Nynj crossrail for the web

University of Pennsylvania School of Design The University of Pennsylvania carries on the principles and spirit of its founder, Benjamin Franklin: entrepreneurship, innovation, invention, outreach, and a pragmatic love of knowledge. Franklin’s outlook of melding theory and practice has remained a driving force in the University’s academic and social mission.

The University of Pennsylvania School of Design embodies these principles as well, linking a diverse range of disciplines through integrative design thinking. The School houses Architecture, City and Regional Planning, Landscape Architecture, Fine Arts, Historic Preservation, Digital Media Design, and Urban Spatial Analytics, and Integrated Product Design. Within the School of Design, the City and Regional Planning program integrates academic planning theories with practical, client-based applications.

During the program’s final semester, students participate in a capstone studio that serves as the culmination of their planning work at Penn.

Incorporating the skills gained during two years of study, the studio project challenges a team of students, under the guidance of professional practitioners and faculty, to collaborate on a project that addresses a realworld planning problem.

Previous megaproject studios have examined topics including high-speed rail in the Northeast Corridor, the redevelopment of New York’s Penn Station, and new train services in the outer boroughs of New York City. The 2015 studio, led by Marilyn Jordan Taylor and Robert Yaro, was given the task of developing a plan to integrate the NY-NJ-CT regional rail system through the modernization and expansion of the 25-mile rail corridor from JFK to Newark Airport, transforming the corridor into a regional “backbone” that catalyzes the region’s economic growth and allows for an expansion of its Central Business District.

The students of this year’s studio would like to thank Dean Taylor and Professor Yaro for their assistance and direction throughout this semester.

Without their guidance, this project would not be possible.

CrossRail Studio Team Zach Billet Mazen Chaanine Eugene Chao Yexin Ding Matt DiScenna Mengwei Jian Chen Ju James T. Lantelme Lanzi Li Amy Jie Liu Frieda Jing Liu Yukari Matsuda Lex Powers Brooke Ashley Wieczorek Chi Zhang Ge Zhang

INSTRUCTORS

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Marilyn Jordan Taylor

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Robert Yaro

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of Architecture ‘15

TOD Urban Design & Station Design

Master of City Planning ‘15

Land Use & Environmental Planning

Master of City Planning ‘15

Public-Private Development

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of City Planning ‘15

Community Economic Development; Public-Private Development

Master of City Planning ‘15

Sustainable Transportation & Infrastructure Plannning

Master of Architecture ‘15

TOD Urban Design & Station Design

Studio Team Members

PennDesign | Dean and Paley Professor PennDesign | Professor of Practice Regional Plan Association | President Emeritus

Acknowledgements The NY-NJ CrossRail studio wishes to thank the Daniel and Joanna S. Rose Fund, Inc., HNTB, Edison Properties and Parsons Brinckerhoff for their generous contributions to the studio’s work by helping to make the London charrette possible.

Furthermore, the studio would like to thank and acknowledge the following people – without whom this report could not have been completed – for their invaluable assistance and insight throughout the Spring 2015 semester:

Daniel Baer Richard Barone Armando Carbonell Vincent Goodstadt Petra Messick Foster Nichols Mark Pisano David Seltzer Michael Sweeney Kristopher Takacs Chris Ward

Parsons Brinckerhoff Senior Vice President

Regional Plan Association

Director of Transportation Programs

Lincoln Institute of Land Policy

Chairman of the Department of Planning and Urban Form

Royal Town Planning Institute Board Member

Amtrak

Infrastructure Planning Manager

Parsons Brinckerhoff

Principal Professional Associate

The studio extends its sincere gratitude to Vincent Goodstadt for organizing the events of our weeklong charrette in February 2015 and providing valuable feedback throughout the week. The studio would also like to thank the London office of Kohn Pedersen Fox for hosting the charrette. Sian Confrey, Project Administrator, was especially tireless in her efforts to facilitate our work throughout the week. In addition, the studio thanks the following individuals for providing insight and advice during the charrette:

Harbinder Birdi Michael Colella Sam Richards Nigel Standing Martin Stuckey Robin Thompson

Hawkins-Brown Architects Partner

Transport for London HS2 Lead Sponsor

Crossrail

Head of Urban Integration

Parsons Brinckerhoff Technical Director

Crossrail

Operations Business Manager

University College London Professor Emeritus

University of Southern California

Professor of Practice of Public Administration

Mercator Advisors Principal

HNTB Corporation

Senior Vice President

Skidmore, Owings and Merrill Associate Director

Port Authority of New York and New Jersy Former Executive Director

Special thanks for PennDesign staff:

Roslynne Carter Kate Daniel Kait Ellis

PennDesign

Administrative Assistant

PennDesign

Department Coordinator

PennDesign

Executive Secretary to the Dean

Contents Introduction 1 Setting the stage

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A Fragmented Region

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More than a transportation project...

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...it’s a dynamic vision for growth

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The NY-NJ CrossRail Vision: Greater Connectivity for Growth

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Opportunity Through Accessibility

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Gateway 13

The Benefits of CrossRail: More Trains, More Seats, Reduced Travel Time and More Connections 15 Phasing Plan

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Service Plan

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Economic Development and Community Growth

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Station Development Objectives

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Secaucus, NJ Becomes “Meadowlands South”

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LIC Station and Queens Sunnyside Station

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Development Potential at Other CrossRail Stations

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Financing and Building NY-NJ CrossRail

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Who is in charge?

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Connected Centers for Growth

Making it Happen

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Precedents 50 NY-NJ Delivery & Finance Structure

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Federal Commitments Meet Value Capture to Finance CrossRail

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Project Finance Summary: The Business Plan

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The CrossRail Value Proposition

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Creating Capacity for Growth

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Investing in People and Places

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Transforming Project Delivery

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Creating Local, Regional and National Benefits

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In Closing

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More Trains, More Gains

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Introduction This studio is the sixth year of an ongoing research project at PennDesign focusing on the potential for intercity and high-speed rail (HSR) service in the Northeast Corridor to improve the Boston to Washington megaregion’s mobility, quality of life, and economic competitiveness. Previous studios have proposed the creation of Northeast Corridor HSR, investigated the economic benefits that such a system would produce, and recommended financing and phasing strategies for these investments, expansion and redevelopment of New York’s Penn Station and the creation of an overground rail transit network connecting the outer boroughs of New York City.

Setting the stage The New York metropolitan area, the largest in the nation, is a global center of finance, commerce, innovation and culture. It is the core of the Northeast megaregion that produces 20% of the nation’s GDP. Each year the New York area sends an estimated $150 billion net to the federal government (based on Internal Revenue Service data). Among the many barriers to additional growth are the inadequate Hudson River crossings and aging transit systems, which threaten the city’s global competitiveness. The last Hudson rail crossing opened in 1910 and the last automobile lanes were added over fifty years ago. The Hudson crossings are at capacity during the peak hour and can no longer meet demand. Extreme and growing congestion in all of the Hudson River crossings restricts the ability of the region to grow and leaves it highly vulnerable to disruption. This was demonstrated by Superstorm Sandy when the two Northeast Corridor rail tunnels were closed. According to Amtrak, estimated economic losses to the region from such closings could be up to $100 million per day with significant ripple effects for the entire country. Amtrak has warned that one or both of its existing Hudson River tunnels may need to be closed on short notice for emergency repairs resulting from their inundation during Sandy. Such a closing would be catastrophic to the economy of the NY metropolitan region and the Northeast.

Similarly, the growth of northern New Jersey, Brooklyn and Queens has brought crush loads of passengers on subways, New Jersey Transit, and the Long Island Rail Road. If capacity limitations mean that people cannot get to jobs and employers have a restricted pool of potential workers, the economy of the whole region will suffer. And as travel times and congestion increase, the region’s quality of life will also deteriorate.

[Fig. 1-1] The Region’s Components

Source: NYMTC

INTRODUCTION

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New trans-Hudson capacity is urgently needed to allow for rehabilitation of the existing Hudson tunnels, to meet the current and projected demand, and to make the system more resilient. New East River capacity is also needed to meet growing demand from the east. Both investments are necessary to keep the region globally competitive and its economy growing.

This report proposes NY-NJ CrossRail, an economic growth strategy and a unifying transportation project that will better tie the region together, make it more resilient to extreme events, provide new accessibility to disadvantaged communities, and ensure its global competitiveness for decades to come.

A Fragmented Region The New York-New Jersey-Connecticut region is located at the center of the nation’s busiest rail line, the Northeast Corridor (NEC). Stretching from Washington to Boston, the NEC hosts more than 2,000 trains per day most of them commuter rail trains, but also includes significant numbers of Amtrak inter-city rail trains and freight trains. The corridor is highly congested, with a severe bottleneck between New York and New Jersey, where the corridor narrows to two tracks from four in most of the highlytravelled segments of the NEC. While the entire network is constrained, the most critical lack of capacity is under the East and Hudson Rivers on either side of Manhattan and at New York Penn Station -- the NEC’s principal gateway. This leads to frequent delays and disruptions of service for all rail passengers using the corridor.

Within the overall New York metropolitan region, Brooklyn, Queens, and Long Island are connected to Manhattan with 38 rail tracks and 44 automobile lanes that carry 1.8 million people into the city each workday.

By contrast, Northern New Jersey has a similar but growing population but has only 6 rail tracks and 26 traffic lanes carrying 800,000 commuters each workday (Port Authority of NY-NJ).

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The Tri-State region is served by three separate state-owned commuter rail operators - New Jersey Transit (NJ Transit), the Long Island Rail Road (LIRR), and Metro-North Railroad - each focused on its own service area. The LIRR and Metro-North are operating units of New York State’s Metropolitan Transportation Authority (MTA). All three rely on the NEC for Manhattan access. Most of the NEC and Penn Station are owned by Amtrak, a government corporation that took over the passenger operations of private rail companies. Amtrak shares Penn Station with NJ Transit and the Long Island Rail Road, while Metro-North uses nearby Grand Central Terminal as its Manhattan terminal. Metro-North is proposing to add new services into Penn following the completion of the LIRR’s East Side Access project, which will bring LIRR trains into a new terminal near Grand Central. For historic reasons, NJT and LIRR use Penn Station as a stub PENNDESIGN CROSSRAIL STUDIO 2015

terminal, not for through-running services. Consequently, metropolitan area residents and employers suffer, as cross-regional travel is impossible or prohibitively burdensome.

In addition, Penn Station is not used as efficiently as it could be if some commuter trains continued through the station to destinations across the Hudson and East Rivers.

More than a transportation project...

Focused on 25 miles of railroad centered on New York’s Penn Station, NY-NJ CrossRail will create the expanded capacity and accessibility that will enable economic and population growth for America’s largest urban area and the economic hub of the Northeast megaregion. CrossRail will transform the metropolitan area by integrating its fragmented rail system and uncoordinated capital programs into a unified region-wide -- and region-shaping -- system by providing: • New accessibility to Manhattan and an expanded central business district beyond Manhattan with new development centered on transit • Doubling rail capacity along the rail corridor from Newark Airport to Jamaica, Queens • Realizing Amtrak’s Gateway program for increased trans-Hudson capacity, resilience, and replacement of deteriorated infrastructure • Creating rapid transit-like service across the core of the region • Improving international airport access

...it’s a dynamic vision for growth CrossRail will create major new economic and urban development opportunities along its entire length and will jumpstart development beyond Manhattan into Queens and Northern New Jersey. These development opportunities can be the source for a significant share of the project’s financing by capturing a portion of the value created by CrossRail around more than a dozen stations.

CrossRail is an investment in…

• A long-term regional growth strategy • The global competitiveness of the New York region • The region’s resilience in the face of climate change and extreme events • A new system of project finance and delivery

INTRODUCTION

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Opportunity Through Accessibility

The Benefits of CrossRail: More Trains, More Seats, Reduced Travel Time and More Connections

Phasing Plan

[Fig. 4-1] CrossRail Phase Plan

The rail component of NY-NJ CrossRail will be implemented in four phases.

The first phase will preserve existing assets, and each of the later phases will create new capacity and utility for the regional rail network and will support new or revised types of services. The components of each phase are highlighted in Fig 4-1. Their corresponding capital costs are presented in the Finance Section, in Fig 6-1.

Phase 1 Phase 1 includes major components of Amtrak’s proposed Gateway Porject, which is the essential backbone to improve the capacity and reliability of the trans-Hudson crossings; they are the necessary foundation for NY-NJ CrossRail. These include the construction of a new two-track tunnel under the Hudson River, which must proceed first to enable reconstruction of the existing two Hudson River rail tunnels. To accommodate the future increase in rail traffic into the new tunnel, Phase 1 will also involve the addition of two new tracks between Secaucus’ Lautenberg Station and the Gateway Tunnel western portal, as well as the replacement of the century-old Portal Bridge with a three-track bridge to the north.

Although crucial to the region’s economy and to the NY-NJ CrossRail, Phase 1 will not provide any net additional capacity but will allow Amtrak

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to renovate the existing Hudson River tunnels and initiate construction of additional station capacity at Penn South, which are both included in Phase 2. Increases in corresponding service frequencies will take place only after the renovation of the existing Hudson tunnels and the construction of Penn Station South, which are both in the proposed Phase 2 of CrossRail. The completion of East Side Access with direct LIRR service to Grand Central, will free up slots at Penn Station by rerouting some LIRR trains to the new GCT station. These slots could be used by Metro-North, pending the full implementation of the MTA’s separately funded Penn Station Access plan. Limited through-running service may be implemented, depending on coordination of schedules and equipment between the operators.

Phase 2 Phase 2 consists of a number of Gateway-related projects, as well as those that will serve the NY-NJ CrossRail. An initial element will be the temporary closure and renovation of the existing tunnels under the Hudson River. This will occur simultaneously with the construction of Penn Station South, which will not only increase capacity at the facility, but will also serve in later phases as the principle hub for through-running rail services.

Penn South’s wider platforms will make it possible to run such services in an efficient way by considerably curbing dwell times. Furthermore, Phase THE BENEFIT OF CROSSRAIL: MORE TRAINS, MORE SEATS, REDUCED TRAVEL TIME, AND MORE CONNECTIONS

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Through-Running Services

Justifying the Project’s High Cost

CrossRail will enable the creation of through-running rail services across the Hudson River. Frequent transit-style service across the metropolitan area will offer greater access for the entire region to and beyond an expanded central business district. Passengers will also benefit from a universal region-wide fare system, integrating the existing networks to allow for seamless transfers among all transit modes, as well as uniform signage, maps, and integrated fare systems. CrossRail will establish a de-facto east-west transit line that will broaden the reach of the existing systems, such as the New York City subway and PATH, and serve not only Manhattan and New York’s outer boroughs, but the inner suburbs of New Jersey and Long Island as well. CrossRail promises to alleviate congestion across the transit network and provide passengers with more comfortable and reliable region-wide mobility.

NY-NJ CrossRail will be expensive, but its high cost can be justified by its numerous transportation benefits and its potential to underpin the region’s long term growth. CrossRail is a transformational transportation vision for the region. When completed, it will expand and integrate the regional rail system while also adding transit-style services to the region’s core and increasing connectivity to its two major airports. These impacts can both support and shape the future growth of the regional economy and underpin its success for many years to come. To ensure continued growth of the region’s $1.5 trillion economy and to sustain its place at the pinnacle of the global economy, New York must undertake substantial investments in its infrastructure matching those of its world city competitors. CrossRail can be one of these key investments.

Improved Operations Running trains through the center of New York City will demand an unprecedented level of cooperation among the regional rail operators.

Fortunately, there will be numerous operational efficiencies across the network that will benefit all of the stakeholders. First, by running trains through Penn Station (rather than terminating them there) across the region by way of the new tunnels, the operators can maximize the capacity the added tunnels will offer. Through-running will make the most efficient use of an expanded New York Penn Station, which will not be possible without linking the branch lines of the network.

Linking the now separate LIRR, NJ Transit and Metro-North service area will also create the opportunity for longer one-seat rides across the region.

Additionally, running trains through the center will eliminate or reduce the need for turn-back train movements at New York Penn Station by replacing them with simpler run-through movements to storage yards outside the CBD.

CrossRail can also provide protection against the threats of extreme events and climate change. With regional economic losses of nearly $18 billion dollars, Superstorm Sandy paralyzed the region and its damage to the transportation system has yet to be fully repaired. Lack of redundancy continues to put people and the regional economy at risk if substantial investments are not made. CrossRail will provide this redundancy with its new Hudson and East River Tunnels and station capacity, and also permit restoration of tunnels damaged by flooding experienced as a result of Sandy’s storm surge.

Investing in CrossRail also supports mobility throughout the Northeast megaregion. Many of its components are foundations for future NEC highspeed rail. Lastly, the project will help to build a constituency to help enact the Gateway Program by quantifying its economic benefits and providing revenue streams needed to finance Gateway.

While it is not necessary to consolidate the region’s rail operators to realize the benefits of CrossRail, region-wide cooperation and communication can pave the way for possible future integration. CrossRail will encourage a movement toward interoperable systems and interchangeable equipment.

System integration could bring about a more regional approach to future transportation and community planning efforts. Lastly, a unified rail operator will create a larger and stronger voice for securing funding from the federal government.

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THE BENEFIT OF CROSSRAIL: MORE TRAINS, MORE SEATS, REDUCED TRAVEL TIME, AND MORE CONNECTIONS

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CrossRail is more than a transportation project: it is the key to accommodating and guiding regional growth for generations to come.

Economic Development and Community Growth Source:  Rendering for Long Island City Produced by Chen Ju, CrossRail Studio

Scan the QR Code or visit crossrailnynj.org/appendix/ to download the 2013 Reimagining PennStation Report

The addition of the Penn South station between W31st and W30th Streets and the complete reconstruction of the existing Penn Station between W33rd and W31st Streets will create a grand new gateway and a welcoming civic experience long-needed by NYC. This project begins far below grade, at the track level, where platforms will be widened to improve passenger convenience and safety while also allowing shorter dwell times.

Rising above the old Penn Station site will be a wonderful new destination, including shops, services, and entertainment venues, not unlike those now provided at the revitalized St Pancras/Kings Cross Stations in northeast London.

rezoned for intensive new development in 2005 and extensive new residential and commercial development is now under construction that is transforming the area.

The vitality of the station itself will be complemented by development on and around the station site. The 2013 PennDesign studio report estimated that an additional 11 million square feet can be added in the immediate station area, as a second “Rockefeller Center” that will spur development in this currently underdeveloped neighborhood. It will also feature a network of welcoming and active public spaces that connect to the very popular High Line that links nearby neighborhoods, Hudson Yards, and the Convention Center site.

Midtown East Medical Area Station

In addition, while Midtown Manhattan is the nation’s largest CBD, the area directly around the station, known as West Midtown, is significantly underdeveloped, with office rental and occupancy rates that are the lowest among Midtown submarkets. The Hudson Yards mixed-use development project, located adjacent to the station over the Hudson rail yard, was

Penn Station Studio 2013 In Spring 2013, Dean Taylor and Professor Yaro’s PennDesign studio, Reimagining Penn Station, focused on redesigning Penn Station, and examining its role as the lynchpin of the Northeast Megaregion. With the premise that world class cities require world class transportation hubs, the studio considered issues of ridership and capacity, historic value, station and public realm design, district development, and project delivery. They proposed to relocate Madison Square Garden and to reconstruct and expand the current Penn Station from the track level upwards. The full transformation of Penn Station, including the extension of the High Line east to 31st Street and supporting public realm improvements, will require between $3.5 and $4 billion. Subsequent to the Studio, the City of New York gave Madison Square Garden a new 10 year special zoning permit to remain on the site, with the expectation that the Garden will relocate at the end of this period.

This move, and the potential to relocate a significant share of the LIRR’s service to its new East Side terminal, when it opens in 2022, will create a window of opportunity to reconstruct and expand Penn Station.

The 2013 studio found significant development potential in the immediate area adjacent to Penn Station. A thorough analysis showed that through a coordinated redevelopment program, this area could accommodate an additional 10.4 million SF of office, 550,000 SF of residential, 508,000 SF of retail and 170,000 SF of retail development. The proposal also includes 180,000 SF of open space to both enhance aesthetics and increase pedestrian capacity and comfort in the highly congested area around Penn Station. Combining these improvements with the increased capacity and accessibility provided by CrossRail will create a vibrant mixed-use hub that anchors both the New York Metro area and the Northeast Megaregion.

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Also, in 2005 Regional Plan Association proposed that the Javits Convention Center to Sunnyside Yards be relocated to Queens, a proposal that has been recently been revived by former Deputy Mayor Dan Doctoroff. If this were to occur, it will make room for more than 10,000 new housing units on this riverfront development site.

Hudson Yards will add:

29.7 million SF Office Space

2.8 million SF Residential Space

0.5 million SF Hotel Space

This station will be located on the east side of Manhattan at Second Avenue and E 30th Street in what is now primarily a mixed-use residential area. The location is in close proximity to several world-class medical centers that stretch from E 23rd Street north to the Upper East Side along the East River.

The Second Avenue subway’s third phase has a station planned for E 34th Street that will be connected to the CrossRail station for easy transfers.

This station will also intercept a number of passengers who will otherwise use Penn Station to the west. The station cavern will be roughed-in as part of the Phase 3 East River tunnel construction and will be completed later as part of the Second Avenue subway station’s construction. A new station district similar to Hudson Yards will finance the station construction through a number of mechanisms. It will facilitate a rezoning of the area for greater density and office commercial uses. Revenue will flow from the gain in tax increments from the property value increases and additional sales and income taxes generated by the station and rezoning. Density bonuses could also be a source of funds. The station itself will generate revenue from sale or lease of its air rights and retail opportunities within the station complex. London’s Canary Wharf Crossrail station is an instructive precedent. Crossrail Ltd entered into an agreement with a private entity that, in exchange for building the station box and ticket halls in the lower levels, gave it the right to build and own upper levels for retail.

1 million SF Retail

The station district will preserve its street grid and active sidewalk life. The added office commercial uses will be ideal for off-site services used by the medical centers. All new residential developments with density bonuses will have a mandated affordable housing component to allow those of differing incomes who work in the medical centers to be near their jobs.

Woodside, Forest Hills, and Kew Gardens Each of these existing stations is surrounded by built-out, primarily residential areas served by neighborhood retail and small amounts of commercial uses. These stable, middle class neighborhoods will see an uplift in property values due to CrossRail’s promise of greater access region-wide and to Manhattan. Limited infill developments may occur, but this will be as a result of community-led initiatives.

ECONOMIC DEVELOPMENT AND COMMUNITY GROWTH

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Financing and Building NY-NJ CrossRail

[Fig. 6-2] London Crossrail Delivery Structure National Government

London Government

Crossrail Limited

Design, Build, Contract, Finance

Local Special Purpose Vehicles (SPVs)

Transit Operators

[Fig. 6-3] Hudson Yards Delivery Structure City of New York/ NYCEDC

Hudson Yards Development Corp.

Infrastructure Contractors (e.g. MTA)

Hudson Yards Infrastructure Corp.

Other Developers Stakeholders

Precedents London Crossrail provides a precedent for this approach through its creation of Crossrail Limited (CRL), a publicly chartered company established for the project by Transport for London (Greater London’s transit operating agency). Crossrail Ltd. is a special purpose project delivery entity established to finance and deliver this $22.5 billion transportation project.

As an independent, temporary organization, it is not constrained by the usual bureaucratic red tape that adds time, cost and complexity to existing government institutions.

This continues a model used in recent years in the United Kingdom for delivery of major projects of this kind, including regeneration of London’s Docklands, the London 2012 Olympics, and Britain’s two high-speed rail projects. All of these projects were financed and delivered by a special purpose public corporation that then dissolved following successful completion of the project.

Much closer to home is Hudson Yards where the City of New York has pursued an economic development strategy with an enabling transportation project at its heart. Through the NYC Economic Development Corporation, the City created two corporate entities to finance and build infrastructure improvements within a delineated Hudson Yards district on the far west side of Midtown Manhattan. The most prominent improvement is the $2 billion extension of the No. 7 subway line. The Hudson Yards Infrastructure Corporation (HYIC) issues municipal bonds that are to be paid back with funds raised within the district by a variety of value capture streams. The Hudson Yards Development Corporation (HYDC) works with multiple stakeholders to plan the district and contract for the infrastructure improvements. The subway extension, other public improvements, and the rezoning of the district will support millions of square feet of new mixeduse developments that will generate new economic activity that more than covers the cost of improvements.

NY-NJ Delivery & Finance Structure Like the London Crossrail and Hudson Yards model, it is proposed that NY-NJ CrossRail will have two sub-entities-- one for developing funding streams and finance and accountability and one for delivery of the project on time and on budget under a sponsoring public benefit authority.

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Bi-State Authorizing Entity Federal Government, New York, New Jersey

NY-NJ CrossRail Corporation design, build, contract

Public Finance Authority bonding, revenue management

Transit Operators

Local Special Purpose Vehicles (SPVs)

MTA, Amtrak, NJ Transit

NYCEDC, Port Authority, ESDC, Local CDCs

Lieu of Taxes (PILOTs), recordation taxes and fees, developer fees, money from sales of density bonuses and transfers of development rights, local, state, and federal grants and loans, user fees such as track usage fees, and any other source of funds to be used toward the project. These funds would be derived through co-operative agreements with SPVs described below. It would pay contractors for the planning and construction of the project as well as operating expenses. It would provide full accounting and reporting of revenues against expenditures. The corporation would then be dissolved upon retirement of the last bonds. As some revenue streams (including user fees and mobility tax increment) continue after the corporation is dissolved, there must be some agreed upon reserve for operators to access those funds for operation and maintenance.

[Fig. 6-4] NY-NJ CrossRail Delievery Structure

The politics of fundraising and negotiation should be centered in one agency that has the necessary political leadership to make it happen, not unlike the Transport for London model. The CIC would also coordinate and work with developers, public authorities, federal, state, and local governments and other stakeholders. Most importantly it would work with local organizations (Special Purpose Vehicles or SPVs) around each station for community outreach, land use planning and to capture revenue generated by the increase in property value and economic activity.

1) A public finance agency to be called CrossRail Infrastructure Corporation (CIC) similar to the Hudson Yards Infrastructure Corporation.

2) A temporary delivery structure to be called CrossRail Development Corporation (CDC). This CDC will interface with the CIC to confer project payment and costs, as well as ensure project delivery timeline and optimum project execution. The transparency and relationship between the CDC and CIC is integral to creating the value that this project relies on for financing.

CIC would have the ability to issue bonds and collect revenue from a variety of sources. Since a large percentage of the project will be locally developed the CIC would develop cooperative agreement with these local entities.

Depending on state law, CIC could collect tax increments, Payments in

Analogous to the Hudson Yards Development Corporation, the CDC would be responsible for contracting with one or more firms to design and build the project. The CDC should be a professionally driven organization led and staffed by those who can deal with the complexity and scale of FINANCING AND BUILDING NY-NJ CROSSRAIL

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Meadowlands South Value Capture Period (45-year) Project Completion

Project Announcement YEAR 0 2020

YEAR 13 2033

YEAR 45 2065

YEAR 30 2050

+ 74 million SF New Development + 59,000 Population + 91,000 New Jobs

Meadowlands South Build-out Timeline

Meadowlands South Property Value Impact $640 million

$26 billion

Property Value Projection YR 45

Baseline Property Value

Long Island City Value Capture Period (45-year) Project Announcement YEAR 0 2020

Project Completion YEAR 13 2033

Long Island City Build-out Timeline

Long Island City Property Value Impact $2.6 billion Baseline Property Value

YEAR 45 2065

YEAR 25 2045

+ 28.5 million SF New Development + 19,000 Population + 28,000 New Jobs

$17 billion

Property Value Projection YR 45

the Meadowlands South station with a transit premium factor would increase property value from a baseline of $648 million in 2020 to $26 billion by 2065. This property value appreciation will have a tremendous fiscal impact. Over 45 years, the State of New Jersey will see a net present value of $3 billion increase in income tax and nearly $1 billion increase in sales tax. The town of Secaucus will see a net present value of $17 billion increase in property tax. The total recurring tax increments through 2065 is $21 billion projected in 2020 using a 4.5 percent discount rate.

State and Local Tax Revenue Impact in Long Island City

$3 billion Income Tax Gain $0.5 billion Sales Tax Gain $38 billion Property Tax Gain

$41.5 billion Total Tax Gain

(NPV of the Recurring Revenue over 45 years, 4.5% discount rate)

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Similarly, the areas adjoining the Long Island City and Sunnyside Crossrail stations could see property value increased from $2.6 billion in 2020 to $17 billion in 2065 attributable to NY-NJ Crossrail-induced infill development.

There will be a more dramatic impact on state and local tax revenue due to a higher property tax rate and higher market value. It should be noted, however, that these revenues could be decreased if the City of New York were to provide tax incentives to promote new residential or commercial development. The total recurring increased tax revenues through 2065 is projected at $41.5 billion in 2020 dollars.

There are ten other station districts adjoining the Crossrail route that would generate significant additional tax revenue. Meadowlands South, Penn Station, and Long Island City are the biggest contributors to the project as they see the most development potential, or are already in the process of urban regeneration. There are three other typologies that have been identified and studied for the purpose of demonstrating the need and magnitude of instating a TIF district at all CrossRail station areas.

1. Legacy Queens Stations: Woodside, Forest Hills, and Kew Gardens.

Many existing stations in Queens will experience and property value uplift as CrossRail will usher in more frequent and higher capacity service.

For the analysis of these Queens stations, the tax revenue baseline was identified and the studio team assumed a transit premium in both land and property value, then extending that value over the 45 year TIF period to find the recurring payment to the CIC. The analysis only considered property value uplift (not income and sales tax increments), as these areas are largely residential areas and will not experience a great magnitude of commercial development. These station areas each contributed around $1 billion in net present value over their 45 year TIF lifetime.

2. Urban Infill Stations: Jamaica and Newark. These two station areas have historically been transit-rich, yet their land values have been low and development slow. The difference that CrossRail makes in their trajectory is important, but not as strong or precipitate as the impact at Penn Station, LIC, etc. For the TIF analysis, Newark was identified as a city that would possibly see 2-3 million new square feet of development by 2065, or over the TIF 45 year timeline. Jamaica would see about one million new square feet of development. The motivating factor and catalyst of this new development is the work of the SPVs, which will instate a new highest and best use zoning plan with incentives for real estate investment. These two station areas suffer from underutilized land and property, but with a change in land use and the increased capacity that CrossRail delivers, these urban infill stations could see a renaissance of investment. Newark is expected to contribute around $9 billion (net present value) over its 45year TIF timeline, and Jamaica around $2 billion in the same timeframe.

3. Airport Stations: Newark Liberty and JFK. Both airport properties are owned and operated by the Port Authority of NY and NJ. Their development potential relies on the priorities of that organization. This analysis did not consider the contributions of these station areas, but recognizes the incredible potential of these districts to contribute land and improvement increments, as well as sales and income tax increments as they are huge employment centers. The magnitude of these district contributions should not be understated nor underestimated. The studio did not attempt to estimate the potential for new development on or adjoining these airport properties and did not include this in the estimates of future revenues to support CrossRail.

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when full CrossRail service begins). A surcharge of this kind is currently levied on commercial air passengers at mostly major airports in the United States and internationally, including all three airports in the New York region.

In order to maximize potential revenue and achieve economic equity, the PFC should be levied at a higher rate for intercity and high-speed rail passengers than for commuter rail riders. The team’s recommendation calls for an average passenger facilities charge of $1 for commuter rail (inclusive of single-ride tickets and monthly passes) and a $4.50 PFC for existing Amtrak intercity travel and future high-speed rail trips. It is important to note that the $4.50 PFC is the highest PFC permitted by the Federal Aviation Administration. Based on the ridership projection, these charges would result in a substantial revenue stream, totaling a net present value of $4.7 billion. After Year 14, half of the PFC revenue stream would be dedicated to CrossRail debt service; the other half would be dedicated to an operating account for all transit operators to benefit from. The CIC would have to negotiate this operating account split among operators.

A fourth proposed revenue stream would be generated by developer exactions. By analogy, through developer agreements and exactions, the Hudson Yards Development Corporation received a lump sum, or onetime source of $1.6 billion to fund their project. For these projections, the studio team compared market strengths (via price and rent per square foot) of CrossRail station areas to the Hudson Yards market. By creating a differential in market strength compared to Hudson Yards, the studio team projects developer exactions over the course of a fifteen-year buildout period at the high-value development stations of Meadowlands South, NY Penn Station, and Long Island City. Based on the analysis, developer exactions (as negotiated by the SPV organization) could raise over $10 billion in net present value. CrossRail will only take half ($5.2 billion) of that lump sum as much of the transit-oriented development will not happen “but for” the increased capacity which CrossRail creates. The other $5 billion can generate station area improvements, housing trust funds, land trusts, or other community benefits. The remainder of the developer exactions should be spent directly in the SPVs, as opposed to going to the general fund as most tax revenue increment should.

The studio team also explored the possibility of transfers of development rights along the rail corridor and in the protected areas of the NJ Meadowlands Commissions. A final funding source explored was a commercial rent surcharge, similar to London Crossrail’s Business Rate Supplement, but the studio team found that the MCTMT tax was more appropriate, already legally instituted, and more palatable than a new tax on the business community. By utilizing these cash flows in early years, these sources can contribute a significant amount to upfront project costs, which also helps lower the principal amount borrowed.

The thoroughness of this assessment of development projects and financial analysis was vetted and approved by local market experts in

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north Jersey and New York and members of the studio’s advisory group.

Understanding that the financing strategy of CrossRail relies on market pressure and coordination among many stakeholders, the approach mitigates borrowing default and revenue source projects by taking a conservative approach. Every funding stream calculation is made with the understanding that CrossRail will have to share the revenue with existing stakeholders. In order to dedicate these funding streams to the project, CrossRail must prove the nexus between the revenue source and the impact of the project; the nexus which the studio team identified is through the well-established concept of the transit premium which results from increased rail capacity. The team’s research affirms that the station areas and other funding districts have the absorptive capacity to produce (and even exceed) these forecasts.

As previously mentioned, the value captured by CrossRail for project expenses and debt service will need to be negotiated with the three municipalities involved in the project. Many communities in the New York region face equity and affordability challenges which are likely to compound as the city grows. New Jersey is facing suburban sprawl concerns and a lack of employment opportunities. CrossRail will not only deliver increased capacity to a transit system, but it will also provide a sustainable revenue stream that municipalities can use to create/preserve affordability, remediate environmentally-sensitive areas, improve infrastructure, and upgrade their public realms. The value that is dedicated solely to transportation must therefore demonstrate a nexus between the project and improvements in quality of life, in turn dedicating only 30% of the total tax revenue to the project and freeing up over $114 billion (net present value) to municipalities for the aforementioned investments.

London’s Crossrail emphasizes station area improvements including place-making, feeder transit systems, and trust funds for community priorities like affordability, historic preservation, and education investments.

Like the London model, NY-NJ CrossRail’s station-area developments can create a funding source to build between 14,000-22,000 new units of affordable housing in the region’s core (based on inclusionary zoning policies), provide over $3 billion for wetlands restoration and remediation in the NJ Meadowlands areas, and most importantly, concentrate growth in communities served by CrossRail and connecting transit services.

Project Finance Summary: The Business Plan NY-NJ CrossRail is locally, regionally, and nationally significant, and therefore will utilize financial contributions from multiple jurisdictions and stakeholders. The project does not rely on tradition infrastructure investment packages in which both the federal and state governments cut checks and walk away. Instead, the role of the federal and states government is to invest in infrastructure with the expectation of a return

Upfront Sources

46%

from Capital Contributions Federal Government ($8.6 Bn) Port Authority ($2 Bn) CrossRail Value Capture Sources ($9.9 Bn)

54%

Loans via Bonding Federal Government State of New York State of New Jersey

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on investment. Value capture mechanisms and regionally sourced revenue will service the debt from the loans and bonds sold to cover upfront costs.

The summary below details phase expenditures, timeline, and total cost of debt service for financing the CrossRail project.

Phase 1 of CrossRail constructs many Gateway components, constructing a new two-track Hudson River tunnel for the price of $10.2 billion (all phase costs in the Business Plan section include the 20% contingency).

Because of the national significance of preserving and enhancing transHudson crossings, the federal government will need to participate in a larger role than later project phases. After the federal government demonstrates commitment to the CrossRail project, the balance of Phase 1 costs will need to be contributed from both the states of New York and New Jersey. Each state will have to issue tax-exempt bonds for $2.55 billion each. Debt is securitized by the aforementioned revenue streams.

Debt service will begin in Project Year 24, or ten years after full CrossRail service commences. The interest on the debt will be paid by each State until annual payments begin in Project Year 24.

Phase 2 of CrossRail focuses on the western side of the corridor and is spent mostly on New Jersey improvements. Phase two includes additional track in New Jersey, new bridges as part of Gateway, the addition of Linden Yards, and Secaucus Station redevelopment. This phase also brings the existing Hudson River tunnels into a state of good repair. The phase costs are $10.8 billion and are needed by Project Year 4. Half of the total cost will be financed through a federal loan, and one-fourth will be paid for by upfront capital as the State of New Jersey issues $2.8 billion in tax-exempt municipal bonds, securitized by the aforementioned revenue streams. The gap between phase cost and public contributions will be filled by an equity contribution from the MTA, sourced from MCTMT revenues collected during Project Years 1 through 3. Debt Service will begin in Project Year 24, or ten years after full CrossRail service commences. The interest on the debt will be paid by New Jersey until annual payments begin in Project Year 24.

Phase 3 of CrossRail is the most expensive phase of the project, priced at $17.4 billion. The bulk of the phase three costs come from new East River tunnels, and station creation or redevelopment at Penn Station, Long Island City, and Sunnyside. New Howard Beach Yards are added and two-

Business Plan Phasing 50% from Federal Grants 25% from New York State Loan (sourced from bonding) 25% from New Jersey State Loan (sourced from bonding)

Total Sources meets Expenditures at

$5.1 billion $2.55 billion $2.55 billion

$10.2 billion

PHASE 2

Total Sources meets Expenditures at

$10.8 billion

PHASE 3

Total Sources meets Expenditures at

$17.4 billion

PHASE 4

Total Sources meets Expenditures at

$6.3 billion

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Servicing Debt Scenarios SCENARIO 1 Interest Rate: 3%

Amount Bonded: $24.2 Billion Term: 30 Years Debt Coverage Ratio: 1.4 Annual Debt Service: $1.2 Billion Repayment Begins: 2044 Total Borrowing Cost: $36,562,800,533 Debt Service

Phase 4 adds or upgrades track in New York, tunnels to JFK, and budgets for the potential of the Bergen Loop, all for the price of $6.3 billion. The $2 billion tunneling project will be financed by the Port Authority through the issuance of its own bonds, as it primarily serves the interest of riders to/ from JFK under the Port Authority’s operation. By Project Year 11, or the time of phase four expenditures, the value capture streams from MCTMT tax reform and the Passenger Facilities Charge contribute $1.5 billion. The State of New York will have to issue bonds in order to fill the gap and contribute the remaining $2.8 billion. The interest on the debt will be paid

by New York until annual payments begin in Project Year 24.

(2020 Dollars in Billions, NPV) $28.4

Property TIF

$5.1

MCTMT Tax

$1.8

PFC

$5.2

Developer Fees

$36.5 SCENARIO 2 Interest Rate: 4%

Amount Bonded: $24.2 Billion

Value Capture Servicing Debt

Term: 30 Yearrs Debt Coverage Ratio: 1.3

Loans from the federal government and both states will be repaid with revenues provided through value capture. The studio created two financing alternatives, one scenario with a 2% interest rate, and one with a 4% interest rate. In both scenarios, the full property TIF amount from all station areas ($28.4 billion), MCTMT Tax overhaul ($5.1 billion), and PFC amount ($1.8 billion) will be pledged to this project. In a more expensive lending environment (4% blended interest among all loan rates), an additional revenue stream of developer fees ($5.2) will contribute to debt service-in the lower interest payment scenario-- whereas only $1.2 billion was needed from developer fees to fill the gap. The higher interest lending scenario will also utilize $1.4 billion sourced from an increased mortgage recording tax in New York to fill the gap.

Annual Debt Service: $1.3 Billion Repayment Begins: 2044 Total Borrowing Cost: $41,984,651,971 Debt Service (2020 Dollars in Billions, NPV) $28.4

Property TIF

$5.1

MCTMT Tax

$1.8

PFC

$5.2

Developer Fees

$1.4

Mortgage Recording Tac

$41.9 Debt Service Sources - Covering $56 bn

PHASE 1

20% from Federal Loan (TIFIA, RIFF, etc.) for Tunnels 20% from Federal Grants for Tunnels 29% from MCTMT Revenues (from Project Yrs 4-8) 28% from New York State Loan (sourced from bonding) 3% Passenger Facilities Charge (from Project Yrs 1-8)

tracks are revived along on the Rockaway Beach Branch. Since this phase adds new tunnels which increase capacity for Amtrak’s NEC, this phase has national benefits and should be supported with both a federal loan and grant, at $3.5 billion each. By Year 9, two value capture streams (MCTMT tax reform, and Passenger Facilities Charges) can contribute another $5.6 billion ($5.1 billion, and $0.5 Billion, respectively) to capital costs. The $4.8 billion gap is filled by New York issuing bonds that will be securitized by the aforementioned revenue streams, which will start repayment in Project Year 24, or ten years after full CrossRail service commences. The interest on the debt will be paid by New York until annual payments begin in Project Year 24.

$3.5 billion $3.5 billion $5.1 billion $4.8 billion $0.5 billion

50% from Federal Loan (TIFIA, RIFF, combination of both, etc.)

25% from New Jersey State Loan (sourced from bonding) 25% from MCTMT Revenues (from Project Yrs 1-3)

44% from New York State Loan (sourced from bonding) 33% from Port Authority for JFK Tunnels 17% from MCTMT Revenues (from Project Yrs 9,10) 6% Passenger Facilities Charge (Project Yrs 9,10)

PFC Developer Exactions $1.83 bn $5.26 bn

$5.4 billion $2.6 billion $2.8 billion

$2.8 billion $2 billion $1.1 billion $0.4 billion

62% Station Area TIF $34.3 bn

17% Mortgage Recording Tax $9.37 bn

9% 9% 3% MCTMT Mobility Tax Expansion $5.02 bn

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The CrossRail mobility and economic growth vision offers an enormous set of benefits for the region.

The CrossRail Value Proposition

In London, the Tunneling and Underground Construction Academy was founded to train Crossrail’s workers in much needed technical construction skills. It will remain in place after Crossrail is finished and will continue to provide workforce training for future projects such as

Crossrail 2 and High Speed 2.

The strategic transportation and development vision of CrossRail results not only in a significant step towards meeting the region’s growth and affordability challenges but also provides a foundation for future population and affordable housing growth for many decades to come.

Transforming Project Delivery

Innovative Financing and Delivery:

Local value capture

support 2/3 project financing

Leverages maximum benefit of East Side Access & Gateway Project

New bi-state entities

focus on CrossRail financing & delivery

CrossRail’s application of innovative finance and administrative strategies provides project delivery benefits through reduced reliance on government subsidies and increased accountability. To offset the traditional role of federal and state funding, CrossRail will instead instead rely on property, sales, and income tax value capture strategies for a significant portion of its capital needs. The value capture estimates in the team’s analysis are conservative - only 30% of value created is dedicated to the CrossRail project, with remaining new revenues providing significant new revenue contributions to local municipalities.

As brand new “design, build, finance” entities, the newly created public benefit corporations will be project-focused with a narrow scope. Their mission will be tied to revenue sources which grow as the CrossRail project succeeds, and will be unencumbered by other competing projects. Within the project’s development areas, station district development will reflect local context and needs.

The project will produce a groundbreaking trans-Hudson and interstate investment that could become a model for further bi-state projects.

CrossRail provides a model for project delivery framework for other major infrastructure projects providing regional benefits. .

Resilient and Convenient Commuting

Avoid tunnel shutdowns that threaten regional gridlock

Access to JFK and EWR for cross-region demands

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Creating Local, Regional and National Benefits As a foundational project to bolster and advance the metropolitan New York’s economy, CrossRail delivers substantial benefits at the state and federal levels. By rehabilitating and adding to the Hudson tunnels,

CrossRail avoids the estimated $100 million in daily economic losses that would result from interruptions to the Northeast Corridor’s operations if the existing Hudson River Tunnels were taken out of service in the absence of new tunnel capacity. It will provide additional capacity on the Northeast Corridor that will benefit the entire megaregion from Washington, DC to Boston. The Northeast megaregion’s $3.75 trillion economy ranks only behind four countries: the United States, China, Japan and Germany and comprises more than 20% of the national GDP. The metropolitan area alone is the economic engine for the states of New York, New Jersey, and Connecticut. For example, New York City and the surrounding New York suburbs send $12 billion more per year in tax revenue to the State of New York than they receive in expenditures.

Investments in the growth of the New York Metropolitan Region will have far-reaching benefits. Similarly, the federal government also benefits from the metropolitan area’s growth. The region generates an estimated $100+ billion per year in net federal revenue (revenue collected minus expenditures). These figures demonstrate the positive return on investment that the federal and state governments will gain through funding CrossRail.

Regional Backbone

Relieves largest bottleneck at Hudson River crossing

Doubles Amtrak service throughout Northeast Corridor

Reduces delays

from Boston to Washington DC

Supports high-speed rail development in the future

CrossRail Benefits in the Tri-State Region

NY

CT

NJ NJ: Jobs, Jobs, Jobs

• Promotes the addition of 91,000 jobs in Secaucus and 10,000 jobs in Newark • Makes EWR Airport accessible by one-seat ride from Stamford, Queens and Long Island

NY: High Return on Investment • Downstate counties send $12 billion more to Albany in taxes than is received in state expenditures

CT: Access to the Region

• Creates one-seat rides from Stamford to Newark Airport, JFK and employment centers in New Jersey and Queens • Expands capacity and reduces delays along Northeast Corridor • Lays a foundation for future capacity expansions

THE CROSSRAIL VALUE PROPOSITION

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Appendix II: Sources 1. Northeast Corridor Five-Year Capital Plan, 2016-2020. Northeast Corridor Infrastructure and Operations Advisory Commission. April 2015 2. Capturing the Value of Transit. Center for Transit-Oriented Development (CTOD). November 2008. (http://ctod.org/ pdfs/2008ValueCapture.pdf) 3. Economic Benefits of Uptown BRT. Bill Lee Land Econ Consultants & CDS Market Research. June 2013. (http:// www.uptown-houston.com/images/uploads/Economic_Benefits_of_BRT.pdf) 4. Enhanced Infrastructure Financing Districts: A Mechanism to Finance Eco-Rapid Transit. University of Southern California, Sol Price School of Public Policy Master of Planning. Course: Planning Studio. December 2014.

5. Mark Pisano. Innovations in Funding the Built and Natural Environment: The London Experiment (Draft).

6. Public Works Financing. January 2015. Volume 300.

7. Robert Cervero. Effects of Light and Commuter Rail Transit on Land Prices: Experiences in San Diego County.

Department of City and Regional Planning. University of California, Berkeley. December 2013.

8. New York Metropolitan Transportation Council. Socioeconomic and Demographic Forecasting. http://www.nymtc. org/project/forecasting/sed_products.html

22. Hudson Yards Infrastructure Corp: http://www.nyc.gov/html/hyic/downloads/pdf/hyic_annual_report_14.pdf 23. UK Community Infrastructure levy: https://www.gov.uk/government/uploads/system/uploads/attachment_data/ file/6313/1897278.pdf 24. New Jersey Statute authorizing Port Authority of NY and NJ: http://law.onecle.com/new-jersey/32-interstate-andport-authorities-and-commissions/1-4.html 25. Hudson Yards rezoning map: http://www.hydc.org/includes/site_images/misc/rezoning_map2_large.gif 26. Hudson Yards Development Corporation: http://www.hydc.org/html/about/about.shtml 27. Hudson Yards overview: http://www.nyc.gov/html/dcp/html/hyards/hymain.shtml 28. London Evening Standard article on Boris Johnson and george Osborne plan for London to overtake New York: http://www.standard.co.uk/comment/comment/george-osborne-and-boris-johnson-our-sixpoint-plan-to-make-londonthe-worlds-greatest-city-10059036.html 29. Businesswire article on Fitch rating of Hudson Yards Inf Corp bonds: http://www.businesswire.com/news/ home/20130829006127/en/Fitch-Rates-Hudson-Yards-Infrastructure-Corp.-NY#.VW9CoFxVikr

9. United States Census. http://factfinder.census.gov/

30. Federal State of Good Repair Grants: http://www.fta.dot.gov/documents/MAP-21_Fact_Sheet_-_State_of_Good_ Repair_Grants.pdf

10. Reimagining Penn Station. University of Pennsylvania School of Design. 2013

31. Federal RRIF program: http://www.fra.dot.gov/eLib/Details/L04476

11. Amtrak timetables at http://www.amtrak.com/train-schedules-timetables

32. Federal MAP-21 program: http://www.fra.dot.gov/eLib/Details/L04476

12. LIRR timetables at http://web.mta.info/lirr/Timetable/

33. Federal TIGER grants: http://www.dot.gov/tiger/

13. NJ Transit timetables at http://www.njtransit.com/sf/sf_servlet.srv?hdnPageAction=TrainTo

34. Rockefeller Foundation competition, MIT CAU + ZUS + URBANISTEN winning submission for new Meadowlands, Rebuild By Design.

14. Metro-North timetables at http://web.mta.info/mnr/html/planning/schedules/schedules.htm 15. Metro-North Penn Access. http://web.mta.info/mta/planning/psas/pdf/PennAccess_MTAweb.pdf 16. London Crossrail website. http://www.crossrail.co.uk/ 17. Jobs Impact of Spending on Public Transportation: An Update. Economic Development Research Group, prepared for the American Public Transportation Association. April 2009.

18. Crossrail Property Impact Study. GVA. London, UK. October 2012.

19. Crossrail Business Case Update: Summary Report. Crossrail Limited. July 2011.

20. New York City Zoning Districts. http://www.nyc.gov/html/dcp/html/zone/zh_commdistricts.shtml 21. New Jersey Meadowlands Zoning. http://meri.njmeadowlands.gov/downloads/gis/maps/Secaucus_Zoning_ WebMap_District_11x17_Portrait.pdf

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35. NY Meadowlands flood maps: http://meri.njmeadowlands.gov/downloads/flooding/pdf/Secaucus.pdf 36. NYCEDC Sunnyside Yards plan: http://www.nycedc.com/project/sunnyside-yards 37. Sunnyside Yards plan from 1960s: http://www.nycedc.com/sites/default/files/filemanager/Projects/Sunnyside_ Yards/Feasibility_Study_for_the_Multiple_Use_of_Air_Rights_Over_Sunnyside_Yards_1971.pdf 38. STIF website for Grand Paris project (Google translate): http://translate.googleusercontent.com/ translate_c?depth=1&hl=en&prev=search&rurl=translate.google.com&sl=fr&u=http://www.stif.info/le-nouveau-grandparis-un-projet-au-service-des-voyageurs.html&usg=ALkJrhg8bytsvVYOyDC59I_HL43zD44YMg 39. NYC Planning Commission report on Queens railyard development potential: http://www.nyc.gov/html/dcp/pdf/ transportation/deck11.pdf

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Book Designed by Mengwei Jian and Amy Jie Liu Edited by Zach Billet, Matt DiScenna, James T. Lantelme, and Brooke Wieczorek Copyright Š PennDesign