Recently, reports surfaced that the city wants the MTA to give it the air rights over the Hudson rail yard in exchange for construction of the 7 line subway extension. According to Newsday, the Bloomberg administration is relying on future tax proceeds from development above the yards and transferred development rights to pay for the subway. The swap for the $2 billion subway project seemed to get a cautious nod from MTA Chairman Peter Kalikow, who has generally insisted on fair market value for MTA properties. But many transit advocates worry that if the city’s financing plan doesn’t work, the MTA’s over-stretched capital program will be left holding the project’s bag.

The news is the latest on heavily-debated plans for the West Side. Along with the subway, the city’s rezoning plan calls for at least 28 million square feet of new commercial space, a new Olympic/Jets stadium, and an expansion of the Javits Convention Center. The total public cost of the transportation and arena/convention center projects is about $5 billion.

A few weeks ago, the Hells Kitchen/Hudson Yard Alliance, a coalition of elected officials, including Congressman Jerrold Nadler, State Senators Tom Duane and Eric Schneiderman and City Councilmember Christine Quinn, community groups, and business owners, came out with an alternative to the city plan. It excludes a Jets stadium, but supports expansion of the Javits Center, modified commercial development (20 million square feet), more open space and affordable housing, and a 33^rd street bus shuttle service instead of the 7-line subway extension. They say the shuttle was a NYC Transit plan from the 1980s, to link Penn Station and the Javits Center. They say it would cost $110 million annually (in 1987 dollars).

But not everyone thinks the West Side is ready for this type of development. The West Side Coalition, a group of 37 Manhattan community groups, opposes both plans, claiming that the development will cause an avalanche of traffic, displace residents and destroy the neighborhood. The West Side Coalition also says that the plan’s cost, including the new MTA-city land swap deal, may eventually rely on city residents’ pockets. They claim that there is no guarantee that the "tax-increment" financing plan – which relies on bonding against anticipated future revenue – will raise the funds needed to pay for the proposal. Various elected officials have also voiced concerns about the financing plan, and a potential $600 million in city and state funds that may go to the stadium.

The Regional Plan Association has also recently issued several reports on Far West Side issues. RPA’s transportation study finds that the #7 subway extension will not have enough capacity to meet transportation demand for most Far West Side development scenarios starting in the 2020’s. On the other hand, unless development in the area is on the high side of expectations, heavy demand may not materialize for the Far West Side subway until about 2025. RPA says the project is probably needed as a catalyst for the district’s development, but suggests the construction time frame could be extended somewhat (the report leaves aside the Olympics issue). It also explains that extension of the #7 to new Far West Side developments will create problems in other parts of the subway system, as riders destined for the area ride other lines and switch to the #7 in Manhattan. These include crowding in the Grand Central subway station and on Lexington Avenue subways. RPA argues that Second Avenue subway construction would help alleviate both issues. The group also says Far West Side development will be hampered unless more rail capacity between New Jersey and Midtown is developed.

Although it says the stadium issue warrants further study, another RPA report calls the Hudson Yards plan the city’s "best opportunity to provide a new district that will accommodate new growth in high-value office activities" and supports the #7 extension for that reason. However, the analysis also notes that it will probably take eight to ten years for the New York City office market to fully use its existing supply.

Parking plans for the area also raise eyebrows. Building in Manhattan, rather than car-dependent suburbs, is obviously smart planning. But huge increases in the parking supply in the Hudson Yards area will induce more people to drive, and make Midtown streets and arterials even more congested than they are today. According to NYC’s Planning department, zoning for the Hudson Yards requires one space per 2,000-3,000 square feet of office development. In contrast, the rest of Midtown has no parking requirements. Planners say the City’s environmental review process (CEQR) requires that the parking spaces displaced as a result of new development be replaced, and they anticipate increased parking demand as a result of the rezoning. According to city records, there are currently 23,000 parking spaces in the study area, and 8,000 will be created as a result of the rezoning, for a total of 31,000 (the figure does not appear to include stadium parking).

Jets officials told Newsday on Friday that 70% of West Side stadium attendees would use public transit, and that a stadium would generate about 7,000 auto trips on event days. They say the current Jets location in the NJ Meadowlands generates 30,000 auto trips. But Manhattan Community Board 4 says only 40% of those attending events at Madison Square Garden — directly atop Penn Station — use public transit. RPA says the traffic demand Far West Side development could generate would make Midtown streets and highways untenable, an effect that would only be worsened by stadium construction.

The Regional Plan Association’s April 16 Regional Assembly will be devoted to Far West Side development issues — www.rpa.org. v