Big, Unanswered Questions About the I-287
Task Force's Tappan Zee II Plan
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When will a decision be made about the value pricing toll program
the Task Force has recommended for the Tappan Zee Bridge, and will that
be a public process? Will the agencies seek to educate the public about
the program's benefits?
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What is the capital cost and annual, daily and peak ridership estimates
for possible segments of the proposed cross-Hudson commuter rail system?
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Has it been shown to be feasible to connect a Tappan Zee Bridge commuter
rail line to the Metro-North Hudson Line?
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The Task Force report says more modest passenger rail concepts - for instance,
not reaching all the way to Port Chester or Suffern - may be feasible.
However, it does not discuss a more modest option that does not reach all
the way north to Stewart Airport. Why not?
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What assumptions did the Task Force use about air passenger volumes
at Stewart Airport and the share likely to use commuter rail?
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Why does the report dismiss West Shore line commuter rail as ineffective
in reducing Tappan Zee traffic while selling TZ II commuter rail as the
preferred technology due to its ability to offer west-of-Hudson passengers
a one-seat ride to NYC? Aren't Rockland-Manhattan passengers the same ones
who would use West Shore?
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Has any analysis been done to compare the cost-effectiveness of the TZ
II commuter rail recommendation with other transit projects in the
New York region? What are the results?
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How does the MTA anticipate financing a TZ II commuter rail system costing
$3 billion or more given its recent commitment to a full-length 2nd
Ave. subway, which will cost at least $7 billion over the next
two capital programs (post 2004) and the $3 billion that will be needed
for the LIRR-Grand Central link in future capital programs?
Adapted from recent testimony by Jeffrey Zupan of the Regional Plan
Association
