Central Terminal Building and Now May Get It

    By Ted Mann
    Jan. 7, 2014

    Travelers, commentators and politicians have long clamored for a replacement for La Guardia Airport's Central Terminal Building, and the multibillion project is slated to move forward this spring with the selection of a winning team of bidders to rebuild and operate the facility.

    But while work on the terminal should help travelers at one of the country's busiest airports, the complexity and difficulty of the project will pose a challenge for the Port Authority of New York and New Jersey, according to individuals familiar with the behind-the-scenes discussions on the project's design and financing.

    It will be, one individual familiar with the effort said, "the most complicated construction project in the country" when primary work begins, sometime after a winning bidder is selected in April or May.

    An airline industry official put it differently. For airlines that operate in the terminal during a construction project that could take seven years or longer—not to mention travelers who will see airport roads and parking disrupted—it will be "a nightmare," this person said.

    Gov. Andrew Cuomo hinted Tuesday that he would address improvements to La Guardia and Kennedy International Airport in his state of the state address on Wednesday, calling conditions at the two airports "inexcusable."

    While Mr. Cuomo's remark suggested a desire to take political ownership of the long-planned project to improve the facilities, work at La Guardia has long been under way. The Port Authority's board has already committed more than $600 million in construction funds and begun some site work critical to the terminal project, including a power substation that Mr. Cuomo toured on the anniversary of superstorm Sandy.

    The work that remains, however, will test the ability of construction, airline operations and finance partners alike, people on all sides of the discussions said this week.

    The authority is in negotiations with four teams of bidders on the design and financing of the terminal, which the authority hopes to remake as a 35-gate expanse that can handle 17.5 million passengers a year by 2030, roughly half of the airport's expected traffic that year. But to do so, the winning bidder will have to demolish the existing 1964 terminal building and build a replacement in a tightly constrained footprint, while continuing to operate a functioning terminal for millions of annual customers at the city's primary airport for business travel.

    The authority has said the project could cost around $3.6 billion. People familiar with the discussions on the scope and financing predicted the final price tag could grow larger, although the total cost figure and schedule are unclear.

    "No one really understands what the cost will be when they finally start working on it," an airline industry official said. "It's definitely being held close to the vest."

    The new terminal will be built on the area of roadways, ramps and parking facilities that sits between the existing terminal and the Grand Central Parkway.

    Behind the scenes, key players are also concerned about financing—especially airlines that are concerned that the bulk of the revenue to finance the building could come from increases in the landing fees they pay to use the airport. Bidders, too, are concerned about sources of revenue to finance construction, which could also come from expanded retail concessions in the new terminal building, a share of parking garage receipts, or other fees on those who use the airport, according to people familiar with the discussions.

    Airlines have also complained that the Port Authority has prevented them from working directly with bidders to influence the design and the financing plans of bidders, people familiar with the talks said. An authority spokesman said the agency was taking airlines' desires into account while trying to preserve "a robust and competitive procurement process."

    Bidders will likely propose to operate the terminal through as late as 2050, as they recoup investment and try to turn a profit on the concessions and fees generated by the new facility.
    Travelers' advocates said the challenges to come will be worth it, when the existing terminal is replaced with a modern structure like those of other cities.

    La Guardia's Central Terminal Building "is widely acknowledged to be one of the worst terminals in the country, and the pictures of overcrowding there we saw this week were just the latest example of the problem," said Joseph Sitt, chairman of the Global Gateway Alliance, which advocates improvements to the region's airports. "Turning the CTB into a 21st century terminal will be a huge step in changing both the perception and the reality of New York area airports."

  6. #111
    NYC Aficionado from Oz Merry's Avatar
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    Oct 2002


    LOL !

    What If LaGuardia Airport Expanded Into the Bronx?

    April 1, 2015, by Zoe Rosenberg

    In October, Governor Cuomo announced a competition to modernize four of New York's (ruthlessly plagued) airports. Out of that contest with a $500,000 bounty came ReThinkNYC, a plan to extend LaGuardia Airport from East Elmhurst to the Bronx, while paving over Rikers Island and a substantial amount of the surrounding waterways (h/t W2tB). Sound like a bonkers idea? Well, it is, and it's about as realistic as riding a griffin with Manti Te'o's girlfriend through the Land of Oz, but here's how master-planner Jim Venturi sees it: ReThinkNYC would connect a ton of major transportation networks, including Amtrak, MetroNorth, NJ Transit and Long Island Rail Road, and major highways with an airport of exponentially increased capacity. The airport's new layout would have travelers enter the transportation hub in the Bronx—where whence Port Morris stood—and take an underground Air Tran to the new concourses, built out on the infill land mass that formerly included Rikers Island.

    The new airport would expand LGA's gate count from 76 to 165, and include longer runways that would allow the airport to run more efficiently when busy and in inclement weather. ReThinkNYC also brings a massive convention center—larger than the Javits Center—and a hotel to Port Morris, next to the new 22-track rail station. The plan also includes the extension of the A line through the magically-funded and expanded Second Avenue subway. Under the plan, Rikers Island's prison facilities would get split up and divided throughout the boroughs, which is just one of the nails in the coffin of this bonkers idea—the Times points out that other than its fiscal impracticality, the plan to pepper the boroughs with prisons would never get the okay in a public review process.

    ReThinkNYC is interesting as a thought experiment in city planning, and despite its status in consideration for an Architizer A+ award, it'll likely never be more than a lofty idea. Heck, the city can't even get it together to fund the critical infrastructure it already has.

    Check out the ReThinkNYC proposal in its entirety here.

    ReThinkNYC's Ambitious Regional Plan Seeks to Expand La Guardia Airport Into The Bronx—Well Sort Of [W2tB]
    ReThinkNYC [official]
    An Idea to Restructure and Expand LaGuardia Airport [NYT]

  7. #112


    About time it improved. It's a tough thing to fix given how old the airport is and how small a piece of land it sits on, but the new terminal will make it respectable and a great design will make it liked. Ya, it's good. I think there is no other solution but to improve it in the climate that is NYC. No fancy grandiose plans will happen to expand or remove the airport as things like that are very hard to accomplish due to the various interests and laws. I would prefer it closed and a major reworkings be done, preferably with a large new airport or an expanded JFK, but that isn't for our generations.
    Last edited by futurecity; June 20th, 2015 at 12:45 AM.

  8. #113
    NYC Aficionado from Oz Merry's Avatar
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    Comment> Jim Venturi

    Instead of closing LaGuardia, let's fix it and close Rikers.

    by Jim Venturi

    LaGuardia Airport and Rikers Island.
    mifl68 / Flickr

    I bring up Rikers and LaGuardia because they are within 200 feet of each other, but otherwise a world apart. The abuses at Rikers show New York at its worst, but an expanded LaGuardia could be the world’s leading airport.

    LaGuardia is the smallest of the tri-state area’s three airports and very difficult to get to via mass transit. Its short runways cause safety problems and frequent delays and limit its destinations, and it is in a flood zone.

    These problems can be solved by expanding the airport onto Rikers Island and adding a new terminal across the East River in Port Morris, the Bronx. By adding this infrastructure and increasing airport capacity, we would gain a significant opportunity to expand New York City’s economy beyond Manhattan.

    Jim Venturi’s ReThinkNYC plan calls for the closure of Rikers Island and the expansion of LaGuardia Airport, as well as the unification of the regional transit systems.
    ReThinkNYC, Cezar Nicolescu, and Sigmund Lerner
    The Rikers Island Jail complex is the world’s largest penal colony, housing between 12,000 to 15,000 prisoners. While other cities closed their jail-islands decades ago, New York has doubled down. Ten of the city’s 15 jails are now on Rikers. Eighty-five-to-92 percent of the inmates are awaiting trial, but cannot afford bail. Mayor Bill de Blasio is trying to reduce the Rikers population and has described the culture there as part of the problem. However, any jail on an island will be toxic.

    The best way to fix it is to close it. A Swedish architect asked, “If the guards could go out to lunch, how would that change the culture?” If the new facilities were smaller, decentralized, and easily accessible by subway, more could be done to engage the families and the community. And by doing so, recidivism would be reduced.

    The closing of Rikers would allow LaGuardia to expand its flight capacity and add long haul flights to global destinations to meet a growing regional demand.

    Proposed subway changes.
    Andrew Lynch / Courtesy ReThinkNYC

    In 2011, the Regional Plan Association estimated that in order to keep pace with future growth projections, New York City needs 78 more flights per hour during peak times. This plan creates the additional capacity.

    But for LaGuardia to be a modern airport, it must also have strong subway and regional rail connectivity. All over the world, short haul air traffic is being redirected to high-speed rail. For example, France’s TGV has decimated the domestic air market. China and Japan are even more ambitious. Many passengers already choose Amtrak’s Boston and Washington service over air travel. But much more can be done.

    The Northeast Corridor runs through Port Morris, the Bronx. This neighborhood is across the East River from Rikers Island and the airport. LaGuardia’s proximity to this rail line makes it the most attractive of the three airports for expansion. By creating a terminal at Port Morris, we’re able to connect every New Jersey Transit, Metro-North, and Amtrak line in the region. A Second Avenue Subway extension and a new branch of the A train would provide additional connectivity. Passengers arriving at this station would check in, drop off their bags, travel by AirTrain under the East River to concourses on Rikers.

    ReThinkNYC, Cezar Nicolescu, and Sigmund Lerner

    This would mean a single-seat ride to LaGuardia for millions and provide the foundation for moving many more short haul flights to the rails. This can be done cost-effectively by bringing Penn Station’s problems into the equation. Penn Station is overcrowded and has no capacity for much needed additional trains. This is in part due to the inefficient manner in which the station is used. For example, even at rush hour, New Jersey Transit and Amtrak trains often sit on platforms for 20 minutes before continuing to Sunnyside Yard. This is necessary because the station is being used as a terminal. Conductors must check to make sure everyone is off the train and Amtrak trains must be cleaned and have their cafe cars restocked. We solve this problem by making the last stop on these trains the new Bronx-LaGuardia rail station. This would greatly improve the efficiency of Penn Station and save money by removing the need for the proposed Penn Station South.

    ReThinkNYC, Cezar Nicolescu, and Sigmund Lerner

    This increased capacity at Penn Station makes it possible to host Metro-North’s Harlem, Hudson, and New Haven trains. To do this, we re-use an abandoned rail line and build a short tunnel to connect the Harlem and Hudson lines to the Northeast Corridor. This would give millions of Metro-North customers a single-seat-ride to LaGuardia and Penn Station.

    This new Metro-North connection would bring every rail line in the region through Sunnyside, Queens, making it an ideal place for a station. At Sunnyside Yard, we are proposing a new major transportation center that would include a 20-track rail station, a light rail and bus station, and connections to seven existing subway lines (E/M/R/7/N/Q/G).

    ReThinkNYC, Cezar Nicolescu, and Sigmund Lerner

    To accommodate growth, we propose rezoning much of the area around the station to accommodate greater density, which would provide millions of square feet of rail-connected office space and plenty of housing. We would convert the rest of the Sunnyside Yard site to a 300-acre park, which would include restaurants, green space, and cultural facilities.

    The combination of this new transportation complex, which would be a single-seat-ride away from every commuter station in the region, and the park, would provide a foundation for tremendous growth in Queens.

    In the Bronx, adjoining the LaGuardia Airport Rail Station, we propose a 3.8 million-square-foot convention center (replacing Javits), hotel, restaurant, and shopping mall complex. This new infrastructure would offer pedestrian connections to the adjacent neighborhoods.

    New York City was unified in 1898, but more than a century later many still think of New York as Manhattan. We can no longer afford this mindset. If we are to compete with other global cities, such as London or Shanghai, we cannot do it with one hand tied behind our back. In order to meet this challenge, we need to be unified as a city and a region—socially, infrastructurally, and economically. We are calling our plan ReThinkNYC.

  9. #114


    No, this idea is a pipe dream. No money for such grandiose schemes and no political will. Expanding LGA would mean a lot more noise and pollution over some of the most densely populated areas of the city and the NIMBY's would never allow it. I think adding a runway at JFK is a lot more practical and likely than making this INNER CITY airport a 4 runway monster. Besides, moving the prison is going to be a huge political issue. I highly doubt that the Port will go to LGA for expansion first when they desperately need more capacity. It will be JFK or Newark. Recent studies have shown that LGA is not considered a possibility for expansion. The airspace issue means that adding more capacity here would curtail the use of JFK and clog the airspace even more. The guy here is wasting his time with this idea. He should be focusing on ways to reduce airspace congestion.
    Last edited by futurecity; July 16th, 2015 at 02:15 PM.

  10. #115


    Hi New Yorkers, your new airport terminal has arrived and it looks pretty good!

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