LaGuardia Airport (LGA) is one of the New York metropolitan area's three primary commercial airports. Encompassing 680 acres in the New York City Borough of Queens, LGA is a major domestic airport located just minutes from Manhattan, the nation's financial center, and serves a metropolitan area of approximately 19 million people. The airport borders on Flushing and Bowery Bays in northern Queens. It is an integral part of this region's economic activity and serves a key role in the transportation of people and goods.
LGA was opened as a commercial airport in 1939. The Port Authority of New York and New Jersey began operating LGA in 1947. The airport consists of four passenger terminals and maintains two main runways. In 2013, LGA served a record 26.7 million passengers through its 71 contact gates.
LGA is a major source of economic activity for the Borough of Queens as well as the New York City region. LGA employs approximately 10,000 people, and contributes more than $13.6 billion in economic activity to the NY/NJ metropolitan region, generating about 103,000 local jobs and $4.9 billion in annual wages and salaries.
The Central Terminal Building opened to the public in 1964 with a design capacity of 8 million annual air passengers (enplaned and deplaned). Modernized and expanded to approximately 835,000 square feet of floor space in the 1990s, the six-block long terminal consists of a four-story central section, two three-story wings, and four concourses that can accommodate up to 35 aircraft gate positions.
The CTB faces a wide variety of challenges to both airside and landside operations. There are inadequacies in several areas of the CTB and its support facilities. The CTB parking garage (P2) is approaching the end of its useful life, and will require significant investment simply to maintain a state of good repair. The CTB's frontage roads do not meet industry design standards and are overly congested during peak periods. Its aircraft ramp constrains aircraft movement, resulting in delays, higher costs, and inefficiencies. The CTB itself suffers from severe spatial constraints; its design prevents airlines from using more modern, fuel efficient and environmentally friendly planes. Today's fleet of larger aircraft deliver passenger loads that are well in excess of the CTB's original design, with deficiencies throughout the concourses in hold room capacity, circulation, concessions, and rest rooms. Certain infrastructure is at the end of its useful life and cannot adequately serve current and future airport demands.
LGA is undergoing an extensive capital redevelopment program in an effort to provide world-class airport facilities for passengers and airlines alike. The Program is expected to include the demolition of the existing CTB and associated infrastructure and the construction of a new 1.3 million square foot, 35 gate terminal building; a new aeronautical ramp; frontage roads that will serve the new terminal; a new central heating and refrigeration plant; and other utilities and site improvements. These project elements will be constructed, operated, maintained and partially financed by a private developer that will be selected by the Port Authority via its procurement process. In addition, the developer will design and construct new airport roadway systems, utilities in the Central Terminal Area, and the West Parking Garage. In 2013, roughly 13 million passengers passed through Terminal B, also a record.
The Port Authority will also undertake certain supporting projects that have independent utility and will support airlines and passengers across the entire airport including the construction of utilities; the demolition of Hangars 2 and 4; the construction of the new East Parking Garage; and the installation of runway safety enhancements.
Disclaimer: Artist's impressions of current conceptual designs
Looking North across from the Grand Central Parkway towards
the new Terminal B and West Garage.
The future East Garage.
Standing at the Terminal C Departures Area looking at the North
Façade of the East Garage and the Pedestrian Walkway connector.
Approaching the new Terminal B from the east via the Departures Lane.
On October 26, 2012, the LGA CTB Request for Qualifications (RFQ) and Project Briefing Book were released by Port Authority Procurement. To access information about the Procurement process, click here.
On July 26, 2013, four firms were selected as a result of the RFQ and invited to submit Requests for Proposals. Click here to see the firms.
On March 10, 2014, due to procurement violations, Proposer Aerostar New York Holdings, LLC was disqualified from the RFP Process.
A Public Information Open House was held December 12, 2012 to provide an initial project overview of the LGA Redevelopment and its Environmental Assessment (EA) process. Please click here to see what was presented.
An Environmental Assessment is being prepared in accordance with the National Environmental Policy Act (NEPA), with the Federal Aviation Administration as the lead Agency. When completed in 2014, the draft Environmental Assessment will be made available for public comment.
The Port Authority is now accepting comments on the Draft EA document until the official comment period closes on May 23, 2014. Comments must be received by 5 p.m. on May 23, 2014 in order to be considered. To access the Draft EA document and more information concerning the official comment period, click here.
"As New York Governor Andrew Cuomo recently noted, passengers using New York’s airports deserve efficient, modern aviation facilities, not the crowded gate-areas designed for DC-9s at the current Central Terminal Building," said Pat Foye, the Agency's Executive Director. "We are working diligently to make the necessary improvements that will bring LaGuardia Airport into the modern age and give our customers the world-class facilities they deserve and expect."
"Our legacy in the development of aviation facilities is well-known, and now we’re writing the next chapter: Creating jobs as we prepare to build the modern airport terminal of tomorrow by coupling the creativity and financial might of the private sector with our own expertise and institutional knowledge," said Deb Gramiccioni, the Port Authority’s Deputy Executive Director.
"For an airport with such a storied past, it’s exciting to be advancing a project that is so important to LaGuardia Airport’s future,” said Port Authority Aviation Director Thomas L. Bosco. “Tomorrow’s passengers will benefit greatly from the work being done today, and we’re pleased to see early positive results from work already under way."
The LaGuardia Redevelopment Program is expected to be a catalyst for a significant increase in economic activity in the region during the multi-year construction period, creating thousands of jobs and millions in wages. The redeveloped airport will be capable of accommodating the forecasted growth in passengers using the airport, which are expected to grow to approximately 34 million annual passengers in 2030 (with 17.5 million of those passengers using the Central Terminal Building).
In 2013, LGA served a record 26.7 million passengers.
The current passenger forecast for LaGuardia Airport is approximately 34 million annual passengers by 2030. Although there will be more people flying out of LaGuardia Airport, the number of flights will remain the same. This increase could be accommodated through the use of larger aircraft.
There are three major functional areas of the existing Terminal B: landside, terminal and airside. Each has deficiencies that cannot be fixed by rehabilitating the existing building:
Post 9/11 baggage screening has developed into an in-line process. The current bag screening is done in multiple locations; in and around the check-in lobby, or within the already deficient outbound bag rooms. Within the check-in lobby, passengers take their bags to areas with a designated security-screening machine, areas that might otherwise be used for circulation or passenger queuing. Then the bag is moved to the bag belt where it is loaded onto a cart and taken to the aircraft. If the luggage is instead sent to the separate bag room, the bag is offloaded to the screening machine and then put back on a belt where it is loaded onto a cart and taken to the aircraft. In both conditions the bags are handled numerous times by passengers, TSA staff or bag handlers making it less efficient than a modern in-line process where the bags travel from the bag belt at the check-in area, through the security machines and then to an outbound bag room where it is loaded onto a cart and taken to the aircraft.
After 9/11, the TSA adopted passenger screening requirements that take up a great deal of space in both width and length. The existing concourse configurations limit the number of lanes for passenger screening and require either modifications to the TSA standards, or reduced lanes, both causing passengers to wait in longer lines. As the number of passengers grow, the required number of security-screening lanes increases. However, there is no available room in the terminal. The existing Terminal B has reached its maximum passenger screening capacity without causing deficiencies in other components of the Terminal B.
If the project does not move forward, the airport's old and obsolete infrastructure will continue to deteriorate and could compromise the reliability of airport and airline operations. Even if a very large capital investment was made to repair and maintain the current infrastructure, it would still not address existing post-9/11 spatial deficiencies for airside concessions, circulation, queuing or passenger and baggage screenings. Nor will it be able to accommodate future demand.
Starting with the frontage curbs, sufficient weather protected curb length will be provided for arriving and departing passengers. The departures level will provide a wide sidewalk used for curbside check-in. The check-in hall is anticipated to have more open space. It is also anticipated that two passenger screening areas, called Security Screening Check Points (SSCP) will be located at the east and west end of the check-in hall. All bags will be screened in a modern in-line baggage screening area, out of passengers' sight. It will also have the flexibility to respond to technological changes. The concourses will be larger and more comfortable, with traditional attendant assisted check-in counters and self-service kiosks, while meeting energy and sustainability requirements. Ninety percent of concessions will be located after passenger screening in the Concourses where passengers prefer them.
The phased implementation of the infrastructure and terminal will provide infrastructure and new gates to come into service before the opening of the new check-in hall, which opens several years before the existing Terminal B's demolition. Overall, the phased program is not expected to be complete until 2021.
The Port Authority will enter into a Public-Private Partnership, through a competitive selection process, with a team that will design, build, finance, operate and maintain the new Terminal B. Construction of two garages, infrastructure and roadways surrounding the new Terminal B will be the Port Authority's responsibility.
This is a multi-billion dollar program. The funding plan is still being developed but funding could be provided from a variety of sources including: private sector financing; funds generated by the FAA's Passenger Facility Charges; revenue from concessions; rents and fees.
Tolls collected on bridges and tunnels will not be used to fund the program.
In 2011, the airport contributed more than $13.6 billion in economic activity to the region, generating 103,000 jobs and $4.9 billion in annual wages and salaries. This further underscores the importance of the project and why it is essential for the airport to continue to contribute to the regional economy.
The number of airlines operating from the Terminal B and the number of markets served could vary based on market and economic conditions, as is the case today. However, it is likely that the degree of variability will be small as the FAA currently caps the number of airport flights.
Port Authority requirements meet or exceed all governmental or industry guidelines for environmentally friendly and sustainable buildings. The new terminal will be designed in accordance with the Port Authority's Sustainable Building Guidelines. As mandated by the Port Authority's Sustainability Policy. Additionally, the project will be designed to achieve a minimum requirement of Silver under the LEED 2009 rating system, with a target rating of Gold.
The new Terminal B will be designed and constructed to meet current and anticipated future codes and standards that were developed for facilities to withstand the winds, rain and flooding generated by hurricanes and other severe storm events. In addition, critical infrastructure will be raised or protected from flooding. These standards reflect the recent local experience during major storms.
The Port Authority does not contemplate purchasing additional private property.
Federal, state and city environmental laws and regulations require projects such as the LaGuardia Redevelopment Program to conduct an environmental review. An Environmental Assessment for the program is currently in development.
The new building will be subject to a threat analysis that will identify likely threats and the building will be designed and constructed to mitigate the effects of these threats. Security features could include: bollards along the curb in front of the building; strategic placement of air intakes; advanced air filtration systems; surveillance systems; TSA requirements for passenger and baggage screening; pre-screening of all packages delivered to the terminal and the strategic location of public parking.
The program is not anticipated to impact Elmjack field.
The program has been planned not to preclude future implementation of heavy or light rail service tor LaGuardia Airport.
It is anticipated that the program will provide dedicated roadway frontage and terminal spaces at ground level in the new Terminal B for buses, vans and other high occupancy vehicles (HOVs). In addition, on-airport bus and HOV operations will benefit from roadway improvements to traffic flows on airport.
There will be approximately 1,000 on-site construction workers for the project. During the period of peak construction activity, it is anticipated that there will be multiple shifts for construction workers with the larger shift during the day; and with periodic shifts extending into the night.
There will be a variety of ways materials will be delivered to the airport during construction. The primary means of delivery will be by truck. It is also anticipated that there will be a large number of water borne deliveries for large/bulk materials via Bowery Bay and/or Flushing Bay.
The future Terminal B will not generate more traffic; rather it is being designed to accommodate regional growth that will continue to utilize existing airport access/egress routes. No new routes into or out of the airport are part of this project and future traffic must be accommodated on existing routes.
Truck delivery routes will conform to local traffic regulations. Commercial traffic is prohibited on the Grand Central Parkway but there may be some exceptions subject to approval by the Department of Transportation. Deliveries will be primarily during daytime hours. All deliveries will adhere to the approved Maintenance and Protection of Traffic plans.
In the future, there will not be more black chauffeur cars in the community because the new Terminal B will have expanded HOV frontages and dedicated holding areas for these vehicles.
Construction activities will be managed and inspected very closely to ensure that dust, noise and pollution mitigation requirements in the contract are effectively implemented. The mitigating provisions of the contract address the type of equipment, the materials, and methods of construction all aimed at reducing the environmental impacts of construction.
The hours of airport operation are not expected to be affected by construction activities.
Construction will be phased to maintain airport activities and the number of flights are not anticipated to be affected during construction.
The water, gas, drainage, sanitary, communications and electrical utilities in the terminal area will be replaced because many of these systems are old, beyond their useful life and/or are in the footprint of new structures.
It is anticipated that the new Terminal B will not be higher than the existing terminal.
a. The current international flights to Canada, the Caribbean and Bermuda will continue. Other than these types of pre-cleared flights, there will be no provision for Customs Border Protection to serve international flights at LaGuardia Airport.
Hangars 1, 2 & 4, the existing parking garage, the existing Central Electric Substation and the existing Terminal B will be demolished in phases as part of the Program.
The existing Terminal B currently has 35 gates; the new terminal will provide the same number of gates.
LGA has limited check-in positions. This in part is due to the location of baggage screening equipment within the check-in hall. The existing terminal opened in 1964 with a design capacity of 8 million annual air passengers. In 2012, Terminal B served approximately 13 million passengers.
With today's security requirements, passengers are required to check-in their bags no less than 30 minutes prior to departure time. Based on surveys conducted, eighty-eight percent of passengers arrive more than one hour prior to their flight. These passengers experience an increased level of anxiety that is not allayed until they confirm their gate location, which makes post-security concessions the ideal location; especially since there is a ban on carrying liquids through TSA screening. The existing terminal has 90% of the concessions located before security.
No, the existing flyover ramp will remain but is designed to accommodate future traffic volumes. There will be the same number of entrances and exits, but they may be reconfigured.
Construction of a new Terminal B will not significantly impact traffic flows on the GCP. This is being confirmed through detailed traffic modeling and analysis in close coordination with New York State Department of Transportation. Traffic projections for the GCP indicate that the increase in airport traffic will be modest compared to current and future GCP traffic that is not related to the airport. NYSDOT recognizes other future modifications to the GCP will be required whether or not the terminal is redeveloped, and these projects are part of their long term capital planning.
Yes, two new parking garages are planned: one in the east end of the airport in front of Terminal C with about 1,100 spaces and another just west of the new terminal with about 2,800 spaces. These garages will not exceed the height of the surrounding buildings.
Expectations are that noise levels will not increase appreciably as a result of the program as the airlines migrate to newer and quieter aircraft while maintaining the current levels of operational activity. In addition, the number of slots at LaGuardia is limited by federal regulations as stated earlier.
The Port Authority is committed to ensuring stakeholders are informed about the project and its benefits and potential impacts. We will be holding various meetings with impacted residents and local organizations throughout the duration of the project to provide information, build collaborative relationships, and answer questions. We encourage you to track progress with us by checking back regularly on the Progress tab.
To access information about the Procurement process, click here.
Questions: Email LGACTB@panynj.gov.
Click here to access the Draft Environmental Assessment document.
If you have any questions related to the LaGuardia Airport Central Terminal Building Redevelopment, please send us an email at LGACTB@panynj.gov.
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