Rail Plans Could Save $10B & Spare Midtown Blocks in Penn Station Expansion

By:   Hal C Clarke

In a comprehensive investigation, The NY  Post has unearthed a potential alternative to the contentious $17 billion expansion of Penn Station. By combining plans from the Metropolitan Transportation Authority (MTA), New Jersey Transit (NJT), and Amtrak, the mega-project might be averted, presenting significant savings for taxpayers and preserving three midtown blocks. The revelation comes from a meticulous analysis of 1,000 pages of engineering reports and diagrams, many of which were previously undisclosed.

While officials contend that the expansive “Penn Expansion” is crucial to handle increased train traffic following the completion of the Hudson River tunnels, The Post’s investigation suggests that collaborative efforts between the MTA and NJT, which individually prepared plans to double Penn Station’s train capacity, could render the new terminal unnecessary. These combined proposals, initially disqualified for not meeting the 48-trains-per-hour standard in isolation, could potentially meet the desired mark and reduce costs by approximately $10 billion, NY Post reported.

The crux of the matter lies in the strained relationships between the MTA, NJT, and Amtrak, which owns Penn Station. The prevailing desire for independent operations within the complex, as evidenced by a 2011 Amtrak presentation, has fueled the push for the costly “Penn Expansion.”

Contrary to this, a more cost-effective option involves substantial re-engineering of the existing Penn Station. Both the MTA and NJT’s shelved proposals, when merged, could achieve the 48-train target for less than $7 billion. This aligns with recommendations from the Tri-State Transportation Campaign in 2022, emphasizing safety, reliability, and service enhancements through signal upgrades, track modifications, and redesigned platforms, NY Post explained.

Penn Station, owned by Amtrak but hosting trains from NJT and MTA, sees NJT projecting an increase in train capacity to 38 per hour through its “Penn Station Capacity Improvement Project.” NJT’s plan includes replacing slow switches, extending platforms, and operational changes, estimated to cost around $1.3 billion when adjusted for inflation.

Combining NJT’s proposals with the MTA’s shelved plan could elevate capacity to 50 trains per hour, exceeding the maximum for all Hudson River tunnels. The joint effort would enhance signals, re-engineer the middle section of Penn Station, and widen platforms, enabling faster train operations and reducing the time trains spend in stations.

Experts advocate prioritizing cooperation between the MTA and NJT, as they are the primary users of the complex. However, existing friction and the desire for independent operations pose challenges. The Tri-State Transportation Campaign’s report echoes the need for collaboration, emphasizing the potential for direct services, such as connecting the Bronx or Queens to Newark Airport.

Statements from Amtrak, the MTA, and NJT exhibit a cautious approach to The Post’s findings, with a focus on analyzing scenarios and fixing existing issues. Despite the potential benefits of collaboration, challenges remain in aligning schedules and infrastructure programs among the railroads.