blacksoviet wrote:

usflyer msp wrote:

ContinentalEWR wrote:

The current T1 has essentially become the de-facto IAB at JFK. The new T1 when it is complete will likely be the main international terminal, though much larger and hopefully more capable than the existing T1, which burst at the seams long ago, and remains strained even with the decline in travel induced by the pandemic. T8 is essentially the OW terminal, and will be underscored by the relocation of BA and IB late this year (assuming that this timeline is still on track).

LX is moving out of T4 and back to T1 (it was at T1 for a brief time in the 2000s and moved back, because the situation was so bad there in terms of crowding) but with LX moving to T1, all the LH airlines will be under a single roof.

I wonder if AF would ever decamp to T4 (it is a part owner in the T1 group). It would put them under the same roof as their biggest partner, and alongside their corporate partner, but not sure any of that really matters.

AF and KE will not have ownership in the new T1 so I would be surprised if they did not move to T4. Same with JL and T8.

Who is purchasing Air France’s and Korean Air’s shares in Terminal 1?

PANYNJ owns the land and the AF/KE/LH/JL consortium owns the building and lease the land. Once the building is gone their ownership stake ends. I'm sure PANYNJ is compensating them in some way for ending the lease early (if that is what is happening) but they will not have an ownership stake in the new building.

jfklganyc wrote:

usflyer msp wrote:

ContinentalEWR wrote:

The current T1 has essentially become the de-facto IAB at JFK. The new T1 when it is complete will likely be the main international terminal, though much larger and hopefully more capable than the existing T1, which burst at the seams long ago, and remains strained even with the decline in travel induced by the pandemic. T8 is essentially the OW terminal, and will be underscored by the relocation of BA and IB late this year (assuming that this timeline is still on track).

LX is moving out of T4 and back to T1 (it was at T1 for a brief time in the 2000s and moved back, because the situation was so bad there in terms of crowding) but with LX moving to T1, all the LH airlines will be under a single roof.

I wonder if AF would ever decamp to T4 (it is a part owner in the T1 group). It would put them under the same roof as their biggest partner, and alongside their corporate partner, but not sure any of that really matters.

AF and KE will not have ownership in the new T1 so I would be surprised if they did not move to T4. Same with JL and T8.

Yeh. Looks like a change of operator.

When T1 was planned in 1994, alliances werent a big deal.

They kind of got stuck with that situation for the next 30 years. Time to fix it.

JAL to T8. AF to T4

If AF/KE do end up moving to T4, then there is really not much space for any non-Delta partners then. A lot of free agent from T-4 looking for places to settle. If EI, JL and AS end up in T-8, T-8 will also be tapped out. So, just T-6 and T-1 for everyone else.

usflyer msp wrote:

blacksoviet wrote:

usflyer msp wrote:

AF and KE will not have ownership in the new T1 so I would be surprised if they did not move to T4. Same with JL and T8.

Who is purchasing Air France’s and Korean Air’s shares in Terminal 1?

PANYNJ owns the land and the AF/KE/LH/JL consortium owns the building and lease the land. Once the building is gone their ownership stake ends. I'm sure PANYNJ is compensating them in some way for ending the lease early (if that is what is happening) but they will not have an ownership stake in the new building.

You cannot own a building in the United States without owning the land to which it is affixed. The City of New York owns everything constructed at JFK, because the city owns all the land. The city leases the land and the facilities in their entirety to PANYNJ to operate the airport. The master lease expires in 2060. The PANYNJ subleases each individual terminal either directly to an airline (Terminals 2, 5, 7, and 8) or to a separate legal entity created to operate the facility (Terminals 1, 4, and future 6).

The PANJYNJ negotiated a new lease in 2019 with the present Terminal 1 consortium which will end the operational lease of the old Terminal 1 when the first phase of the new Terminal 1 opens. The original lease for the new Terminal 1 involved the same 4 consortium carriers (LH, AF, JL, and KE) plus non-airline financial partners. See https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2019_press_releases/port-authority-board-authorizes-proposed-lease-for-the-new-termi.html#:~:text=The%20Port%20Authority%20will%20enter,Ullico)%20%2D%20for%20the%20design%2C.

However, because of changes to the financing and development of the New Terminal 1, a revised new lease has been prepared and submitted to PANYNJ for review and approval. The new, revised lease for the New Terminal 1 still apparently includes the airlines in the consortium even though new, additional non-airline entities have become involved and the airlines are no longer financing the project. See https://centreforaviation.com/analysis/reports/jfks-new-terminal-one-accentuates-the-appeal-of-the-airport-p3-590729. I have not been able to locate a copy of the new revised lease to determine the exact parties to it. The new lease extends to 2060.

usflyer msp wrote:

blacksoviet wrote:

usflyer msp wrote:

AF and KE will not have ownership in the new T1 so I would be surprised if they did not move to T4. Same with JL and T8.

Who is purchasing Air France’s and Korean Air’s shares in Terminal 1?

PANYNJ owns the land and the AF/KE/LH/JL consortium owns the building and lease the land. Once the building is gone their ownership stake ends. I'm sure PANYNJ is compensating them in some way for ending the lease early (if that is what is happening) but they will not have an ownership stake in the new building.

Am sure all four airlines are happy to disengage from the PANYNJ and all the issues that come with dealing with them.

Aer Lingus will likely stay at T5 since they have a deal with jetblue. They would loose those connections at AA T8.

HunterATL wrote:

You cannot own a building in the United States without owning the land to which it is affixed.

This statement is incorrect.

gaystudpilot wrote:

HunterATL wrote:

You cannot own a building in the United States without owning the land to which it is affixed.

This statement is incorrect.

That statement is very correct. It's pretty much the first thing you're taught on day one in property class.

jfk777 wrote:

Aer Lingus will likely stay at T5 since they have a deal with jetblue. They would loose those connections at AA T8.

The FIS in Terminal 5 is closing in a few years. Aer Lingus will have to ask JetBlue for a gate in Terminal 6. United will demand two domestic gates for their exclusive use. Maybe some of the current international gates in T5 can be converted to domestic gates and given to United. Does anybody know if United plans on bringing back 767s to JFK?

HunterATL wrote:

usflyer msp wrote:

blacksoviet wrote:

Who is purchasing Air France’s and Korean Air’s shares in Terminal 1?

PANYNJ owns the land and the AF/KE/LH/JL consortium owns the building and lease the land. Once the building is gone their ownership stake ends. I'm sure PANYNJ is compensating them in some way for ending the lease early (if that is what is happening) but they will not have an ownership stake in the new building.

You cannot own a building in the United States without owning the land to which it is affixed. The City of New York owns everything constructed at JFK, because the city owns all the land. The city leases the land and the facilities in their entirety to PANYNJ to operate the airport. The master lease expires in 2060. The PANYNJ subleases each individual terminal either directly to an airline (Terminals 2, 5, 7, and 8) or to a separate legal entity created to operate the facility (Terminals 1, 4, and future 6).

The PANJYNJ negotiated a new lease in 2019 with the present Terminal 1 consortium which will end the operational lease of the old Terminal 1 when the first phase of the new Terminal 1 opens. The original lease for the new Terminal 1 involved the same 4 consortium carriers (LH, AF, JL, and KE) plus non-airline financial partners. See https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2019_press_releases/port-authority-board-authorizes-proposed-lease-for-the-new-termi.html#:~:text=The%20Port%20Authority%20will%20enter,Ullico)%20%2D%20for%20the%20design%2C.

However, because of changes to the financing and development of the New Terminal 1, a revised new lease has been prepared and submitted to PANYNJ for review and approval. The new, revised lease for the New Terminal 1 still apparently includes the airlines in the consortium even though new, additional non-airline entities have become involved and the airlines are no longer financing the project. See https://centreforaviation.com/analysis/reports/jfks-new-terminal-one-accentuates-the-appeal-of-the-airport-p3-590729. I have not been able to locate a copy of the new revised lease to determine the exact parties to it. The new lease extends to 2060.

Does the Port Authority regret allowing Northwest to build Terminal 2 without an FIS?

HunterATL wrote:

gaystudpilot wrote:

HunterATL wrote:

You cannot own a building in the United States without owning the land to which it is affixed.

This statement is incorrect.

That statement is very correct. It's pretty much the first thing you're taught on day one in property class.

Given the assertion that land leases with permanent buildings are not legal in the United States, how do you explain this:
https://en.wikipedia.org/wiki/Metropoli ... t_(Seattle)

Or this:
https://homeguides.sfgate.com/definitio ... -1436.html (One of many articles on land leases that a quick search on Google came up with.)

blacksoviet wrote:

jfk777 wrote:

Aer Lingus will likely stay at T5 since they have a deal with jetblue. They would loose those connections at AA T8.

The FIS in Terminal 5 is closing in a few years. Aer Lingus will have to ask JetBlue for a gate in Terminal 6. United will demand two domestic gates for their exclusive use. Maybe some of the current international gates in T5 can be converted to domestic gates and given to United. Does anybody know if United plans on bringing back 767s to JFK?

Are Lingus doesn't need FIS gates, since their flights are pre-cleared in Ireland. They should be able to stay at Terminal 5

USAirKid wrote:

HunterATL wrote:

gaystudpilot wrote:

This statement is incorrect.

That statement is very correct. It's pretty much the first thing you're taught on day one in property class.

Given the assertion that land leases with permanent buildings are not legal in the United States, how do you explain this:
https://en.wikipedia.org/wiki/Metropoli ... t_(Seattle)

Or this:
https://homeguides.sfgate.com/definitio ... -1436.html (One of many articles on land leases that a quick search on Google came up with.)

I never said that. I simply stated the black letter law of real property in the United States: buildings are fixtures and run with the land and the owner of the real property owns all fixtures on the parcel. Obviously, the fee simple owner can then lease some or all of the real property.

blacksoviet wrote:

usflyer msp wrote:

ContinentalEWR wrote:

The current T1 has essentially become the de-facto IAB at JFK. The new T1 when it is complete will likely be the main international terminal, though much larger and hopefully more capable than the existing T1, which burst at the seams long ago, and remains strained even with the decline in travel induced by the pandemic. T8 is essentially the OW terminal, and will be underscored by the relocation of BA and IB late this year (assuming that this timeline is still on track).

LX is moving out of T4 and back to T1 (it was at T1 for a brief time in the 2000s and moved back, because the situation was so bad there in terms of crowding) but with LX moving to T1, all the LH airlines will be under a single roof.

I wonder if AF would ever decamp to T4 (it is a part owner in the T1 group). It would put them under the same roof as their biggest partner, and alongside their corporate partner, but not sure any of that really matters.

AF and KE will not have ownership in the new T1 so I would be surprised if they did not move to T4. Same with JL and T8.

Who is purchasing Air France’s and Korean Air’s shares in Terminal 1?

No one. The terminal is being knocked down.

A new investment group is developing it

“ The full cost of the terminal will be privately financed by The New Terminal One (NTO), a consortium of a trio of investment and management firms: Carlyle, JLC Infrastructure, and Ullico. Reach Airports, a joint venture of Munich Airport International and CAG Holdings, is the operating and technical services partner to the consortium. ” -archdaily.com

Munich airport International is also the operator of the new Terminal One at EWR. Outdoor beer garden would be a nice feature for both terminals.

ContinentalEWR wrote:

tphuang wrote:

The T1 and T6 project will drive up CPEs for any airline seeking to operate here. Maybe not a big deal for international carriers, but costs will be astronomical for any domestic entrants who can only get a few slots here. That makes WN or ULCC entrance very unlikely.

The barriers to entry for WN and ULCCs like NK and F9 were pretty high long before these projects. The JFK terminals are privately owned. They are not designed for access points for quick turnarounds that these operators require. I'm not sure there is a lot of benefit to them or flyers for that matter that would make them want in.

Also, even without that, JFK is pretty maxed out on slots. That said, there was at one time plenty of room for LCCs or ULCCs. But then B6 was founded and grew into a nearly-300 plane outfit with basically what the old legacy EA network was, but with narrow-bodies. (B6's start was at a fortunate time, coming with the decline of TW (TWA) and its ultimate demise.)

aemoreira1981 wrote:

ContinentalEWR wrote:

tphuang wrote:

The T1 and T6 project will drive up CPEs for any airline seeking to operate here. Maybe not a big deal for international carriers, but costs will be astronomical for any domestic entrants who can only get a few slots here. That makes WN or ULCC entrance very unlikely.

The barriers to entry for WN and ULCCs like NK and F9 were pretty high long before these projects. The JFK terminals are privately owned. They are not designed for access points for quick turnarounds that these operators require. I'm not sure there is a lot of benefit to them or flyers for that matter that would make them want in.

Also, even without that, JFK is pretty maxed out on slots. That said, there was at one time plenty of room for LCCs or ULCCs. But then B6 was founded and grew into a nearly-300 plane outfit with basically what the old legacy EA network was, but with narrow-bodies. (B6's start was at a fortunate time, coming with the decline of TW (TWA) and its ultimate demise.)

When JetBlue entered JFK in 2000, there were lots of gates at Terminal 6 that TWA didn’t need anymore.

blacksoviet wrote:

aemoreira1981 wrote:

ContinentalEWR wrote:

The barriers to entry for WN and ULCCs like NK and F9 were pretty high long before these projects. The JFK terminals are privately owned. They are not designed for access points for quick turnarounds that these operators require. I'm not sure there is a lot of benefit to them or flyers for that matter that would make them want in.

Also, even without that, JFK is pretty maxed out on slots. That said, there was at one time plenty of room for LCCs or ULCCs. But then B6 was founded and grew into a nearly-300 plane outfit with basically what the old legacy EA network was, but with narrow-bodies. (B6's start was at a fortunate time, coming with the decline of TW (TWA) and its ultimate demise.)

When JetBlue entered JFK in 2000, there were lots of gates at Terminal 6 that TWA didn’t need anymore.

By the time B6 began operations, TWA had all but consolidated into the Flight Center next door. United Airlines was running JFK/LAX 767-200 flights out of Terminal 6. Eventually, B6 took over the entire footprint of T6 and stayed there until its new terminal opened in 2008.

aemoreira1981 wrote:

ContinentalEWR wrote:

tphuang wrote:

The T1 and T6 project will drive up CPEs for any airline seeking to operate here. Maybe not a big deal for international carriers, but costs will be astronomical for any domestic entrants who can only get a few slots here. That makes WN or ULCC entrance very unlikely.

The barriers to entry for WN and ULCCs like NK and F9 were pretty high long before these projects. The JFK terminals are privately owned. They are not designed for access points for quick turnarounds that these operators require. I'm not sure there is a lot of benefit to them or flyers for that matter that would make them want in.

Also, even without that, JFK is pretty maxed out on slots. That said, there was at one time plenty of room for LCCs or ULCCs. But then B6 was founded and grew into a nearly-300 plane outfit with basically what the old legacy EA network was, but with narrow-bodies. (B6's start was at a fortunate time, coming with the decline of TW (TWA) and its ultimate demise.)

The B6 network is far from the original EA network and comparing the two really isn't accurate. Eastern's JFK operation was pretty much focused on Florida and not much else. B6's network out of JFK is many times larger than Eastern's ever was, and far more comprehensive, including plenty of transcontinental service, domestic point-to-point routes, a very substantial Caribbean network, and reach into South America.

B6's rise really had nothing to do with the decline of TWA, really. The slots were there. JFK was relatively under-utilized from mid to late mornings and again in the evenings before the TATL rush hour. The arrival of B6 was a factor, but not THE factor in the ultimate demise of TWA, but it was a key element in the decline of AA's Caribbean network out of JFK, which at one time was very substantial. B6 had lower costs, smaller planes, and arguably, better service. What it did not have until 2008 was a decent terminal. T6 was miserable. It was cramped, and not designed for the volume of flights that grew exponentially as B6 rapidly expanded from serving Upstate New York, Fort Lauderdale, Orlando, and Tampa, to becoming a major carrier there.

HunterATL wrote:

USAirKid wrote:

HunterATL wrote:

That statement is very correct. It's pretty much the first thing you're taught on day one in property class.

Given the assertion that land leases with permanent buildings are not legal in the United States, how do you explain this:
https://en.wikipedia.org/wiki/Metropoli ... t_(Seattle)

Or this:
https://homeguides.sfgate.com/definitio ... -1436.html (One of many articles on land leases that a quick search on Google came up with.)

I never said that. I simply stated the black letter law of real property in the United States: buildings are fixtures and run with the land and the owner of the real property owns all fixtures on the parcel. Obviously, the fee simple owner can then lease some or all of the real property.

I'm not sure how this could've been more unhelpful given that we're discussing leased buildings that are being constructed and funded by the lessee. I value airliners.net for its constructive and interesting discussion, not contradiction.

So, I've done a bit more research on this and for the benefit of gaystudpilot and others. When there is a ground lease, the tenant usually builds and operates the building, but at the end of the term the landlord gains ownership of the building. Now the contract could state that the landlord has to purchase the building at an appraised value or something like that, but that is all negotiated. Usually property taxes, etc are paid for by the tenant.

From https://www.contractscounsel.com/t/us/ground-lease:

A ground lease is an agreement that permits a tenant to develop a piece of property during the period of the lease. After the lease period, the land and all improvements the tenant makes return to the property owner. Ground leases may also be referred to as land leases since the landlord is leasing out only the land.

The original lease for terminal 1 expires in the mid 2020s.

So all this is probably doable without having to rework anything.

The Port leases the land from the city

The Port then subleases terminal land to the terminal operator

The terminal operator then operates a terminal on the land

For instance, B6 has leased the old T6 land since shortly after building T5.

That is what gives them the right to build in this new airport program

Will the Terminal 1 Airtrain station be abandoned when the new T1 opens or will they continue using both stations?

blacksoviet wrote:

Will the Terminal 1 Airtrain station be abandoned when the new T1 opens or will they continue using both stations?

I haven’t seen the full rendering, but I’d imagine they’ll try to integrate both.

If you look at the new terminal 6, both the current stop at terminal 5 and the terminal 7 stop will be closely integrated with the new T6 building. I’ll try to find a reference to T1 but I wouldn’t be surprised if they do the same.

N757ST wrote:

blacksoviet wrote:

Will the Terminal 1 Airtrain station be abandoned when the new T1 opens or will they continue using both stations?

I haven’t seen the full rendering, but I’d imagine they’ll try to integrate both.

If you look at the new terminal 6, both the current stop at terminal 5 and the terminal 7 stop will be closely integrated with the new T6 building. I’ll try to find a reference to T1 but I wouldn’t be surprised if they do the same.

The New Terminal One headhouse is massive and will be built on top of the location of the parking garages, surface lots, airtrain stations, and roadways in front of the present terminals 1 and 2. These structures will all be torn down. The existing airtrain network will go through the new headhouse with an stop inside the building. A new road network will be built with passenger drop off and pickup considerably further northeast than the existing roads. The network will use a dual road system similar to, but much larger than, Delta's new LGA headhouse. This will increase significantly the number of cars the terminal can handle simultaneously.

The new terminal involves a significant recapture of land for the airfield similar to the new terminals at LGA which will necessitate new parking decks and roadways. A very significant portion of PANYNJ's funding for the project is allocated to this just like at LGA.

HunterATL wrote:

N757ST wrote:

blacksoviet wrote:

Will the Terminal 1 Airtrain station be abandoned when the new T1 opens or will they continue using both stations?

I haven’t seen the full rendering, but I’d imagine they’ll try to integrate both.

If you look at the new terminal 6, both the current stop at terminal 5 and the terminal 7 stop will be closely integrated with the new T6 building. I’ll try to find a reference to T1 but I wouldn’t be surprised if they do the same.

The New Terminal One headhouse is massive and will be built on top of the location of the parking garages, surface lots, airtrain stations, and roadways in front of the present terminals 1 and 2. These structures will all be torn down. The existing airtrain network will go through the new headhouse with an stop inside the building. A new road network will be built with passenger drop off and pickup considerably further northeast than the existing roads. The network will use a dual road system similar to, but much larger than, Delta's new LGA headhouse. This will increase significantly the number of cars the terminal can handle simultaneously.

The new terminal involves a significant recapture of land for the airfield similar to the new terminals at LGA which will necessitate new parking decks and roadways. A very significant portion of PANYNJ's funding for the project is allocated to this just like at LGA.

$3 Billion from the Port Authority to support the new T1.

HunterATL wrote:

N757ST wrote:

blacksoviet wrote:

Will the Terminal 1 Airtrain station be abandoned when the new T1 opens or will they continue using both stations?

I haven’t seen the full rendering, but I’d imagine they’ll try to integrate both.

If you look at the new terminal 6, both the current stop at terminal 5 and the terminal 7 stop will be closely integrated with the new T6 building. I’ll try to find a reference to T1 but I wouldn’t be surprised if they do the same.

The New Terminal One headhouse is massive and will be built on top of the location of the parking garages, surface lots, airtrain stations, and roadways in front of the present terminals 1 and 2. These structures will all be torn down. The existing airtrain network will go through the new headhouse with an stop inside the building. A new road network will be built with passenger drop off and pickup considerably further northeast than the existing roads. The network will use a dual road system similar to, but much larger than, Delta's new LGA headhouse. This will increase significantly the number of cars the terminal can handle simultaneously.

The new terminal involves a significant recapture of land for the airfield similar to the new terminals at LGA which will necessitate new parking decks and roadways. A very significant portion of PANYNJ's funding for the project is allocated to this just like at LGA.

If the two Airtrain stations are torn down that means the Airtrain will be out of service for the duration of the terminal 1 construction.

HunterATL wrote:

N757ST wrote:

blacksoviet wrote:

Will the Terminal 1 Airtrain station be abandoned when the new T1 opens or will they continue using both stations?

I haven’t seen the full rendering, but I’d imagine they’ll try to integrate both.

If you look at the new terminal 6, both the current stop at terminal 5 and the terminal 7 stop will be closely integrated with the new T6 building. I’ll try to find a reference to T1 but I wouldn’t be surprised if they do the same.

The New Terminal One headhouse is massive and will be built on top of the location of the parking garages, surface lots, airtrain stations, and roadways in front of the present terminals 1 and 2. These structures will all be torn down. The existing airtrain network will go through the new headhouse with an stop inside the building. A new road network will be built with passenger drop off and pickup considerably further northeast than the existing roads. The network will use a dual road system similar to, but much larger than, Delta's new LGA headhouse. This will increase significantly the number of cars the terminal can handle simultaneously.

The new terminal involves a significant recapture of land for the airfield similar to the new terminals at LGA which will necessitate new parking decks and roadways. A very significant portion of PANYNJ's funding for the project is allocated to this just like at LGA.

I wonder how they intend to implement that without going back to the terrible bussing operation that existed pre airtrain.

blacksoviet wrote:

HunterATL wrote:

N757ST wrote:

I haven’t seen the full rendering, but I’d imagine they’ll try to integrate both.

If you look at the new terminal 6, both the current stop at terminal 5 and the terminal 7 stop will be closely integrated with the new T6 building. I’ll try to find a reference to T1 but I wouldn’t be surprised if they do the same.

The New Terminal One headhouse is massive and will be built on top of the location of the parking garages, surface lots, airtrain stations, and roadways in front of the present terminals 1 and 2. These structures will all be torn down. The existing airtrain network will go through the new headhouse with an stop inside the building. A new road network will be built with passenger drop off and pickup considerably further northeast than the existing roads. The network will use a dual road system similar to, but much larger than, Delta's new LGA headhouse. This will increase significantly the number of cars the terminal can handle simultaneously.

The new terminal involves a significant recapture of land for the airfield similar to the new terminals at LGA which will necessitate new parking decks and roadways. A very significant portion of PANYNJ's funding for the project is allocated to this just like at LGA.

If the two Airtrain stations are torn down that means the Airtrain will be out of service for the duration of the terminal 1 construction.

The stations are being removed, not the track. The first phase of construction is to build the portion of the headhouse located over the track and where the parking garage is presently situated. During this phase, old Terminal 1 may not have an Airtrain stop, but the stop will definitely return when the first phase is complete. There is no plan to stop the Airtrain from serving the other terminals during construction. This will be similar to the process to construct any future Terminal F at DFW around the existing SkyTrain track; the train will remain fully functional while the building is built around the track.

HunterATL wrote:

blacksoviet wrote:

HunterATL wrote:

The New Terminal One headhouse is massive and will be built on top of the location of the parking garages, surface lots, airtrain stations, and roadways in front of the present terminals 1 and 2. These structures will all be torn down. The existing airtrain network will go through the new headhouse with an stop inside the building. A new road network will be built with passenger drop off and pickup considerably further northeast than the existing roads. The network will use a dual road system similar to, but much larger than, Delta's new LGA headhouse. This will increase significantly the number of cars the terminal can handle simultaneously.

The new terminal involves a significant recapture of land for the airfield similar to the new terminals at LGA which will necessitate new parking decks and roadways. A very significant portion of PANYNJ's funding for the project is allocated to this just like at LGA.

If the two Airtrain stations are torn down that means the Airtrain will be out of service for the duration of the terminal 1 construction.

The stations are being removed, not the track. The first phase of construction is to build the portion of the headhouse located over the track and where the parking garage is presently situated. During this phase, old Terminal 1 may not have an Airtrain stop, but the stop will definitely return when the first phase is complete. There is no plan to stop the Airtrain from serving the other terminals during construction. This will be similar to the process to construct any future Terminal F at DFW around the existing SkyTrain track; the train will remain fully functional while the building is built around the track.

Will there be an airside shuttle between Terminal 1 and Terminal 8 while the Airtrain station is closed?