RBB: One Seat Ride From JFK To Midtown Manhattan

The Reactivation of the Abandoned LIRR
Rockaway Beach Branch as a One Seat

Ride from JFK Airport to midtown
Manhattan
July 31, 2017
Prepared for:
QUEENSRAIL�
JFK-Midtown EXPRESS
A 501(c)3 Not-for-Profit Organization
Created by:
Leadership Acceleration Summer Program B.H.R.A.

(E.R.T.R.G.)
Bob Diamond
Greg Castillo
The Interns:
Moneshae Bailey
Katherine Trinidad
DATED: August 8, 2017

NY Daily News July 19, 2017
NY Daily News March 06, 2017
NY Population Projection 016-204
Ratio of
Population Growth Rate to ( :1)
Lower East Side (LES) ulberry Street
ransit Network Hierarchy
The Influence of Mass transit on Economic Development and

Increase of ffordable Housing Units
Residential and Commercial Development Patterns ollow Rail

ransit Routes
New York City population Density Map 2010 (Lets change blue
to green)
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A rail good idea for Queens: Restore the Rockaway Beach line - NY Daily News
A rail good idea for Queens: Restore the Rockaway

Beach line
EDITORIALS
NEW YORK DAILY NEWS Wednesday, July 19, 2017, 5:49 PM
Put a train back here. (JEFF CHIEN-HSING LIAO FOR FRIENDS OF THE QUEENSWAY)
http://www.nydailynews.com/opinion/rail-good-idea-queens-restoring-rockaway-beach-line-article-1.3339468[7/20/2017 5:30:20 PM]

Halfway through his week governing from Queens, Mayor de Blasio owes the people of the
borough and city his support for restoring rail service to the old Rockaway Beach Branch of
the LIRR, a route that has been inactive since 1962.
Although it has been more than half a century since the last train ran the 3.5 miles from Ozone
Park up to Rego Park, connecting to the LIRR Main Line and straight into Penn Station, the
valuable and irreplaceable right of way remains.
Some activists want this fallow rail bed to become a park, an outer-borough High Line, called
Queensway. Sorry, folks. We love the High Line as much as anyone and were the very first to
champion it, before Michael Bloomberg had ever heard of the defunct elevated freight spur.
But the derelict High Line had only two possible futures: demolition or a park, modeled on the
original greened viaduct, the Promenade Plantée in Paris. A return to service for either goods
or passengers was never viable.
In contrast, the Rockaway Beach Branch is ideal for a fast, direct link from JFK and Southeast
Queens into the heart of Manhattan. It was such a good idea that then-Gov. Nelson Rockefeller
pushed it a half century ago.
De Blasio, when asked last month, said “We are closing in on our final decision. I want
everything on the table. I will come back publicly with an assessment of the different options
and the cost and we will move to a decision.”
For a guy who is planning a trolley line along the Brooklyn/Queens waterfront and expanding
ferry service, the call is an easy one: transit.

Just look at the subways. New York can’t exist if New Yorkers can’t move and a train on the
Rockaway Beach Branch can move more people faster and more efficiently than any other
mode. JFK could finally have a direct one-seat train ride into Midtown. And the most
expensive part — acquiring the land — is already done, as the city owns the right of way.
Of course, reactivating the line for the subway or LIRR would require cooperation with Gov.
Cuomo. De Blasio can deal with that.
The other choice, a linear park, should be just as easy to dismiss for a man like de Blasio who
has never once even been to the High Line (too Bloombergian) . For now, the High Line will
have to suffice for New Yorkers. Queens needs transit. Queens needs the Rockaway Beach
Branch.
Send a Letter to the Editor
2 3

The right train to the plane: JFK needs a one-seat ride
EDITORIALS
NEW YORK DAILY NEWS Monday, March 6, 2017, 4:10 AM
Too little a train. (TURNBULL, BILL/BILL TURNBULL)
It was 20 years ago when the Dutch managers of Amsterdam’s Schiphol airport — one off the world’s most innovative and
pleasant — landed in Queens to rehab JFK’s Terminal Four.
On a visit to the terminal, we asked them if they were going to import to JFK Schipol’s famous etchings of an insect in all
men’s room urinals. The fake fly was found to produce better aim and cleaner restrooms.
Of course, said the Dutchman, “don’t people pee the same way here?”
And so the flies fly at Terminal Four.
The flying Dutchman also noted that while Schiphol and JFK handle the same passenger load, efficient Amsterdam had a
single central terminal, while chaotic JFK had nine terminals spread out.
That sprawling mess is finally getting fixed, too — thanks to Gov. Cuomo’s plans for a $10 billion tail-to-snout airport
overhaul.
But Cuomo has still one more thing to copy from our Dutch friends: A direct, swift, one-seat rail ride to the city’s center.
He says he wants to make it happen. Good luck
k with
with that, sir. We trulyy hope you succeed.
Since 2003, JFK has had something called the AirTrain. Running from Jamaica and Howard Beach, where it links up with
subway stations, it’s nowhere to a one-seat ride. That makes trips to the airport far too long , if you take public transit — or
far too pricey, if you take a cab or car service.
There’s an easy answer. When he was governor in 1968, Nelson Rockefeller wanted to reactivate the closed Rockaway Beach
Long Island Rail Road line for a one-seat into Penn Station — then as now the best route. It didn’t happen.
Two decades later, Mario Cuomo and Sen. Pat Moynihan tried again. It didn’t happen.
Frrustrated by buck-passing between the Port Authority and MTA, we invited brass from both in for
Another decade went by. Frustrated f
a meeting.
They explained that a one-seat ride was a no-go because the AirTrain, LIRR and subway cars couldn’t, for various technical
reasons, run on each other’s tracks. But a hybrid, called the “fourth car,” could operate on all three. It just had to be
designed, at an estimated cost back then of $50 million. Not too bad.
Create that — eminently possible given late-90s technology, and even easier to pull off now — and run it over existing rail
lines between Manhattan and Queens . Voilà, a true one-seat ride.
The MTA and PA men acknowledged this was technically doable and could provide ideal service at almost all times, though
during the peak of the weekday rush it wouldn’t be quite as ffrequent
frequent..
And, hung up on that asterisk, we’ve had no one-seat ride since the AirTrain opened in 2003.
To get the one-seat ride he wants and New York deserves, Cuomo must force the MTA and PA to work up blueprints for the
fourth car immediately. He also needs to restore the Rockaway Beach line — the ideal route for the train to the plane — for
transit, killing the silly dream of making it a Queens version of Manhattan’s High Line.
We love the High Line and were among its first backers, but Queens desperately needs better transit.
Cuomo, returning from Israel today, lands at JFK. He must follow the smart Schiphol model and be the one to finally build
the one-seat ride.
Products - Stadler
GTW
The GTW, an abbreviation of the German for articulated multiple-unit train, is a single-decker
regional train. With the first generation of its own articulated multiple unit vehicles, Stadler
laid the foundations in 1995 for its current success as a train builder with a comprehensive
passenger transport package.
The articulated multiple unit is a low-floor single-decker regional train. The tractive unit is located
between the carriages, although the train is still accessible throughout. Depending on their design,
the articulated multiple unit trains achieve a maximum speed of 140 km/h.
http://www.stadlerrail.com/en/products/detail/gtw/[8/16/2017 10:10:46 AM]

FRA Approves First Integrated Use of Stadler GTW Rail Vehicle for DCTA
BUS RAIL TECHNOLOGY SAFETY & PASSENGER MAINTENANCE SUPPLIERS

SECURITY INFORMATION DIRECTORY MENU
SUSTAINABILITY
FRA Approves First Integrated Use of Stadler

GTW Rail Vehicle for DCTA
SOURCE: DENTON COUNTY TRANSPORTATION AUTHORITY (DCTA) JUN 5, 2012
Denton County Transportation Authority's A-Train at the Trinity Mills Station.
Photo credit: Photo courtesy of DCTA.
| Share | Share | Share | Share
On Monday, June 4, 2012, Administrator Joseph

Szabo of the Federal Railroad Administration (FRA) in
conjunction with the American Public Transportation
Association Annual Rail Conference formally
announced approval of DCTA’s request to operate the
Stadler GTW concurrent with traditional, compliant
equipment. This means that for the first time ever;
light-weight/fuel efficient, eco-friendly low-floor
vehicles will be permitted to operate in rail corridors
concurrently with traditionally compliant vehicles. The
waiver, a first of its kind, will expand commuter rail
options for transportation authorities across the United States.
In 2009, the FRA’s Rail Safety Advisory Committee (RSAC) prepared a set of technical criteria and
procedures for evaluating passenger rail train-sets that have been built to alternative designs. The
alternative designs enable lighter, more fuel-efficient rail vehicles equipped with a Crash Energy
Management system to commingle with traditionally compliant equipment. The DCTA/Stadler alternative
design waiver is the first comprehensive submittal that follows the RSAC Engineering Task Force (ETF)
procedures for Tier I equipment. The approval of the DCTA/Stadler waiver request demonstrates that the
enhanced crashworthiness and passenger protection systems inherent to DCTA’s new rail vehicles meet the
latest and most stringent safety standards in the U.S.
http://www.masstransitmag.com/press_release/10725306/fra-approves-first-integrated-use-of-stadler-gtw-rail-vehicle-for-dcta[8/16/2017 10:06:03 AM]

FRA Approves First Integrated Use of Stadler GTW Rail Vehicle for DCTA
“Stadler is excited and proud to have the opportunity of announcing this milestone and appreciates the
immense joint effort conducted by DCTA and the FRA,” stated Steve Bonina, Stadler USA president.
“Stadler continues to be hopeful that the FRA codifies the RSAC guidelines into regulatory requirements in
order to open the North American Rail Network to this outstanding, safer, eco-friendly rail technology, which
will help to make rail systems safer, more efficient, more reliable and less costly.”
Stadler, DCTA and DCTA’s vehicle consultant, LTK Engineering Services, have been working closely with
the FRA to achieve this waiver since 2009. DCTA partnered with Stadler to make modifications and
enhancements to the GTW to comply with the required safety guidelines. Modifications include changes to
the fuel tank design, window glazing and passenger and operator seats.
“This approval is the result of unprecedented cooperation between DCTA, the FRA LTK and Stadler,” stated
Jim Cline, DCTA president. “Our efforts to operate the nation’s first alternative compliant vehicle
demonstrate not only our commitment to increased safety for our passengers and operators but to improving
safety for the commuter rail industry. We are setting the conditions for future success for commuter rail
expansion in North Texas and the conditions will allow us to advance the integration of these vehicles onto
our system.”
DCTA purchased 11 diesel-electric GTW 2/6 articulated rail vehicles from Stadler. The vehicles are
compliant with the Americans with Disabilities Act (ADA), and incorporate enhanced air conditioning,
passenger information system, video surveillance and numerous FRA compliant elements. The spacious
interior has room for wheelchairs, strollers and bicycles. There are 104 seats and standing room for 96
persons in every vehicle along with bright compartments, large windows and comfortable seating. DCTA and
Stadler will begin integrating the cars into service this summer.
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NEWS
SUSTAINABILITY
CA: California Supreme Court Upholds Cap-and-Trade
System
June 29, 2017 CONTACT SUBSCRIBE ADVERTISE
California's cap-and-trade law, which requires companies to buy permits to emit climate-changing
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PRESS RELEASE PRESS RELEASE
L.A. Metro Plans Activities

in Support of Bike Month
this May in Los Angeles
May 18, 2017
From LOS ANGELES COUNTY METROPOLITAN
TRANSPORTATION AUTHORITY (METRO)
The Los Angeles County Metropolitan Laketran Celebrates Dump
Transportation Authority (Metro) has scheduled a PRESS RELEASE
number of activities this May to commemorate Bike the Pump Day, June 15
Month May 23, 2017
From LAKETRAN
With the fluctuation of summer gas prices and need
to weaken dependence of foreign oil, Laketran,
PRESS RELEASE along with public transportation systems nationwide,
is participating in the 12th Annual National Dump
the Pump Day.
http://www.masstransitmag.com/press_release/10725306/fra-approves-first-integrated-use-of-stadler-gtw-rail-vehicle-for-dcta[8/16/2017 10:06:03 AM]

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63rd Drive – Rego Park (IND Queens Boulevard Line) - Infogalactic: the planetary knowledge core
On the extreme northwest (railroad south) end of the platforms, high turnstiles lead to a
single staircase that goes up to either western corners of 63rd Road and Queens
Boulevard, the northwest one for the Manhattan-bound platform and the southwest one
for the Forest Hills-bound platform.
East of this station, there is an unfinished signal tower on

the Jamaica-bound (railroad north) platform and a
bellmouth that diverges to the south from the local
track. Another bellmouth from the Manhattan -bound
local track diverges north, then curves south above the
Queens Boulevard Line to join the other bellmouth.
These were provisions for a planned expansion in the
1930s that would have connected with the IND
Rockaway Line (formerly a Long Island Rail Road
branch) towards Howard Beach , JFK Airport , and the Rego Park Center above station stair
Rockaways. [5][6][7][8] This spur would have run down
66th Avenue before joining the Rockaway Line at its former junction with the LIRR Main Line . [7] In
January 2013, a petition was started on change.org to make use of the bellmouths to connect the station
to the currently unused portion of the Rockaway Line . [9]
References
Cite error: Invalid <references> tag; parameter "group" is allowed only.
Use <references /> , or <references group="..." />
External links
nycsubway.org— IND Queens Boulevard Line: 63rd Wikimedia Commons has
Drive/Rego Park media related to 63rd Drive –
Rego Park (IND Queens
nycsubway.org— The History of the Independent Subway:
Boulevard Line).
Station Reporter — R Train
Station Reporter — M Train
Forgotten NY: Subways and Trains — Rockaway Branch
Forgotten NY: Subways and Trains — Subway Signs to Nowhere
The Subway Nut - 63rd Drive – Rego Park Pictures
63rd Road exit only stair from Google Maps Street View
63rd Drive entrance from Google Maps Street View
64th Road entrance from Google Maps Street View
V·T·E New York City Subway stations [show]
https://infogalactic.com/info/63rd_Drive_–_Rego_Park_(IND_Queens_Boulevard_Line)#Unfinished_Rockaway_spur[7/21/2017 8:55:49 PM]

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Major transit proje cts pr oposed for the New York region :
PROJECT
·······•·······················................·····················•·•········· ...........................
[STIMATED .COST . ········································· ·························-
LEAD SPONSOR/BACKER
.�.l)uildillQ .lower. Manhatta n................................................................................................................ ......................
......New.PATH stalion and.n�.qo1•mto:,vn .concourse .......$2. billion ...................................................... P ort Aull lO�
N ew Fulton Street.........................................................
...························•··· transtt center $7 50 m illion....•............. .......................... ....······················-
················· M TA
····.. �e<:?n�guration of South.Ferry subway statiCM_l ............$400.m illion ............................................................... rv1r.�-
······wrc. bu s station an�.west �treet_Platform............ ...... S500.mil.I!?.�. to .S1.65 . billion......... Bloo mberglf'.0!18YJ.�ority
East Side Access
···············••.. $5.3 billi
,·········································································-···· on
···········-··················• MTA
........................................... .....
. Second Aveoue S ubw ay ........................................................................................................................................
......Northern.segm�.()?5th Street to 63rd.Streel)...........�5.billioo .................................................................MTA.
...... �ower !>€9ment (63rd. Street.to.downtownJ.................. $6. billion .......................................... .......................... rv1r.�.
......MetroUnk.(dovv ntow n to ��lynJ..............................S3.bi llion .....................................................................�P. A_
. No. 7 subwl!Y..'ine.extension............................................ Sl.5.billion ....................................................... Bloo mberg.
••Fa11ey Post Offi ce ...........................................................$1.billion .................. Former Sen.,.Daniel.Patrick Moyni�an_
. JFK: o ne-seat.ride to..l)).idt�wn ........................................ �7:00.m illion ... NY.econ. developmenl.<:Z?J:. Charl es Gargano
. JFK; .\lll e-�t nde to.downtown . . ...................................$3.7.billion ....................................................... Bloomberg
. S,Uper subway shuttle ................................................ . . .$2. billio n t?, s.5 b)llion............Brookfi eld Financia!.P��es
. N ewark airp(llt: CJl!8·seat ride. to downtown ..................... �775 .million ..................................................Port Authority
.Ai;��.to theflegion's.Core............................................$4 .5 .billion ......................................... . . .............�J.Trans it
. Cross-hamor .rai l f!eight.tunnel........................................ qillion to $7 billi on...............................................Nadler
¥.
. Ta ppan Ztle.Bridge re buildin9.......................................... $4.billi on .........................................NYS.Thruway Autho�ty-
. Gowanu s fl<pressw ay .................................................. .$1 .�!l!ion to $2.5 billio n........................................ NYS DO T
..Total
..........................
estimated cost ..................................................................................
$47,625 bllllon -......................................................
lo $56.275 billion .......... -
ScMoes: agenci!ls. news reports
····················...···................................................................................ ............................................-
SEARCHING FOR DOLLARS
Potentai l sources of revenu e:
SOURCE AMOUNT LUO SPONSOR/BICKER
Tolls on East River bridges S8 billion ............... ................. ............_
Port Authority_
..1111�'!.a!.�f.Tr.�'.'.��!!��!iu.�Y..�.�.r.t��.2.��.1:e.n_tllry....... ��.�i\li��'. .... ............................................
FtMA/11.S. DOT funds fo..........................................................
.................................. r downtown $4.55 .b.........
.............. MTA_
illi on ................................ ............
WTC lessee insurance . ... . . . .. $2. 9·4 bi lli on MTA
. Tax increment financing (far West Side) ............ . . .. .. ..... $1:s billion ..• ....... Bloom berg/Pol1 Author ity.
MTA
. Excess .P ort Autllority f u nds....................................................$940.nnilli on . .................................... ........_
..L�Yl'l!r..M.:1Jl�!l�.��!��.��.��.�............................. �.1.:��.��!!?.�..
..P��S.e!lfl!f.�il!t).'_t:11��.............. ..................... ................. .. ��.�\!!!?.�. MTA

. NYC capita l budg et ................................................................. $106. million MTA
2
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Souce,;agerciCS, ........ _,.

Printable Version Page 1 of 4
From:
To:
Sent: Thu, Jul 20, 2017 12:59 PM
Subject: Affordability in NYC
As I talk to people throughout our city, the first issue I hear from almost everyone I meet is
how difficult it can be to afford to live here.
That’s why we launched the most ambitious affordable housing g plan

p in the historyy of New
York City—more than $40 billion to build and protect 200,000 aff
affordable
ffordable apartments by
ff
ffo
2024. That effort will help more than 500,000 New Yorkers afford to stay here.
I wrote an op-ed in the New York Daily News last week about the work we’re doing to
tackle the affordability crisis in our city. I hope that you’ll read it and forward it to your
friends.
Building a More Affordable City
By: Bill de Blasio
In a lot of ways, New York isn’t the city I moved to back in 1979.
I’m old enough to separate my nostalgia for those days from the reality of how dangerous
and uncertain they could be. Today, our streets are safer than ever. Schools are
improving. Unemployment is at record lows.
But in one fundamental way, we risk becoming victims of our own success. As more
parents stay here to raise their kids, more seniors retire in their neighborhoods instead of
the Sun Belt, and more young people and immigrants come here because this is where the
good jobs can be found, the pressure on our city’s housing stock has led to a full-blown
affordability crisis.
When we took office in 2014, half of renters were spending more on housing than they
could afford. Rents had risen sharply through the recession, even as incomes were
tumbling. The rising anxiety built up over decades hit a fever
7/20/2017
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Blackstone Unveils $40 Billion
Infrastructure Mega Fund with Saudi
Arabia as President Trump Visits
[5/21/2017 9:48:48 PM]
https://www.forbes.com/...17/05/20/blackstone unveils 40 billion infrastructure mega fund with

saudi arabia as trump visits/#216215f67ad7
As President Donald Trump visits Saudi Arabia on the biggest foreign trip of his presidency, private
equity giant Blackstone Group is unveiling a $40 billion infrastructure fund with the gulf nation, which
will primarily invest in the United States. Saudi Arabia will commit $20 billion to the Blackstone
infrastructure fund and another $20 billion will be raised from other limited partners, readying cash that
could lead to $100 billion in total infrastructure investments on a leveraged basis. Blackstone, co
founded by billionaire Stephen Schwarzman, head of Trump's business council, said on Saturday
morning the fund effectively launches a new business line for the over $360 billion in assets firm.
Already a powerhouse in private equity, real estate, hedge funds and credit investments, Blackstone has
been preparing for a push into infrastructure, spotting an opportunity as large investors increasingly
plant their money into the cogs of the global economy such as buildings, ports, wireless infrastructure,
pipelines, railroads and airports. Through its various funds, Blackstone has invested over $40 billion in
such investments over the past fifteen years; however, those deals were not made inside a dedicated
infrastructure business. With large institutional investors and sovereign wealth funds spotting trillions of
dollars in necessary infrastructure investments in the U.S. and globally in coming decades, they are
looking to the sector as a green field area to earn stable double digit returns.
Firms like Global Infrastructure Partners, Macquarie, Brookfield Asset Management and Black Rock have
already built weighty infrastructure businesses; now after lots of speculation Blackstone is entering the
market in a major way.
Saudi Arabia's Public Investment Fund has agreed to commit $20 billion to the Blackstone infrastructure
fund, which will be set up a permanent capital vehicle. Other outside investors will provide the rest of
the fund's commitments. Though Blackstone says the vehicle "launches a new business" for the firms
and is the culmination a year's worth of negotiation, it is being done on a non binding basis, meaning
talks continue and the structure has not been formalized. “There is broad agreement that the United
States urgently needs to invest in its rapidly aging infrastructure. This will create well paying American
jobs and will lay the foundation for stronger long term economic growth," said Blackstone's billionaire
president Hamilton E. James, in a press release announcing the deal.
"Blackstone has the talent, scale and experience to be an effective private sector partner in filling the
massive infrastructure funding gap," James said, before characterizing Saturday's deal as a "vote of
confidence in our country and Blackstone." H.E. Yasir Al Rumayyan, managing director of PIF, said Saudi
Arabia's $20 billion commitment is a vote of confidence in President Trump's economic agenda. “This
potential investment reflects our positive views around the ambitious infrastructure initiatives being
undertaken in the United States as announced by President Trump, and the strategic opportunity for the
Public Investment Fund to achieve long term returns given historical investment shortfalls," Rumayyan
said. "We look forward to partnering with Blackstone, a recognized leader with a strong record of
achievement across its extensive infrastructure projects," he added. On Friday, PIF formally closed its
commitment to SoftBank's $93 billion technology fund, underscoring its appetite for major new
investments as Saudi Arabia diversifies its economy. Were one to count the $40 billion infrastructure
fund towards Blackstone's assets under management, it would push overall AuM to over $400 billion, up
roughly fourfold from its 2007 initial public offering. FORBES documented Blackstone's dramatic post
crisis rise in a May 2016 cover story on Schwarzman and the firm.

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Some Thoughts on Using Glendale Junction Instead of White Pot Junction
(Lower Montauk vs. Main Line)
Pros:
- Mitigates the political opposition regarding the Forest Park area. See Map 1
- Boosts the “QNS” light rail project, which in turn will lend additional support to
RBB.
- The Lower Montauk is only lightly used, and only by freight trains. This means
the introduction of a “one seat ride” from midtown Manhattan (Penn Station)
to Rockaway would truly be adding new cross Queens rail capacity. This
would help alleviate the highly congested, over capacity conditions on the
# 7 line, and the Queens Blvd. subway. See map 2.
- The development of the “fourth car” would be justified. First conceived as an

integral part of the Second Avenue subway “Manhattan East Side Access”
(MESA) plan, this new type of rail vehicle would be able to operate in the
subway, emerge to the surface, and then run in City streets as a light rail
vehicle. The “fourth car” could also be made compatible with the existing Air
Train to JFK. Please see attached NY Daily News article. To read the MESA plan
please go to: https://www.scribd.com/document/328995141/MTA-s-Lower-
East-Side-Light-Rail-Study-Circa-1999-MESA
- The “fourth car” concept presents a major opportunity to extend NYC subway
service into poorly served “transportation deserts” in eastern Queens and
western Nassau County – by using less expensive street surface track, rather
than highly expensive and time consuming tunneling. Please see Appendix 1
regarding the “76th Street Connection”.
Challenges:
- This route relies on the use of the “Montauk Cutoff”. The LIRR has been looking
to sell or otherwise dispose of this property as a rail to trails, or urban art space.
This disposal process would need to immediately cease.
- The connection between the Montauk Cutoff and the portals of the LIRR East
River Tubes would require the re-activation of a disused “loop” around
Sunnyside yard. This solution is necessary to work around the substantial
-2-
difference in grade elevation between the Montauk Cutoff and the East
River tunnel portals. See Map 2.
- Careful planning would be needed to integrate the QNS/RBB service into the
existing train scheduling in the LIRR East River Tubes. Very close coordination
would be required from the start of the planning process with the LIRR, Amtrak
and NJT.
- The extreme structural decay of the Lower Montauk’s bridge over the Dutch
Kills would have to be addressed. This ancient and long neglected structure is
in need of major repairs, or complete replacement. See attached photos.

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DOT Releases Lower Montauk Branch Rail Study | www.qgazette.com | Queens Gazette
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2017-07-19 / Features Share 9 Tweet Print
DOT Releases Lower Montauk Branch Rail Study

BY THOMAS COGAN
The Department of Transportation (DOT) has recently been
informing the public about its Lower Montauk Branch Rail Study,
which assesses the possibility of reviving a passenger train line
that was discontinued almost 20 years ago because of what was
thought to be irreversibly declining use.
The latest informational meeting was at Queensborough Hall,

where Borough President Melinda Katz and NYC Councilwoman
Queens Borough President Melinda Katz Elizabeth Crowley welcomed an interested audience and turned
and NYC Councilwoman Elizabeth Crowley the slide show over to two DOT executives, Senior Project
co-Chaired a July 12 Borough Hall Manager Jeff Peel and Aaron Suguira, Director of Transit Policy
roundtable meeting with local business
and Planning. But before their description of various proposals Browse Archives
leaders to solicit their input on
for the old passenger line, a brief history of it might be helpful.
Councilwoman Crowley’s proposal to Queens …
reactivate commuter service along the
Before 1998, the Long Island Rail Road had a branch line known Like Page L
“Lower Montauk Branch” freight rail line
that runs from Long Island City to Jamaica. as the Lower Montauk Branch, the last six stations of which
The New York City Department of were located between Jamaica and Long Island City. On
Transportation (DOT) is currently studying weekday mornings, many riders who were either coming in from
the feasibility of the proposal, which
Long Island or picking up the train at Jamaica or one of the
Borough President Katz supports as a
means of improving mass transit service in stations beyond it, would take the train to the LIRR stop in Long
a currently underserved section of western Island City, disembark and flock to the No. 7 subway station at
Queens. The DOT is scheduled to complete Hunters Point Ave., where they added to the passenger load on
the feasibility study by the end of the train headed to Manhattan, the work destination of most of
December 2017.
that subway’s riders. The evening rush would produce the
opposite effect, with the Flushing-bound No. 7 yielding those
many riders at the LIRR switch point.
In 1998, LIRR service from Jamaica to Long Island City was ended, as it was evidently decided that a
concentration of ridership during the morning and evening rush hours and nearly none during any other
part of weekdays or weekends could be entirely eliminated, leaving those forsaken riders to get to and
from Manhattan along the main LIRR line, whose last stop in Queens is Woodside.
Thus, the informational meetings appear to be about reviving the old passenger line, but it’s interesting to
see that the study’s first serious examination is about freight activity in and around the that line. There’s a
section on the Cross Harbor Freight Project, a vast shipping proposal that has been through years of
preparation and controversy seems stronger than ever, given the Port Authority of New York and New
Jersey’s announcement in May of a Tier II environmental impact study and design funding. The project
would stretch from the ports and rail yards of New Jersey across Upper New York Harbor into Brooklyn
http://www.qgazette.com/news/2017-07-19/Features/DOT_Releases_Lower_Montauk_Branch_Rail_Study.html[7/23/2017 11:38:20 AM]

DOT Releases Lower Montauk Branch Rail Study | www.qgazette.com | Queens Gazette
and then Queens. One result is that the freight rail situation on the Lower Montauk Branch, serious at
present, would become far more so in years to come. A bullet point in the study about the “Need to
accommodate existing freight and possible growth” is an understatement.
Among what the study calls challenges for freight and passenger operations are space issues. They
include the fact that passenger and freight operations need additional yard and track infrastructure; and
that there are many right-of-way spots that are quite narrow. Also, everyone has to deal with the feds.
Federal Railroad Administration (FRA) safety regulations limit “jointly operating lighter and heavier rail
equipment on same or adjacent tracks.”
There’s also the matter of “crash-worthiness”: passenger rail vehicles have to be judged safe to operate
jointly with freight equipment, which is much heavier. They might have to operate at different times of the
day or never operate on the same tracks and be separated more widely than at present while on adjacent
tracks.
Probably the most interesting part of the study for passenger rail advocates is the look at the variety of
passenger rail vehicles and what makes them move. The first is (a) the electric multiple unit or EMU,
familiar on the LIRR. It needs no locomotive, being operated by third rail power, which would have to be
installed on Lower Montauk. It emits little or no pollution and is FRA compliant. (b) Diesel locomotives
pulling passenger cars are also familiar. They are FRA compliant and need no electrification, but air and
noise pollution issues accompany them. (c) Electric light rail, or “modern streetcar” is self-propelled and
powered by a catenary, a cable above the tracks that has a suspended trolley wire. This mode of travel is
burdened by what the study calls extensive FRA compliance issues; and of course, the catenary would
have to be installed. But like the EMU, it also gives off little or no noise or air pollution. (d) Self-propelled
diesel multiple units, DMU, are available too. They have no locomotives and no electrification and the units
have what the study calls the availability of FRA compliance options. They are the size of self-propelled
electric cars but do have air and noise issues. These are not disadvantageous enough, however, to keep
the study from recommending them “for concept development.”
In the judgment of the study’s authors, lack of electrification wins. To electrify, catenary or third rail
systems would have to be constructed; and third rail power, for another thing, requires wider track space,
which is precious: it’s a third rail after all. The DMU, on the other hand, is ready to go. However, the study
admits, though DMUs are less noisy than the huge diesel locomotives and probably pollute less, all diesel
trains, large or small, are more sensitive to fuel price fluctuations than electrics.
If only for the purpose of exposition, the study assumes the passenger train plan will proceed. What the
study also does is display an assortment of hindrances that come between intention and fulfillment.
“Frequent overhead and undergrade crossings may constrain expansion,” the study says, for example. On
the old rail route there were 11 at-grade crossings, seven overhead and two under grade crossings, and all
remain. Widening the separation between freight and passenger trains on adjacent tracks is all but
mandated by the FRA, but widening track beds for any reason will be a major procedure, given the rigid
confines of elevated viaducts and under grade cuts. At grade level, actual buildings or tunnel walls to either
side of tracks will militate against widening the separation between them.
Many other problems are brought up in the study, which boldly says that if all of them can be overcome,
ridership on new passenger trains, with restored stations (and possibly new ones), will be ready for service
in 2025. For now, mode and station concepts need to be refined; capital and operations cost estimates
must be developed; growth scenarios in the train corridor must be projected; and future freight rail activity
must be further defined. A later draft report is to be made available before the end of this summer and a
final report should appear in the fall.
Return to top
Copyright 1999-2017 The Service Advertising Group, Inc. All rights reserved.
http://www.qgazette.com/news/2017-07-19/Features/DOT_Releases_Lower_Montauk_Branch_Rail_Study.html[7/23/2017 11:38:20 AM]

Woodhaven Junction power substation (Atlantic Ave. & Woodhaven Blvd.):
Original primary power was 11kv 25 Hz 3 phase AC (same as IRT subway). Output
power was 650 VDC (nominal) to third rail (same as IRT subway).
Type of 3rd rail design on RBB: identical to IRT 3rd rail pickup shoe system. Compatible
with BMT "elevated lines" 3rd rail configuration via a "Johnson pickup shoe adaptor
cam".
Note: Power substation building still exists. Current photos are available here:
http://www.roadandrailpictures.com/rnywhjct.htm
Construction of the railway section between White Pot Jct. & Glendale Jct. was begun
Aug 1908, and completed March 1909. This included the White Pot Junction "fly under".
This section was electrified during June, 1910.
Approximate Electric Power Demand
Source: MTA “MESA Study”, MES/DEIS, circa August, 1999, pg 12- 2, Table 12.1
Notes:
For buses, based on NYCT rates, assumes diesel fuel consumption rate of
0.361 gallons per vehicle mile.
Based on NYCT rates for subways, assumes electric power consumption

rate of 5.13 kilowatt hours per vehicle mile.
Conversion factor for fuel consumption by autos/taxls/trucks: 127,700 BTU’s

per gallon.
Conversion factor for fuel consumption by buses: 131,000 BTUs per gallon.
Conversion factor for electric power: 3,413 BTUs per kwh.
Now, regarding a reactivated RBB:
To be conservative, let’s assume a typical NYC subway train length of 600

feet (eight - 75 ft cars). This gives us a “per train” power demand of:
5.13 kwh x 8 cars = Roughly 26 kwh per train (TU) mile. Each train can
carry about 1,400 people.
The 4 mile long RBB reactivation route would contain 8 “track miles”. Let’s
assume for estimating purposes, that trains will not be spaced less than ¼ mile
apart. These yields a power demand of:
26 kwh/mile x 4miles x 2 tracks = 208 kw

SAY 250 kw x 3 (HVAC, lighting, electronics, etc.) = 750 kw
HOWEVER, according to NYCT standards, power substations must be able to

supply up to 10,000 amps to the 3rd rail “on demand” ( initial inrush current
).
So, the RBB substation must be able to sustain a peak power output of
6,500 kw (6.5 mw).
Budget
- - - - -------- -�---
. . -
. ----�-
For further detail on the LIRR's original electrification system, please refer to:
https://books.google.com/books?id=0Z9MAAAAYAAJ&pg=PA1010&lpg=PA1010&dq
=the+power+transmission+and+third+rail+of+the+long+island+railroad&source=bl&ots
=b-
becEdfRY&sig=qywJXfyF6Gy6TA9VHeJ7ZwWReNw&hl=en&sa=X&ved=0ahUKEwi
3-
Laa9JvVAhVMaD4KHcwACIsQ6AEIQTAF#v=onepage&q=the%20power%20transmis
sion%20and%20third%20rail%20of%20the%20long%20island%20railroad&f=false
RBB grade crossing elimination program (extant 4 track earthen embankment, and
reinforced concrete viaduct w/plate girder deck bridges over major streets) from Glendale
Jct. to Aqueduct was constructed during the 1930's.
Existing "A Train" elevated structure on the Rockaway peninsula was built circa 1939 -
1941.
Source: LIRR Employee Timetable #15 1942, published on June 22, 1941.
Mileage: starting at the original RBB "Beginning Point" (0.0) at "Winfield Jct.":
White Pot (Rego Park) Old MP 1.7 = New MP (0.0)

Parkside " MP 3.0 “ “ MP (1.3)
Brooklyn Manor " MP 4.3 " “ MP (2.6)
Woodhaven Jct. " MP 4.7 " “ MP (3.0)
Ozone Park " MP 5.0 " “ MP (3.3)
"A Train" Jct. " N/A " “ MP (3.95)
TOTAL 3.95 mi.
SAY 4 Route Miles (8 Track Miles)
May 8, 1950: Huge Fire destroys LIRR's wooden Jamaica Bay Trestle – LIRR’s RBB
service ends until the City "buys out" the line.
By 1956, the NYC Transit Authority (pre MTA) completely rebuilt the Jamaica Bay
Bridge and began using the RBB line from Liberty Ave. to Rockaway as part of the "A
Train" subway line. The City then leased back the RBB line north of Liberty Avenue to
the LIRR for its own use. The LIRR then re-abandoned this part of the RBB in 1962. It
has lain dormant ever since.
Source: Change at Ozone Park: A History and Description of the Long Island Rail Road
Rockaway Branches, by Herbert George, 1993
IND Queens Line 33rd Drive Station: during the circa 1930’s IND Queens Blvd.
subway construction, provision was made for direct connection to the RBB. This
Connection Provision Still EXISTS. Please read:
https://en.wikipedia.org/wiki/63rd_Drive%E2%80%93Rego_Park_(IND_Queens_Boulev
ard_Line)#Unfinished_Rockaway_spur
A direct extension of the RBB into JFK AIRPORT was contemplated back in
the 1970’s. Please read the following extract from the
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“The Fourth Car”
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in 3D
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y
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Census troct populotion density, 2010
populcttion - 8,175,133 Sourte: 2010 C�1M

} 60,000 people per square mile
• } Lf0,000 people per square mile
• 0 - 20.000 people per square mile
New York City is the most densely popuk11ed

city in the United States, w'ith cm avernge
density of just under 28.000 people per square
mile. In much of Manhattan and the Bronx.
and parts of Queens and Brooklyn, the population
density for some census tMd s is higher than
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comparison to most of ;he United States it is
:dill very den.sely populated.

RBB: One Seat Ride From JFK To Midtown Manhattan

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The Reactivation of the Abandoned LIRR

Rockaway Beach Branch as a One Seat

Leadership Acceleration Summer Program B.H.R.A.

DATED: August 8, 2017

NY Daily News March 06, 2017

NY Population Projection 016-204

Lower East Side (LES) ulberry Street

ransit Network Hierarchy

The Influence of Mass transit on Economic Development and

Residential and Commercial Development Patterns ollow Rail

c^6[tkKc_  '1LV '0dH8*f3^jHm I=nF;c^T| ]1kk og1_kIo \b8:mE0m

$ddbfms^Hm| >ch 1hB; )61V; *huV}<?bf804U: bsjH^A

A rail good idea for Queens: Restore the Rockaway

http://www.nydailynews.com/opinion/rail-good-idea-queens-restoring-rockaway-beach-line-article-1.3339468[7/20/2017 5:30:20 PM]

http://www.nydailynews.com/opinion/rail-good-idea-queens-restoring-rockaway-beach-line-article-1.3339468[7/20/2017 5:30:20 PM]

Send a Letter to the Editor

http://www.nydailynews.com/opinion/rail-good-idea-queens-restoring-rockaway-beach-line-article-1.3339468[7/20/2017 5:30:20 PM]

Too little a train. (TURNBULL, BILL/BILL TURNBULL)

And so the flies fly at Terminal Four.

far too pricey, if you take a cab or car service.

http://www.stadlerrail.com/en/products/detail/gtw/[8/16/2017 10:10:46 AM]

BUS RAIL TECHNOLOGY SAFETY & PASSENGER MAINTENANCE SUPPLIERS

FRA Approves First Integrated Use of Stadler

Denton County Transportation Authority's A-Train at the Trinity Mills Station.

Photo credit: Photo courtesy of DCTA.

| Share | Share | Share | Share

On Monday, June 4, 2012, Administrator Joseph

http://www.masstransitmag.com/press_release/10725306/fra-approves-first-integrated-use-of-stadler-gtw-rail-vehicle-for-dcta[8/16/2017 10:06:03 AM]

Voice your opinion!

This site requires you to login or register to post a comment.

PRESS RELEASE PRESS RELEASE

L.A. Metro Plans Activities

http://www.masstransitmag.com/press_release/10725306/fra-approves-first-integrated-use-of-stadler-gtw-rail-vehicle-for-dcta[8/16/2017 10:06:03 AM]

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