Lower Manhattan–Jamaica/JFK Transportation Project
| Company type | Public works project |
|---|---|
| Industry | Transportation |
| Founded | 1999 |
| Fate | Project not pursued |
| Headquarters | New York City , United States |
Area served | Lower Manhattan, Jamaica, John F. Kennedy International Airport |
| Products | Rail transportation link |
The Lower Manhattan–Jamaica/JFK Transportation Project was an envisioned public works scheme in New York City aimed at establishing a direct link between a newly constructed station near the World Trade Center Transportation Hub and both John F. Kennedy International Airport and the Jamaica station. This would be accomplished by utilizing the Long Island Rail Road's Atlantic Branch alongside a newly proposed tunnel beneath the East River. The initiative intended to provide a seamless, single-seat journey lasting approximately 36 minutes between JFK Airport and Lower Manhattan, while also shortening Long Island commuting durations by as much as 40%. Additionally, it sought to ease congestion on several major subway routes in Manhattan, including the IRT Broadway–Seventh Avenue Line, IRT Lexington Avenue Line, IND Eighth Avenue Line, and BMT Broadway Line.
Under former Governor George Pataki, the project was regarded as a significant priority. However, his successor, Eliot Spitzer, shifted focus away from this plan towards other transportation endeavors such as the Second Avenue Subway, LIRR's East Side Access, and the replacement of the Tappan Zee Bridge. Spitzer advocated for a comprehensive assessment weighing the project's advantages against its financial implications.
Context
Prior to the events of September 11, Lower Manhattan was ranked as the third largest central business district in the United States; by , it had moved to fourth place behind Midtown Manhattan, Chicago, and Washington, D.C.. A significant number of commuters travel via the LIRR to either Atlantic Terminal or Penn Station, where they transfer to subway lines heading downtown—both options contribute considerable additional travel time.
Concepts to extend the LIRR's Atlantic Branch into Lower Manhattan have been proposed for many years but have yet to come to fruition. Following 9/11, this idea reemerged as part of recovery initiatives aimed at improving Lower Manhattan’s transit network, fostering economic renewal, accommodating population and workforce growth, and decreasing dependence on car travel.
Proposed routes
In 1999, the Regional Plan Association introduced a comprehensive vision for the Second Avenue Subway extending from Broad Street up to 125th Street. This plan was designed to coincide with the LIRR's East Side Access initiative and included subway expansions along commuter rail corridors in Brooklyn, Queens, and the Bronx, as well as a direct subway connection to JFK Airport via the AirTrain JFK system. Termed the "MetroLink" proposal, it featured 31 brand-new metro stations, enhancements to 3 existing commuter rail stations, and the addition of 19 miles of new routes. The subway line would originate at Grand Central–42nd Street, proceed along the IND Second Avenue Line into Brooklyn through the Montague Street Tunnel, then utilize the LIRR Atlantic Branch from Atlantic Terminal to Jamaica Station, before continuing on the AirTrain JFK tracks directly to JFK Airport.
A joint feasibility analysis conducted in 2004 by the Metropolitan Transportation Authority, Port Authority of New York and New Jersey, Lower Manhattan Development Corporation, and New York City Economic Development Corporation examined possible routing options. At Jamaica Station, plans called for a 1500-foot elevated structure to link AirTrain with the existing LIRR Atlantic Branch. Additionally, constructing a new tunnel connecting Brooklyn's Atlantic Terminal to Lower Manhattan's World Trade Center was deemed necessary. The study explored four alternatives for crossing the East River:
- Constructing a new tunnel, with an estimated cost of $4 billion.
- Utilizing the existing Cranberry Street Tunnel (IND), which is currently operating at full capacity and would require rerouting of A and C lines.
- Employing the existing Montague Street Tunnel (BMT), which has available capacity.
- Splitting usage between both tunnels, dedicating one to LIRR and the other to AirTrain.
The recommendation favored building a new tunnel beneath the East River, anticipating weekday ridership reaching up to 100,000 LIRR passengers alongside 4,000 to 6,000 AirTrain riders.
Funding
In June 2004, Governor Pataki suggested redirecting unused federal funds originally allocated for Lower Manhattan reconstruction toward this rail connection. The Bush administration approved $2 billion for this purpose in July of that year. Although these funds received approval from the Senate Finance Committee in 2007, obtaining further financing encountered challenges due to competing priorities such as the Mass Transit Tunnel and Second Avenue Subway projects. Subsequent governors Eliot Spitzer and David Paterson did not elevate this initiative on their agendas, resulting in Senate obstruction of the $2 billion earmark. Meanwhile, projected total expenses rose from an initial $6 billion estimate to a range between $8.6 billion and $9.9 billion.