RPA’s Third Regional Plan, “A Region at Risk” called for the construction of the “Triboro Line” to connect the Bronx, Queens, and Brooklyn. In 2022, Gov. Kathy Hochul adapted it as the MTA’s new “Interborough Express.”
Regional Plan Association (RPA) is a 103-year-old civic, non-profit organization, focused on supporting the health, equity, sustainability, and prosperity of the New York, New Jersey, and Connecticut region. The Interborough Express (IBX) originated with RPA’s Triboro plan, first proposed in 1996 to bring better transit to the boroughs and move beyond our Manhattan-centric system to one that better serves all residents. In the following decades, we have continued to advocate for the IBX as the need to deliver on this project has become even more critical, with growth and access to opportunity in Brooklyn and Queens hinging on greater access to transit. Today, the IBX is essential to advancing New York’s transportation equity, economic development, and climate goals. We must seize this rare opportunity to make use of existing infrastructure to serve 900,000 residents with transit that cuts commutes by up to half an hour and offers an end-to-end travel time of just 32 minutes. Given our longtime advocacy for the IBX, we are thrilled to see the MTA’s recent progress, and we appreciate this opportunity to comment on the Interborough Express Draft Scoping Document.
RPA supports the findings of this scoping document, in particular the continued alignment with project goals and objectives, including maintenance of access to freight along the route. In order to ensure an effective Draft Environmental Impact Statement (DEIS), RPA suggests the DEIS include more specificity related to:
Continued evaluation of alternatives
Necessary bridge and structure reconstructions
Transparency of the community engagement process
Analysis of socioeconomic conditions
Continued Evaluation of Alternatives in DEIS:
Although the DEIS will compare the No Action and LRT alternatives, RPA encourages the MTA to continue investigating possible improvements in the IBX design, station locations, multimodal connectivity, and infrastructure and streetscape improvements. For example, the DEIS should investigate whether station locations can be improved for example, by evaluating the inclusion of a station at Queens Boulevard, which was proposed in RPA’s original design for the Triboro. Without a Queens Boulevard station, the walk time between Roosevelt Avenue and Grand Avenue stations is about 40 minutes, limiting transit options for nearby residents compared to other neighborhoods along the corridor. The DEIS should also consider possible future extensions of the IBX past Roosevelt Avenue, its current northern terminus. Finally, the DEIS should involve coordination with responsible agencies such as NYC DOT in order to ensure necessary streetscape improvements, last-mile connectivity, and multimodal links are completed around stations in parallel with the project. Connectivity to 50 bus lines, in addition to the 17 subway crossings, must not be overlooked.
Necessary bridge and structure reconstructions:
Certain design improvements resulting from conceptual engineering should be explained in detail in the DEIS, especially regarding the severity of required bridge and structure reconstructions. The scoping document notes that the refined IBX design reduced the number of bridge and structure reconstructions. Greater detail on the work required to accommodate parallel tracks on the bridge across Queens Boulevard would clarify the feasibility of separate freight and passenger tracks and the extent of the work required to prepare these structures for the line.
Transparency of the community engagement process:
The scoping document does not explain the purpose or the composition of the Community Council or the Technical Advisory Committee. In order to gauge the effectiveness of the community engagement process, the DEIS should explain the organizations that form these groups and also the nature of these engagements. For example, a breakdown of organizations and their roles, similar to what is included for agencies involved in the environmental review process, as well as additional information on how feedback is captured, would help stakeholders evaluate the effectiveness of the community engagement process.
Analysis of socioeconomic conditions in the DEIS:
The scoping document notes that, although this project likely does not meet the conditions requiring a socioeconomic analysis according to the CEQR Technical Manual, further analysis will be conducted in the DEIS to confirm. RPA hopes the DEIS will investigate the likely effect of the IBX on socioeconomic conditions as well as any potential displacement of residents and businesses.
Overall, RPA is encouraged by the progress outlined in the scoping document, and we will continue working hard to advance the IBX and the projects of the MTA Capital Plan. We look forward to reviewing the DEIS and thank the MTA again for this opportunity to comment.
