Chris Ward on Moynihan Station

From an interview in the Commercial Observer with Port Authority of New York and New Jersey Executive Director Chris Ward:

What’s the latest with Moynihan Station? Will it ever get done?

We’ve made great progress on Phase I. We want to turn this into a transportation project to start, and not a real estate project. So we have negotiated with our joint venture partners and the federal government for the initiation of Phase I, which is about to kick off in probably late October. And with successful completion of Phase I, a demonstration of that project is going forward. We’ve had good communications with Washington on funding and partnership for Phase II.

But the mistakes with the early Moynihan Station was that it was overburdened with costs and complexity, and it was clear we had to break it down into manageable construction projects and build the transportation benefits over time and then realize the large-scale real estate development afterward.

Moynihan Station receives $83 million grant

Despite my recent slow blogging, I cannot ignore a big development in the New York Penn Station/Farley Post Office/Moynihan Station morass, which has been a recurring topic here at Quod Ero Spero. Past posts on this topic have highlighted Amtrak’s amnesia over its involvement in the project (and its rejection of it under David Gunn), linked to the Municipal Arts Society’s (apparently formant) site advocating for Moynihan Station, examined the whereabouts of the old station’s original stone eagles, looked at the lobbying budgets of the developers associated with the effort, noted a refutation of the idea that the death of the original Penn Station gave birth to modern preservation efforts, presented an overview of the then-current efforts to develop the Farley Post Office, lamented the delays and cost-increases imposed by New York’s political inability to execute this project, noted Sen. Schumer’s desire to shakedown Amtrak for $100 million, remarked on Amtrak’s oddly pivotal role in this whole mess, been amused by the unspeakable nature of the Farley effort, compared the inept, 16+ year public effort to build a station with the original, successful six-year private effort by the Pennsylvania Railroad, contrasted the Farley effort with NJT’s own troubled-yet-nonetheless-advancing effort to build a new tunnel under the Hudson, terminating in a deep, controversial, commuter-only station, and discussed the all-New York cabal behind Amtrak’s decision to rejoin the project in September 2009.

I provide the above summary to ensure that you, gentle reader, come to this week’s announcement with a full sense of the last few years’ developments as they relate to the Farley/Moynihan effort.

On Tuesday this week, New York Senator Chuck Schumer announced that the Moynihan Station project had received $83 million in grant money from Transportation Investments Generating Economic Recovery (TIGER). Grrr. Further news emerged from the Friends of Moynihan Station group, run by the late Sen. Moynihan’s daughter, which explained what the grant covered: building two new entrances to Penn Station’s platforms from West of Eighth Avenue through the corners of the Farley Building; doubling the length and width of the West End Concourse; providing 13 new “vertical access points” (escalators, elevators and stairs) to the platforms; doubling the width of the 33rd Street Connector between Penn Station and the West End Concourse; and other critical infrastructure improvements including platform ventilation and catenary work.

In comments quoted in the New York Times, Sen. Schumer went further: “The money is there for phase one, and every major hurdle has been cleared. This was the last step, not the first step.”

Really, Chuck? This project has been percolating since 1994, has seen its scope go from roughly $450 million to $1.5 billion, and you believe that a grant that amounts to approximately 5% is the last step? The New York Department of Transportation has pledged $14 million to the project, and apparently the Port Authority has committed to some as well. There’s still going to be a lot of passing the hat ahead of them for these agencies to get from well under $200 million to the full $1,500 million for which they are aiming.

Still, Wednesday saw Governor Patterson charging the Empire State Development Corporation with managing the project, and heralding a signed memorandum of understanding with Amtrak president Joseph Boardman. Just what Amtrak and the state of New York understand was not clear from the Governor’s statement, but it seems to cover cooperation with the construction involved in Phase I.

I should not let my skepticism confuse the fundamental issue here, which is that I think this is a good project that should proceed. I just marvel at the pace, cost, and political nature of this effort. Yes, how could it be otherwise in the heart of New York city – I know. Yet doesn’t it take more nerve than you thought anyone actually had for Schumer to look at this tiny down payment and declare it the “last step?”

Here’s hoping he’s not just arrogant, but prescient, as well.

Amtrak Buys Back in to Farley Station

Yesterday, the New York Times reported:

Amtrak reached a preliminary agreement to move to an annex of Pennsylvania Station planned for the James A. Farley Post Office Building, state, federal and railroad officials announced on Sunday.

It offers this detail behind the progress: “The breakthrough was made possible by the government’s agreeing to Amtrak’s request to share revenue from retail outlets in the expanded station and to make some design changes.” To place this into full context would require quite the essay, but please recall my first post on this topic – in August 2007 – when I noted Amtrak’s statement: “We were belatedly brought to the table in recent months.” The irony in that 2007 comment is that Amtrak had been involved in this effort for three years when I played a minute role in it in 1995, so any suggestion of Amtrak’s lack of involvement has always sounded hollow to me. It was David Gunn who torpedoed Amtrak’s role in the redevelopment, noting with some merit that Amtrak had no money to commit to such a plan. Former Amtrak President and then director of New Jersey Transit George Warrington stepped into the breach, claiming a flagship role which has become less and less appealing to NJT as they commit to the tunnel and associated station in the ARC project. (More on that here.)

Back in March, New York Magazine offered an update on the negotiations (post here) in which an unnamed source was quoted saying:

Amtrak, which would move from Penn to Moynihan, won’t commit until all three elected officials [Bloomberg, Paterson, and Corzine] are onboard. “Amtrak is the trickiest part,” one Moynihan negotiation veteran says. “If it sees even a crack of daylight between the mayor, the governors, and the Port Authority, they’ll drive an Acela right through it and kill this chance.”

Looking again at yesterday’s NYT article, with the above comment fresh in your mind, I cannot help but focus on this statement:

Senator Charles E. Schumer, who has been trying to resuscitate the project, said on Sunday that he and Gov. David A. Paterson had been negotiating with Amtrak for six months and had found the new Amtrak chief, Joseph H. Boardman, formerly the New York State transportation commissioner, “far more helpful” than his predecessor.

Looking back at the last time Schumer made waves over Farley, covered here, it seems his contention then was that Amtrak should be the source of substantial stimulus funds as part of the project. Since Gunn’s time, Amtrak’s contention has been that Amtrak would not be a part of the project. I can only assume that the quid pro quo for Amtrak to secure a share of the retail revenue in exchange for contributing stimulus funds towards the project. Curious, is it not, how easily the New York politicians found it to work with Amtrak’s new New York president to spend Federal dollars on a New York project that will not improve the speed of any of Amtrak’s trains? (Admittedly, it should increase capacity in New York, but that is not nearly as beneficial to Amtrak as it is to NJT and LIRR.) I’m sure there are many Amtrak riders far from the NEC who could have found different ways to spend that money, but no one asked them.

Should have built it sixteen years ago

A further update to one of the stories I follow around here – New York’s slow, halting efforts to renovate the Farley Post Office into a ‘new’ Penn Station.

The New York Observer reports today:

Plans to expand Pennsylvania Station across the street into the Farley Post Office face fresh hurdles, as a new cost estimate for the project, known as Moynihan Station, leaves a funding gap of up to $1 billion. … The Port Authority of New York and New Jerseycompleted a preliminary cost analysis of an expansion, coming up with a price tag of $1.4 billion… more than twice the construction cost estimate given in 2006, though it includes new underground components that were not previously includeIn the works since it was pushed by Senator Daniel Moynihan in 1992, the planned station has proved repeatedly to be a textbook case of the inability to execute large-scale public projects in New York City. There has long been support from civic groups and key politicians — four governors and three mayors have endorsed it — and even full funding has been lined up on previous occasions (though costs rose). But each plan has successively faltered before a shovel even hit the ground.

If they had committed to the plan as it existed in 1994, at twice the estimate as it stood then, they would have come out ahead and had a fabulous station to serve the city for more than a dozen years. Instead, people continue to scurry through the existing Penn Station, which now serves 600,000 passengers per workday for Amtrak, LIRR, and NJT. What a mess.

penn_station3The irony here is that plans for the original Penn Station were announced by Pennsylvania Railroad president Alexander Cassatt (brother of the painter Mary Cassatt) in December 1901, construction of the tunnels began in June 1903, and the station itself was underway in May 1904. Train service began in November 1910. The $114 million the project cost all come from the Pennsylvania Railroad alone (in 2007 dollars, that represents a $2.5 billion dollar expenditure – such things occurred in an era before corporate taxation.) Depending on the milestones then, the original Penn Station – from train yards to tunnels to the station itself – took nine years from plan to operation. I cannot help but think Cassatt would marvel at modern New York’s inability to get its act together.

The project that dare not speak its name…

[I realize it has been a long quiet time around here. I apologize for that. Life is busy, but even more than that, I am of a mixed mind what I want to do with this site. While I ponder that thought, I cannot help but pass on a link to one of the stories I follow around here – New York’s slow, halting efforts to renovate the Farley Post Office into a ‘new’ Penn Station.]

farley_thumbBack in March, the Farley station issue cropped up again as Sen. Schumer suggested Amtrak be compelled, er, encouraged to chip in $100 million in stimulus funds towards the station (which it backed out of when Amtrak was under David Gunn‘s direction, allowing NJT to enter the scene under another former Amtrak president, the late George Warrington), rather than fund the station out of the $21 billion in stimulus funds being directed towards the state of New York. I have not heard another peep about that idea since then, so I was curious to see the following item on the blog of WNYC radio. I am leaving their aside in, as I would have made the same snark, but WNYC has saved me the trouble.

The chiefs of economic development for the city and the state spoke before construction industry executives this morning, trying to reassure them that all was well even in these hard times… New York Times reporter Charles Bagli, one of the moderators, brought up another hibernating project: Moynihan Station – which was first conceived in the early 1990s as a renovation of the Farley Post Office on Eighth Avenue, exploded in scope, and has since returned to smaller, but indeterminate, shape. (Bagli called it the project that “none dare call its name.”)

Marisa Lago, the state economic development chief, threw cold water on Senator Schumer’s idea to convince Amtrak to devote $100 million of its stimulus funding to the station, saying officials had not figured out what part of Moynihan could qualify as “shovel ready.”

There you have it: More than 15 years, and three-and-a-half environmental reviews later, Moynihan Station still isn’t shovel ready.

“Amtrak is the trickiest part”

Building on last week’s post about Moynihan Station, as well as the many before that, note the following from Chris Smith in New York Magazine:

Amtrak, which would move from Penn to Moynihan, won’t commit until all three elected officials [Bloomberg, Paterson, and Corzine] are onboard. “Amtrak is the trickiest part,” one Moynihan negotiation veteran says. “If it sees even a crack of daylight between the mayor, the governors, and the Port Authority, they’ll drive an Acela right through it and kill this chance.”

To add some context to Amtrak’s role in this whole byzantine process, make sure you note this, too.

Schumer pokes at the Moynihan Station mess

I have previsouly covered New York’s laborious efforts to convert the James Farley Post Office, across the street from Penn Station, into a new passenger station that would serve as an homage to the original Penn Station. It is a great idea, and somehow only in America could an idea like this, with so much support, manage to languish for so long. To get a sense of where this has been, please see the articles found here.

New York’s Senator Charles “Chuck” Schumer gave an interview this weekend in which he offered his opinion that $100 million of stimulus funds should be directed towards finally getting this project underway. As much as I am inclined to agree with him, I find it ironic that he wants to see that money come out of the $1.3 billion set aside for Amtrak or the $8 billion set aside for high-speed rail, and not out of the $21 billion earmarked for the state of New York. Go figure. Curiously, his desire to see Amtrak as the central tenant in the new station ignores the fact that Amtrak, under David Gunn, told New York to take a hike, permitting New Jersey Transit, under former Amtrak President the late George Warrington, to sweep in and secure for itself the central position.

Articles here and here.

[As an aside, NJT hopes to build new tunnels into Manhattan from New Jersey (the first in over 100 years) and plans to do so in a very odd way that seems designed to limit future flexibility. Perhaps the whole Hudson tunnel, New York passenger station, Amtrak/NJT ruckus can be solved but I continue to suggest one not hold one’s breath.]