“The Train to the Plane” that Never Really Took Off

http://www.capitalnewyork.com/article/city-hall/2013/12/8536441/one-seat-ride-jfk-possible

Cast your mind back to a time before the AirTrain, a time when smoking was still allowed on planes and you had to call to book your ticket because the internet wasn't invented yet.  Well, back then, passengers traveling to and from the airport might have opted to take the JFK Express subway train, a route not too dissimilar from the ones passengers use today.  The service ran from the Queensboro Bridge at 21^st Street in Queens, through Manhattan, all the way to the Howard Beach Station, also in Queens.  While in Manhattan, the train ran on the B line and once it hit the last stop on the island, West 4^th Street – Washington Square, it ran non-stop.  From there, riders took a bus to JFK Airport.  Aside from their lack of graffiti, this new line also differed from its 1970s counterparts in that the fares were collected by conductors on-board and all cars were fully air-conditioned, making it the shiny, new line. 

This map shows the route followed by the JFK Express, which originated in Queens, ran through Manhattan and then circled back through Queens before reaching the Howard-Beach station.  

This express service, thought to be “the pride of the subwaysystem” when it opened on September 23, 1978, was expected to revolutionize the city-airport commute by providing the necessary link between the two.[1]  A series of commercials aired on TV to advertise the new airport line, which is where it received its famous nickname, The Train to the Plane.  However, the success of the Express was short-lived; it was ultimately cancelled on April 15, 1990, a mere twelve years after it opened, which begs the question: what went wrong?   

The primary reason for discontinuing the subway line was low ridership.  According to the Metropolitan Transit Authority (MTA), by the time the service was coming to a close, only 3,200 people were using it as opposed to the 4,000 to 5,000 when it first opened.[2]  Furthermore, transit officials also claimed that a majority of passengers were commuters rather than people trying to get to and from the airport, meaning that overwhelmingly few were paying the full airport fare and greatly reducing the cost-effectiveness of the project. 

An original JFK Express ticket. Photo courtesy of thejoekorner.com

Indeed, this decline in usage was indicative of the line’s decline in popularity.  But what was the underlying cause?  The JFK Express was not really true to its name in that it wasn't an express to the airport.  It was not "the Train to the Plane" per se.  Rather, it was a subway service that got passengers pretty close to the airport, but in the end it was a bus that delivered you to the terminal.  As a two-leg journey, it was less appealing to airport commuters, the second leg a deal breaker for many due to the fuss of having to transfer and the risk of delays at both points. 

This is a 1987 subway map, showing the JFK Express route (the light blue line). This map predates the addition of the Queensboro stop, which was added two years later.   

However, not everyone was pleased to hear the news of the route closure – the Port Authority spoke out in opposition as, in their opinion, the line provided a crucial link between the airport and the city, one that enabled passengers to travel easily between the two.  Furthermore, the split between the Port and the MTA ran deeper; while the Transit Authority reasoned that the Port had not done or invested enough in airport links, the Port suggested that a viable transport route was the responsibility of the state, city and local transit agencies.  In other words, they both claimed the other was responsible. 

The JFK Express logo on some of the original carriages. Photo courtesy of Wikipedia

But thirteen years and 1.9 billion dollars later, it was the Port who took the next step by building an additional airport transit link, known as the AirTrain.  However, this too was created within the same Port Authority-MTA dichotomy that divided them over the JFK Express – the AirTrain runs only as far as Jamaica Station, at which point passengers to leave the Air Train station and walk 200 feet to the subway or the Long Island Railroad (LIRR).  As such, we can’t help but feel that the AirTrain never really addressed the main issue facing airport commuters and the one that resulted in the failure it predecessor, the JFK Express.  It is a problem only really resolved by a one-seat ride. 

JFK's AirTrain connects all JFK terminals with airport facilities and local rail stations.  Photo courtesy of PANYNJ

That said, all is not lost and the AirTrain may still provide the solution.  While LIRR trains may fit on AirTrain tracks, differences in weight and voltage prevent them from sharing the rails.  However, as Capital New York pointed out today, the hybrid train would be able to straddle the two.[3]  This new train would consist of four-car trains, 240 feet in length and have a maximum capacity of 236 people per train, and, most importantly, it would pick up passengers at Penn Station and deposit them directly at their terminal. 

Here’s to hoping for a 2014 that includes progress on a real “Train to the Plane” for NYC area airports.  

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[1] David E. Pitt, “Transit Agency Wants to End Airport Express,” New York Times, October 22, 1989. 

[2] Pitt, “Transit Agency.”  

[3] Dana Rubenstein, “The One-Seat Ride to J.F.K.? Possible.,”  Capital New York, December 12, 2013.  

Breaking Records and Barriers: Amelia Earhart

Earhart portrait printed in
the Syracuse American on
December 6 1936.
Courtesy of  Fulton History

Amelia Earhart was a national celebrity, galvanizing support in a similar way that race car drivers do today.  The public watched intently as she set world records, broke down barriers and challenged social conventions both in the air and on the ground.  She also excelled outside of the cockpit; she co-founded National Airways (later known as North-East Airlines); penned several books; and became a notable orator; according to Mary Lovell, Earhart delivered a total of 136 speeches and lectures in 1936 alone. 

The Herald Statesman
reports on Earhart's
flight to Newark on
May 8, 1935
Courtesy of Fulton 
History

Earhart was a frequent user of New York airports, although her years of flying preceded both LaGuardia and JFK.  Rather, Newark was her regional airport of choice, which is unsurprising given that it was the first and only commercial airport in the area at the time.  However, she would also later fly into the Floyd Bennett Airfield and practice at the Glenn H Curtiss, which LaGuardia replaced in 1939. 

Earhart and her accomplishments were constantly the focus of media attention, and understandably so.  A poll conducted by NYU journalism students in 1935 cited Eleanor Roosevelt and Amelia Earhart as the best-known women in the world; a finding that makes sense given that Earhart’s name was featured in the papers on an almost weekly basis.  Not only was Earhart one of the few female pilots in the industry, but she was also able to compete with her male counterparts – often setting records for both genders.  

In 1935 Earhart set the record for the first solo flight (male or female) direct from Mexico City to Newark, which she completed in just over 14 hours.  Although nowadays a fourteen-hour flight from Mexico City to Newark might set the record for most inefficient flight ever, it was seriously fast for the time.  New Yorkers were delighted by the feat, so much so that between 10 and 15 thousand spectators crowded the airport in celebration of her arrival.  The happy crowd picked up Earhart outside her plane and carried her on their shoulders to the official reception committee.  However, not everyone was thrilled by the public show of enthusiasm; her husband referred to the greeting as “the most disgraceful scene that I have ever witnessed,” (although we’re inclined to believe that it wasn't). 

Earhart was greeted with similar enthusiasm after her 1932 arrival in Newark. Photo: Citizen Advertiser June 24 1932. Courtesy of Fulton History.

The press was fascinated by her marriage, frequently reporting on the messages sent between Earhart and her husband, George “GP” Putnam, during her lengthy journeys.  On one occasion, the Brooklyn Daily Eagle published an article entitled, “Amelia’s husband knew ‘She’d do it’” in reference to her 1937 flight to Honolulu from Oakland.  This was the first leg of her round-the-world flight, which she completed in 15 hours and 47 minutes – a world record.  Putnam claimed, “I knew she’d make it easily,” (although the reporter did note that GP had stayed up nearly all night in order to receive messages from her plane.)  Furthermore, Earhart made the controversial decision to retain her maiden name once married, a decision which was flagrantly disregarded by the New York Times, who opted to refer to her as Mrs. Putnam.  In fairness, her husband was often referred to as Mr. Earhart, so safe to say it wasn't personal. 

Click the "i" button in the top right-hand corner for the details of each of the pictures.  

5 Things we’re grateful for this season

In the spirit of the season, we thought we’d use this week to reflect upon some of the airport-related things we’re grateful for this year, developments that have made traveling both safer and more efficient. 

1. Sandy recovery

Last year, the NYC area was shaken by the catastrophe that was SuperStorm Sandy.  However, we have come out the other end of it now, and continue to learn from the experience, as well as to adopt the appropriate measures to ensure we are in a position to “weather the storm” should another hit. 

2. Pre-Check

Efficiency is rarely associated with the security process (and generally speaking, for good reason!).  However, that’s all changing thanks to Pre-Check.  Passengers can now speed through that loathsome security line without stripping down to their socks.  So, special thanks to the TSA for making it happen – we knew you had it in you! 

3. NextGen developments

As you probably know by now, we’re big NextGen fans, mostly because we’re not a fan of delays.  So we view any progress on the NextGen front as something worth celebrating and encouraging.  The “Tennis Climb,” a new NextGen flight path in place at LaGuardia, is aimed at reducing emissions, fuel consumption, noise, and air traffic congestion.  It needs some work to help the local community understand its benefits, but we're thankful that it is in place.

4. Customs Kiosks

Delta was kind enough to budget for Customs kiosks in JFK terminal 4 this year, which we realized help cut customs time in half during their first month.  Delta’s terminal at JFK is in fact the busiest international terminal at JFK and so was in desperate need of the extra support.  Now we'd be especially grateful if Customs increased its manpower at JFK!

5. Airport Dining

So although NYC may not be known for its cushy airport experience, passengers are definitely not going hungry!  5 of the 35 best airport restaurants can be found in NYC airports, with JFK receiving three mentions and LaGuardia two.  So although you may have eaten your body weight in turkey this year, we hope you saved a little room for your airport visit – a burger at Shake Shack is pretty tough to beat. 

So in spite of the fact that we still have much ground to cover in terms of airport improvement, we continue to appreciate how far NYC airports have come already.  So, in no particular order, we’d like to thank the Port Authority; the FAA; airport workers, including TSA and CBP agents; the airlines; and local officials, all of which are responsible for presiding over the many developments this year.