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New York Penn Station

From Alfawiki
Pennsylvania Station
Company typeTransportation hub
IndustryRail transport
Founded1910
Headquarters
New York City, New York
,
United States
Area served
New York City metropolitan area, Northeast Corridor
ProductsIntercity rail, commuter rail, subway connections
OwnerAmtrak

Pennsylvania Station—commonly known as New York Penn Station or simply Penn Station—serves as New York City's main intercity rail terminal and stands as the busiest transportation center in the Western Hemisphere, accommodating over 600,000 travelers on weekdays as of 2019. Situated beneath Madison Square Garden in Midtown Manhattan, the station spans the area between Seventh and Eighth Avenues and from 31st to 33rd Streets, with additional access points located in the James A. Farley Building. It is conveniently positioned close to prominent Manhattan sites such as Herald Square, the Empire State Building, and Macy's Herald Square.

The station comprises 21 tracks accessed via seven tunnels, including two North River Tunnels, four East River Tunnels, and a single Empire Connection tunnel. Located at the heart of the Northeast Corridor, Penn Station links New York City to major urban centers like Boston, Philadelphia, Baltimore, and Washington, D.C.. Amtrak, which owns the facility, manages intercity rail services, while commuter trains are operated by the Long Island Rail Road (LIRR) and NJ Transit. Additionally, the station complex integrates connections to the New York City Subway system and various bus routes.

The station derives its name from its original constructor, the Pennsylvania Railroad (PRR). Initially completed in 1910, it was an elaborate Beaux-Arts edifice designed by McKim, Mead, and White to facilitate direct rail access into Manhattan from the south. However, due to reduced ridership, the original head house and train shed were demolished in 1963 and replaced by a more compact underground structure. This demolition drew widespread condemnation as a "monumental act of vandalism" and became a catalyst for the modern historic preservation movement.

In recent years during the 2020s, Penn Station underwent expansion with the inauguration of the Moynihan Train Hall within the Farley Post Office building, alongside upgrades to the LIRR concourse and introduction of a new entrance on 33rd Street. Proposed future redevelopment includes reconstructing the station’s core—amid ongoing discussions about its connection with Madison Square Garden—and constructing an annex one block south featuring additional platforms. These improvements aim to boost capacity and link to the upcoming Gateway Program tunnels beneath the Hudson River.

Planning and construction

Before the twentieth century, the PRR’s rail lines terminated on the western bank of the Hudson River at Exchange Place in Jersey City, New Jersey, necessitating ferry transfers for passengers traveling to Manhattan.[1]

Meanwhile, its competitor, the New York Central Railroad, operated rail service down Manhattan via Park Avenue, ending at Grand Central Depot (later known as Grand Central Terminal) located at 42nd Street.[2] Throughout the late 19th century, multiple proposals aimed at establishing a cross-Hudson connection failed due to financial crises and technical challenges.[3]

Plans for a bridge were dismissed,[4][5] while tunneling was initially not feasible for steam-powered locomotives.[6]</ref> The development of electric locomotives made tunneling possible. In 1901, PRR president Alexander Cassatt revealed intentions to bore tunnels beneath the Hudson River and establish a major terminal in Manhattan south of 34th Street.[7] The chosen site was within Manhattan’s Tenderloin district, which was notorious at that time for corruption.[8]

Beginning in June 1903, construction commenced on two single-track North River Tunnels extending westward beneath the Hudson River.[9] Simultaneously, four single-track East River Tunnels were excavated eastward below the East River to connect the station with Queens and PRR-owned facilities including Long Island Rail Road lines and Sunnyside Yard for train servicing.[10] The Hudson tunnels were completed on October 9, 1906,[11] followed by completion of the East River tunnels on March 18, 1908.[12]

Original layout

A segment of Penn Station commenced operations on September 8, 1910, coinciding with the opening of the East River Tunnels, which provided LIRR passengers with direct rail access to Manhattan. The station became fully operational by November 27, 1910,[13] establishing the Pennsylvania Railroad (PRR) as the sole railroad entering New York City from the southern approach.[14]

Throughout its tenure under PRR management (1910–1963), Penn Station hosted numerous long-distance passenger trains bound for cities including Chicago and St. Louis, with connections extending to Miami and other destinations. In addition to LIRR services, the station also served trains from the New Haven and Lehigh Valley lines. The construction of the tunnels significantly improved suburban connectivity; within ten years, commuter traffic accounted for two-thirds of daily ridership.[8]

Penn Station provided PRR with a strategic advantage by enabling direct service into Manhattan heading west and south. Rival railroads operated terminals across the Hudson River, requiring passengers to transfer via ferries or the Hudson Tubes (currently PATH) to access their trains. By 1945, annual passenger throughput at Penn Station exceeded 100 million.[8]

In the late 1950s, intercity rail travel experienced a significant downturn due to competition from the Jet Age and the expanding Interstate Highway System. The station’s expansive size resulted in high upkeep expenses, and its exterior had fallen into disrepair.[15][16] Renovations included covering some original architectural elements with plastic sheeting and installing a ticket office that obstructed the central corridor. PRR exploited the air rights above the station for development purposes, proposing to demolish the above-ground head house and train shed to build an office complex and sports arena while preserving the rail tracks below.[17]

The announcement of plans for Penn Plaza and Madison Square Garden came in 1962. In return for granting air rights, PRR obtained a smaller underground station at no expense along with a 25% ownership share in Madison Square Garden. Despite appeals from contemporary architects advocating for preservation,[18] demolition of the head house commenced in October 1963.[19] A steel platform was constructed above the tracks to allow continuous rail operations during construction; passengers continued accessing platforms beneath street level amid ongoing demolition.[15][20]

The destruction of this iconic structure provoked global condemnation.[21][22] Architectural historian Vincent Scully famously lamented: "One entered the city like a god. One scuttles in now like a rat."[23] This event is widely regarded as a catalyst for the architectural preservation movement in the United States.[24] Within ten years, Grand Central Terminal was granted landmark status under New York City's preservation laws—a designation upheld by courts despite legal challenges from Penn Central, PRR’s corporate successor.[25]

Beneath Madison Square Garden

Since 1968, the main section of Penn Station has been located underground beneath Madison Square Garden, 33rd Street, and Two Penn Plaza. This subterranean complex includes three tiers: two concourses situated above and the train platforms below. While the concourses, tracks, and platforms originate from the original 1910 station, they underwent renovations during Madison Square Garden’s construction.

Further upgrades increased both service capacity and concourse areas. The West End Concourse debuted in 1986, followed by a rail link to the West Side Rail Yard in 1987. By 1991, the Empire Connection enabled Amtrak to centralize all New York City train operations at Penn Station, eliminating service to Grand Central Terminal and saving approximately $600,000 annually.

Enhancements in 1994 introduced a new Long Island Rail Road entrance on 34th Street, a central corridor, artwork installations, and improved waiting and concession zones. This entrance featured a 90-foot facade made of glass and brick with a historic clock and air conditioning. In 2002, the NJ Transit concourse was established within former retail and Amtrak office spaces but was initially reachable only through the Amtrak entrance. A separate entrance on 31st Street became available in 2009. More recently, in 2020, Amtrak and NJ Transit upgraded the ticketed waiting area with contemporary conveniences such as USB charging stations and a lactation room.

Following the September 11 attacks, security enhancements totaling $100 million were implemented, including upgraded lighting, surveillance cameras, barricades, and closure of certain access points like the taxiway beneath Madison Square Garden and escalators leading to its lobby. The underground Gimbels Passageway connecting to Herald Square has remained closed since 1986 due to safety issues.

Despite these improvements, Penn Station continues to face criticism for its cramped layout and low ceilings that lack the grandeur of Grand Central Terminal. The New York Times characterized it as "underground rooms bereft of light or character," while ridership has far exceeded initial design expectations. By 2019, daily passenger numbers surpassed 600,000—almost triple the station’s original capacity.

Expansion and Renovation

In the early 1990s, U.S. Senator Daniel Patrick Moynihan championed the redevelopment of the James A. Farley Building, the city’s former main post office located across from Penn Station and designed by the same architectural firm responsible for the original station; Moynihan had worked shining shoes there during his youth. Throughout the 1990s and 2000s, multiple expansion proposals surfaced; however, significant progress only occurred after funding from the 2009 American Recovery and Reinvestment Act of 2009 enabled expansion of the LIRR’s West End Concourse beneath the Farley Building in 2016.

In that same year, Governor Andrew Cuomo unveiled plans to renovate Penn Station alongside a mixed-use redevelopment of the Farley Building under the name Empire Station Complex. The centerpiece of this project, Moynihan Train Hall, honoring its namesake visionary, opened in January 2021. This $1.6 billion initiative preserved the historic Beaux-Arts Farley Building while adding a central atrium topped with a glass roof and improving access to Amtrak and LIRR services. Simultaneously, a new entrance on 33rd Street leading to the LIRR concourse was inaugurated. The station subsequently earned recognition in the global selection for the 2021 Prix Versailles under passenger stations.

Following the opening of this entrance on 33rd Street, the LIRR concourse’s width doubled to , with ceiling heights increased to at least by removing seven original low-hanging steel beams known as "head knockers." This expansion was completed in March 2023. Additionally, 33rd Street between Seventh and Eighth Avenues was converted into a pedestrian plaza, permanently closed to vehicle traffic, with plans to open in June 2024 as part of a $65 million revitalization funded by Vornado.

Services

With approximately 1,300 daily train movements—twice the amount recorded in the 1970s—and serving over 600,000 passengers on an average weekday across subway, commuter rail, and Amtrak lines, this station ranks as the busiest passenger transit hub in both the United States and North America.

Amtrak

Amtrak owns the facility and provides numerous routes, including:

Apart from the Acela, Northeast Regional, and Vermonter, all other services either start or end at this station. Amtrak mainly operates on tracks 5 through 12 alongside New Jersey Transit, while tracks 13 through 16 are shared with both the Long Island Rail Road and NJ Transit.

Long Island Rail Road

The Long Island Rail Road provides services beginning or ending at this station on the following branches:

All branches converge at Jamaica station, except for the Port Washington Branch. Additionally, Jamaica serves as a transfer point for the AirTrain JFK, providing access to John F. Kennedy International Airport.

The LIRR primarily occupies tracks 17 through 21 exclusively, sharing tracks 13 through 16 with Amtrak and NJ Transit, and occasionally utilizing tracks 11 and 12.

NJ Transit

At Penn Station, NJ Transit Rail Operations (NJT) serves several lines, including:

NJT mainly operates on tracks 1 through 4, which end at bumper blocks and are dedicated solely to NJT trains. Tracks 5 to 12 are shared with Amtrak services, while tracks 13 to 16 accommodate Amtrak, Long Island Rail Road (LIRR), and NJT trains.

New York City Subway

Connections to the New York City Subway system can be found at these stations:

PATH

Access to the PATH is available at the 33rd Street stop beneath Sixth Avenue at Herald Square. Weekday services JSQ-33 and HOB-33 terminate here, while during late nights, weekends, and holidays, they combine into the JSQ-33 (via HOB) route.

New York City Bus

The following routes operated by MTA Regional Bus Operations serve Penn Station:

Intercity coaches

Intercity bus connections at Penn Station are provided by carriers such as Vamoose Bus Service, Tripper Bus, and Go Buses. Vamoose Bus links passengers to Bethesda, Maryland; Arlington and Lorton in Virginia. Tripper Bus serves Bethesda and Arlington as well, while Go Buses operates routes bound for Newton and Cambridge in Massachusetts.

The majority of intercity and commuter bus operations utilize the nearby Port Authority Bus Terminal, located approximately half a mile north of Penn Station.

Proposed Metro-North service

The Metropolitan Transportation Authority intends to extend commuter rail service from the Metro-North Railroad network into Penn Station through the ongoing Penn Station Access initiative. The completion of the 2023 East Side Access project has freed up track capacity by rerouting some Long Island Rail Road trains to Grand Central Madison, thereby allowing Metro-North trains on the New Haven Line to reach Penn Station via Amtrak's Hell Gate Bridge.

Plans include constructing four new Metro-North stations within the Bronx at locations such as Co-op City, Morris Park, a combined stop for Parkchester/VanNest, and Hunts Point. Additionally, a second Metro-North service originating from the Hudson Line is proposed to utilize Amtrak's West Side Line in Manhattan. This project aims to establish direct links from Connecticut, Westchester County, the Lower Hudson Valley, and the Bronx into West Midtown; promote reverse commuting; and enhance transit accessibility in underserved neighborhoods throughout the Bronx.

Station layout

Penn Station features distinct concourses managed and designed by Amtrak, the Long Island Rail Road (LIRR), and NJ Transit, each reflecting its respective operator’s style. The Amtrak and NJ Transit concourses are situated one level below street level, whereas the LIRR concourse is positioned two levels beneath.[26]

Located underneath Madison Square Garden, the main concourse primarily serves NJ Transit passengers since the 2021 inauguration of the Moynihan Train Hall. This area was originally Amtrak’s main concourse and underwent modernization in the early 2000s to accommodate Acela service. It includes a ticketed waiting zone equipped with seating, electrical outlets, and Wi-Fi connectivity.[27] Between 2019 and 2020, Amtrak and NJ Transit collaborated on a $7.2 million refurbishment that introduced upgraded seating with power access, LED lighting, enhanced digital displays for NJ Transit departures, a secondary entrance near the NJ Transit concourse enhancing access to Seventh Avenue, and a dedicated lactation room.[28]

The LIRR concourse extends beneath West 33rd Street between Seventh and Eighth Avenues and has remained largely unchanged since its original opening in 1910.[29] Significant upgrades completed in 1994 introduced the Central Corridor passageway along with a new glass pavilion on 34th Street measuring across by tall and equipped with air-cooling shafts.[30] The West End Concourse, which opened in 1986 to the west of Eighth Avenue, was expanded in 2017 to serve tracks numbered 5 through 21.[31]

NJ Transit’s concourse near Seventh Avenue was established in 2002 by repurposing existing retail spaces and Amtrak offices,[32] with an additional street-level entrance added at the corner of 31st Street and Seventh Avenue in September 2009.[33] Prior to this development, NJ Transit operated within Amtrak’s concourse.[34]

In December of 2017, Amtrak collaborated with Zyter to introduce FindYourWay, a mobile application aimed at assisting travelers in navigating Penn Station; there are intentions to roll out this technology across additional major Amtrak terminals.[35]

Each transit operator maintains a unique official station address as follows:

  • Amtrak: 351 West 31st Street
  • LIRR: Intersection of 34th Street with Seventh and Eighth Avenues
  • NJ Transit: Corner of 31st Street and Seventh Avenue



Tracks and adjacent infrastructure

Tracks numbered 1 through 4 end at bumper blocks and do not connect to the East River Tunnels or Amtrak’s Sunnyside Yard, thus they are exclusively used by NJ Transit. Generally, tracks 5 to 12 are shared between Amtrak and NJ Transit; tracks 13 to 16 are utilized by all three rail operators; while the Long Island Rail Road (LIRR) has exclusive use of tracks 17 to 21 located on the station’s northern side.

Approaching from the east, the East River Tunnels’ lines 1 and 2 serve tracks 5 through 17, primarily accommodating Amtrak and NJ Transit trains, whereas lines 3 and 4 cater mainly to LIRR services on tracks 14 to 21. From the west side, the North River Tunnels provide access to tracks 1 through 19; the Empire Connection connects to tracks 1 through 9; and LIRR’s West Side Yard links to tracks 10 through 21.

All tracks are equipped with a 12 kV overhead catenary system; additionally, tracks 5 through 21 have a 750 V DC third rail for electrification. Due to ventilation limitations within the tunnels and station, only electric or dual-mode locomotives operate at Penn Station. Diesel-only NJ Transit trains terminate at Hoboken or Newark Penn Station, while diesel-only LIRR trains conclude service at or before Long Island City.

Trains stopping on track 18 open their doors solely on the station’s north side, corresponding to platform 10.

Service interruptions and track upgrades during 2017–2018

Although Amtrak had planned since the early 2010s to address aging rails and infrastructure around Penn Station, it initially focused on other priorities, implementing only minor repairs. This deferral of maintenance culminated in early 2017 with power failures, derailments, and delays impacting service. These issues primarily affected the East River and North River tunnels that connect Penn Station with Long Island and New Jersey.

The sequence of disruptions began on March 23, 2017, when an Acela train derailment caused significant delays. Subsequently, on April 3, a NJ Transit train derailed at a known trouble spot where repairs had been postponed; this incident damaged a vital switch and forced a four-day reduction in Northeast Corridor service. The closure resulted in widespread delays affecting Amtrak and LIRR trains even on unaffected tracks.

On April 14, a NJ Transit train stalled inside the North River tunnels, leading to overcrowding. A panic ensued following false reports of gunshots after an Amtrak officer deployed a Taser, resulting in sixteen injuries. In response, Senator Chuck Schumer urged Amtrak to consolidate law enforcement efforts at the station.

In the aftermath of these events, LIRR proposed assuming responsibility for Penn Station’s maintenance from Amtrak, while New Jersey threatened to withhold funding. Amtrak contemplated expediting major repair projects despite potential additional service disruptions to stabilize infrastructure and prevent future incidents.

On April 28, 2017, Amtrak announced an extensive summer maintenance schedule lasting approximately six weeks that involved closing five tracks for reconstruction. This significantly reduced station capacity during what media outlets dubbed the "summer of hell." Many NJ Transit riders were encouraged to use PATH trains as alternatives, and some Empire Corridor Amtrak services were rerouted via Grand Central Terminal. Normal operations resumed by September 5, 2017.

Additional track improvements were carried out in summer 2018. Consequently, certain Empire Corridor trains were again redirected to Grand Central Terminal. The Lake Shore Limited and Cardinal routes to Chicago experienced truncations or rerouting due to this work.

Planning and redevelopment

The revival of train travel in the 21st century has pushed Pennsylvania Station beyond its capacity, leading to proposals aimed at renovating or completely rebuilding the facility to overcome constraints resulting from the 1960s demolition of the original station.

In 2013, the Regional Plan Association and Municipal Art Society established the Alliance for a New Penn Station, advocating for a ten-year limit on Madison Square Garden's operating permit due to the station’s overcrowded conditions. That May, four architectural firms presented plans to redevelop Penn Station by relocating Madison Square Garden to a different site on the west side. Madison Square Garden representatives rejected these proposals; however, on July 24, 2013, the New York City Council voted 47–1 in favor of granting only a ten-year permit, after which the arena would have to either relocate or apply for renewal.

In January 2016, alongside revealing plans for the Moynihan Train Hall, New York governor Andrew Cuomo introduced a public-private partnership concept known as the Empire Station Complex to transform the station beneath Madison Square Garden. Investors would receive commercial development rights in return for financing construction work.

By June 2023, with the ten-year permit approaching expiration, the MTA, Amtrak, and NJ Transit reported that Madison Square Garden’s current layout significantly restricted Penn Station’s functionality. Despite these operational challenges, on September 14, 2023, the New York City Council unanimously approved a five-year extension of Madison Square Garden’s operating permit—the shortest renewal ever granted—leaving ongoing discussions about the arena's future unresolved.

Station reconstruction

In April 2021, MTA officials under governor Andrew Cuomo proposed two distinct approaches to rebuild Penn Station beneath Madison Square Garden, funded through the construction of ten new office and residential towers nearby. One option preserved the existing two-level concourse; the alternative featured a taller single-level concourse topped by a multi-story glass atrium located in the former midblock taxiway. Both designs sought to enhance passenger circulation and included potential demolition of the Hulu Theater to create a new entrance on Eighth Avenue. Critics contended that this tower development would primarily advantage real estate company Vornado Realty Trust, which planned to develop multiple towers exempt from property taxes.

Following Cuomo’s resignation in November 2021, governor Kathy Hochul advanced reconstruction efforts by selecting the single-level concourse design and slightly downsizing the office tower plans. In June 2022, she invited architects and engineers to submit preliminary concepts, with John McAslan appointed as lead designer that September.

In February 2023, Vornado announced it would cease investing in new office buildings due to diminished demand caused by the COVID-19 pandemic. By June 2023, Hochul declared that Penn Station’s reconstruction would proceed independently from office tower development. That same month, private developer ASTM North America presented an unsolicited alternative plan featuring a 55-foot entrance on Eighth Avenue and a 105-foot atrium midblock, funded through a combination of private capital and government support. In November 2024, the U.S. Department of Transportation awarded $72 million for design and engineering phases. In March 2025, Grand Penn Community Alliance proposed a classical-style station reconstruction involving relocating Madison Square Garden across Seventh Avenue as part of a development agreement.

In April 2025, transportation secretary Sean Duffy announced that the U.S. Department of Transportation would assume responsibility for reconstruction efforts from the MTA, projecting savings of $120 million. In May 2025, former New York City Transit Authority president Andy Byford was appointed to lead the project. Following this federal takeover, governor Hochul confirmed that New York State would no longer be accountable for its previously anticipated $1.3 billion funding commitment.

Gateway Program

The Gateway Program represents a significant initiative to expand and modernize the Northeast Corridor segment connecting Newark, New Jersey and New York City. Its primary goal is to ease congestion at the Hudson River crossing by constructing two additional tunnels, which will provide 25 extra train slots during peak travel times. This expansion also involves rehabilitating the existing North River Tunnels and potentially linking to a new terminal annex featuring seven tracks and four platforms situated just south of Penn Station. Several previously planned upgrades have been incorporated into this comprehensive effort.

Introduced in 2011 following the termination of the related Access to the Region's Core (ARC) project, Gateway was initially projected to cost $13.5 billion and span 14 years. Work commenced in 2013 with the construction of a "tunnel box" on Manhattan's West Side, funded by $185 million allocated for resilience improvements after Hurricane Sandy. By 2015, Amtrak emphasized the urgent need for tunnel replacement due to storm damage, revising the overall budget to $20 billion and estimating construction duration at four to five years.

A draft environmental impact statement appeared in 2017; however, progress stalled under the first Trump administration. The Biden administration reinstated priority for the project, granting approval in May 2021. Federal financing was secured through the Bipartisan Infrastructure Bill passed in November 2021. In 2023, the federal government pledged up to $11 billion toward the $16.1 billion total cost, with New York and New Jersey responsible for covering the remaining expenses. Construction activities resumed in late 2023 and are expected to continue through 2025.

Southern expansion

In January 2020, Governor Andrew Cuomo introduced plans for a southern extension of Penn Station as part of the broader Empire Station Complex proposal. This expansion would add eight tracks served by four platforms by demolishing the city block between 30th and 31st Streets, spanning Seventh to Eighth Avenues, along with portions of neighboring blocks. The additional tracks would capitalize on increased capacity from the new Hudson River tunnels constructed under the Gateway Program. Although regional transportation advocates contend that operational improvements such as through-running services could enhance capacity without adding new tracks, this southern annex—estimated at up to $16.7 billion and subject to federal approval—has not advanced significantly. By November 2021, Governor Kathy Hochul shifted focus toward renovating the existing station instead of pursuing this expansion, and she formally withdrew support for demolishing the block by March 2025.

See also

Bibliography

  • Includes track diagram.


External links

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