The Lower Manhattan Development Corporation released its preliminary report last week, containing development principles and a "Blueprint for Renewal" outlining its recommendations for rebuilding lower Manhattan. Six of the blueprint's 14 elements focused on transit-oriented and pedestrian friendly transportation improvements. However, a number of major Manhattan transit considerations are left out, while the report does not convincingly address whether building new commuter railroad connections to downtown passes elementary feasibility and cost/benefit tests.

The report does not even mention the Second Avenue subway or East Side Access projects, which are essential to fill gaps in Manhattan's transit network, are significant for Lower Manhattan and have widespread support. However, the report mentions a proposal to connect Metro-North to Penn Station, which requires the completion of East Side Access.

The report's most controversial transportation recommendation is development of a LIRR "super shuttle" from Jamaica to lower Manhattan, which is likely to hijack an A/C subway track for LIRR trains. Such a plan is unlikely to attract enough riders to justify the disruption to over 100,000 daily subway riders (MTR #355). It is sure to trigger massive opposition from Brooklyn riders and well-organized NYC transit advocates.

Although the report's proposal to bury West Street reflects a commitment to create more park space and a better pedestrian environment, the cost of the project may detract from other, more pressing transportation needs. The report's other proposals to create wider sidewalks and provide more open space along the waterfront sound more do-able.

The report also continues the strong current of official thinking favoring additional Manhattan ferry service. While infrastructure investment may build on existing ferry markets, any public expenditure in this area - especially of city funds - needs to take account of the eventual restoration of downtown PATH service. It also should be subject to a cost-benefit analysis of investment in other, existing transit services. For instance, the report pays scant attention to buses, despite their importance within NYC and to suburban-Manhattan commuting. It does call for a solution to downtown bus parking problems, but does not address ways to improve bus circulation downtown, or to build on booming express bus markets. The numbers of buses using Broadway and Trinity Place/Church Street are close to those plying a number of Midtown avenues where the city created bus-only lanes long ago.

The report calls for modernization of the South Ferry 1/9 station to complement the Whitehall Ferry terminal upgrade, for temporary restoration of PATH service from New Jersey and creation of a permanent downtown PATH/subway hub. Because the report does not outline funding mechanisms or agency involvement, it is difficult to tell where the Corporation's transportation plans will go from here. Some news stories have reported that more detailed LMDC transportation plans are set for release in June. 

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