Жаңа Йорк қаласының басты теміржол торабы: Пенн станциясы

Major rail hub in New York City

Pennsylvania Station (also known as New York Penn Station or simply Penn Station) is the main intercity railroad station in New York City and the busiest transportation facility in the Western Hemisphere, serving more than 600,000 passengers per weekday as of 2019. The station is located beneath Madison Square Garden in the block bounded by Seventh and Eighth Avenues and 31st and 33rd Streets and in the James A. Farley Building, with additional exits to nearby streets, in Midtown Manhattan. It is close to several popular Manhattan locations, including Herald Square, the Empire State Building, Koreatown, and Macy's Herald Square. Penn Station has 21 tracks fed by seven tunnels, including its two North River Tunnels, four East River Tunnels, and one Empire Connection tunnel. It is at the center of the Northeast Corridor, a passenger rail line that connects New York City with Boston to its north and Philadelphia, Baltimore, and Washington, D. C. to its south, along with various intermediate stations. Intercity trains are operated by Amtrak, which owns the station, while commuter rail services are operated by the Long Island Rail Road (LIRR) and NJ Transit (NJT). Connections are available within the complex to the New York City Subway and buses. Penn Station is named for the Pennsylvania Railroad (PRR), its builder and original owner, and shares its name with several stations in other cities. The original Pennsylvania Station was an ornate station building designed by McKim, Mead, and White and considered a masterpiece of the Beaux Arts style. Completed in 1910, it enabled direct rail access to New York City from the south for the first time. Its head house and train shed were torn down in 1963 at a time of low train ridership, with the rail infrastructure reconstituted as the smaller underground station that survives today. The New York Times editorial board described the demolition of the original station as a "monumental act of vandalism", adding underground connections to the Herald Square station and with the PATH to the 33rd Street station, and renovating the core Penn Station under Madison Square Garden. The rival New York Central Railroad's line ran down Manhattan from the north under Park Avenue and terminated at Grand Central Depot (later replaced by Grand Central Terminal) at 42nd Street. Many proposals for a cross Hudson connection were advanced in the late 19th century, but financial panics in the 1870s and 1890s scared off potential investors. In any event, none of the proposals advanced during this time were considered feasible. An early proposal for a bridge was considered but rejected. The alternative was to tunnel under the river, but this was infeasible for steam locomotive use. The development of the electric locomotive at the turn of the 20th century made a tunnel feasible. In 1901, PRR president Alexander Cassatt announced the railroad's plan to enter New York City by tunneling under the Hudson and building a grand station on the West Side of Manhattan south of 34th Street. The station would sit in Manhattan's Tenderloin district, a historical red light district known for its corruption and prostitution. Beginning in June 1903, the two single track North River Tunnels were bored from the west under the Hudson River. A second set of four single track tunnels, the East River Tunnels, were bored from the east under the East River, linking the new station to Queens, the PRR owned Long Island Rail Road, and Sunnyside Yard in Queens, where trains would be maintained and assembled. Construction was completed on the Hudson River tunnels on October 9, 1906, and on the East River tunnels on March 18, 1908.

A small portion of Penn Station opened on September 8, 1910, in conjunction with the opening of the East River Tunnels, and LIRR riders gained direct railroad service to Manhattan. On November 27, 1910, Penn Station was fully opened to the public. With the station's full opening, the PRR became the only railroad to enter New York City from the south. During half a century of operation by the Pennsylvania Railroad (1910–1963), scores of intercity passenger trains arrived and departed daily to Chicago and St. Louis on "Pennsy" rails and beyond on connecting railroads to Miami and the west. Along with Long Island Rail Road trains, Penn Station saw trains of the New Haven and the Lehigh Valley railroads. A side effect of the tunneling project was to open the city up to the suburbs, and within 10 years of opening, two thirds of the daily passengers coming through Penn Station were commuters. demolition of the above ground head house began in October 1963. A giant steel deck was placed over the tracks and platforms to allow rail service to continue during construction. Photographs of the day showed passengers waiting for trains even as the head house was demolished around them. The demolition of the Penn Station head house was controversial and caused outrage internationally. "One entered the city like a god. One scuttles in now like a rat," the architectural historian Vincent Scully famously wrote of the original station. The controversy over the demolition of such a well known landmark, and its deplored replacement, is often cited as a catalyst for the architectural preservation movement in the United States. New laws were passed to restrict such demolition. Within the decade, Grand Central Terminal was protected under the city's new landmarks preservation act, a protection upheld by the courts in 1978 after a challenge by Grand Central's owner, Penn Central (the corporate successor of the PRR, following its merger with the rival New York Central Railroad).

Post 1968, the core Penn Station has been underground, sitting below Madison Square Garden, 33rd Street, and Two Penn Plaza. The core has three levels: concourses on the upper two levels and train platforms on the lowest. The two levels of concourses, while renovated and expanded during the construction of Madison Square Garden, are original to the 1910 station, as are the tracks and platforms. Over the following decades, various renovations attempted to add service and some concourse space. The West End Concourse under Eighth Avenue opened in 1986. In 1987, a rail connection to the West Side Rail Yard opened, and in 1991, the opening of the Empire Connection allowed Amtrak to consolidate all of its New York City trains at Penn Station. Previously, all trains running along the Empire Corridor terminated at nearby Grand Central Terminal. This was a legacy of the two stations' roots in separate railroads–the PRR and New York Central, respectively. The consolidation saved Amtrak the expense of having to maintain two stations in New York City, including having to pay the MTA $600,000 in fees a year. In 1994, the station was renovated to add the 34th Street LIRR entrance and central corridor, along with artwork and improved waiting and concession areas. The new entrance consisted of a 90 feet (27 m) structure with a glass and brick facade, a clock salvaged from the original station, and air conditioning units for the terminal. In 2002, the NJ Transit concourse was created in space previously occupied by retail and Amtrak office space, although the concourse could only be accessed from the Amtrak entrance on 32nd Street. and the entrance opened in 2009. After the September 11 attacks, security was increased and passenger flow curtailed. In 2002, $100 million of work added security features such as lighting, cameras, and barricades. The taxiway under Madison Square Garden, which ran from 31st Street to 33rd Street at mid block, was permanently closed off with concrete Jersey barriers. Escalators providing direct access to the lobby of Madison Square Garden were closed and later removed. The underground Gimbels Passageway connecting pedestrians to 34th Street–Herald Square has been sealed off since 1986, after decades of safety concerns and sexual assaults. Despite the modest renovations, the underground Penn Station continued to be criticized as "reviled", "dysfunctional", and a low ceilinged "catacomb" lacking charm, especially when compared to the much larger and more ornate Grand Central Terminal. The New York Times, in a November 2007 editorial supporting development of an enlarged terminal, said that "Amtrak's beleaguered customers scurry through underground rooms bereft of light or character," and Times transit reporter Michael M. Grynbaum called Penn Station "the ugly stepchild of the city's two great rail terminals." After its nadir in the 1960s, ridership exploded in subsequent decades, a situation never contemplated by the structure's designers. By the 2010s, the station operated at almost three times its intended capacity; over 600,000 passengers used the station daily in 2019. Many redevelopment or expansion concepts were proposed over the 1990s and 2000s, but none reached fruition until funding from the 2009 American Recovery and Reinvestment Act enabled the expansion of the West End Concourse of the LIRR under the Farley Building in 2016. Building on it, in 2016 New York Governor Andrew Cuomo announced plans for the renovation of Penn Station and mixed use redevelopment of the Farley Building, including development of a new train hall, which he called the Empire Station Complex. The new expansion, Moynihan Train Hall, opened in January 2021, named for the man who had conceived it. The $1.6 billion, renovation retained the original, landmarked Beaux Arts Farley Building, added a central atrium with a glass roof, and provided access to Amtrak and LIRR trains. A new 33rd Street entrance to the LIRR concourse opened at the same time. The station received a place in the world selection for the 2021 Prix Versailles in the passenger stations category. Following the opening of the 33rd Street entrance, the LIRR concourse was doubled in width, from , and the ceilings raised to a minimum height of 18 feet (5 m). To raise the ceiling, workers removed seven "head knockers", low hanging steel beams which were part of the original Penn Station and were only 6 feet (2 m) above the concourse's floor. In March 2023, the MTA declared the concourse substantially complete. As part of the project, 33rd Street between Seventh and Eighth Avenues will be permanently closed to vehicular traffic and converted into a pedestrian plaza.

The station is served by 1,300 arrivals and departures per day, twice the number than during the 1970s. There are more than 600,000 subway, commuter rail and Amtrak passengers who use the station on an average weekday, or up to 1,000 every ninety seconds. and in North America.

Connections are also available to the PATH system at 33rd Street station, under Sixth Avenue on Herald Square. The JSQ 33 and HOB 33 services terminate at 33rd Street on weekdays, and are combined into the JSQ 33 (via HOB) service on late nights, weekends and holidays.

NYC Airporter provides bus transportation to and from John F. Kennedy International Airport and LaGuardia Airport, and is authorized by the Port Authority of New York and New Jersey and the New York City Department of Transportation.

Intercity bus service to and from Penn Station is provided by Vamoose Bus, Tripper Bus, and Go Buses. Vamoose Bus runs buses from a stop near Penn Station to Bethesda, Maryland; Arlington, Virginia; and Lorton, Virginia. Tripper Bus runs buses from a stop near Penn Station to Bethesda, Maryland and Arlington, Virginia. Go Buses runs buses from a stop near Penn Station to Newton, Massachusetts and Cambridge, Massachusetts. Most intercity and commuter bus services to and from midtown Manhattan use the Port Authority Bus Terminal, located approximately 0.5 miles (0.8 kilometers) to the north of Penn Station.

The Metropolitan Transportation Authority plans to bring Metro North Railroad commuter trains to Penn Station as part of its Penn Station Access project. The East Side Access project, which was completed in 2023, has freed up track and platform space at Penn Station by redirecting some LIRR trains from Penn Station to Grand Central Madison. This new capacity, as well as track connections resulting from the East Side Access project, will allow Metro North trains on the New Haven Line to run to Penn Station via Amtrak's Hell Gate Bridge. Four new local Metro North stations in the Bronx are planned as part of this project, at Co op City, Morris Park, Parkchester/VanNest, and Hunts Point. The MTA also proposes a second service from the Metro North's Hudson Line to Penn Station using Amtrak's West Side Line in Manhattan. The Penn Station Access project would provide direct rides from Connecticut, Westchester County, the Lower Hudson Valley, and the Bronx to West Midtown; ease reverse commuting from Manhattan and the Bronx to Westchester County, the Lower Hudson Valley, and Connecticut; and provide transportation service to areas of the Bronx without direct subway service.

Since the early 2010s, Amtrak had planned to fix the deteriorating rails and infrastructure around Penn Station, but due to the prioritization of other projects, applied only minimal fixes. In early 2017, this culminated in numerous power outages, derailments, and delays due to track maintenance delays. There were frequent service disruptions to train schedules caused by the deterioration of its tracks and their supporting infrastructure, as well as in those of the East River and North River tunnels that respectively connect the station to Long Island and New Jersey. A string of early 2017 service disruptions started on March 23, 2017, when an Acela train derailed, causing delays for the day. On April 3, a NJ Transit train derailed at a known problem site, where repairs had been deferred. This closure caused a cascading failure, delaying Amtrak and Long Island Rail Road trains on the unaffected tracks. On April 14, a New Jersey Transit train became stuck in the North River tunnels, causing the station to grow crowded with waiting passengers. After an Amtrak police officer used a Taser on a man who was acting disruptively, rumors of gunshots sparked a stampede that injured 16 people. Following the stampede, U. S. Senator Chuck Schumer called on Amtrak to centralize law enforcement response. As a result of these incidents, the Long Island Rail Road had proposed taking over Penn Station from Amtrak to improve maintenance, and New Jersey has suggested withholding state payments to Amtrak. Five tracks were closed for repairs as part of the reconstruction work, severely reducing track capacity in a situation media outlets deemed "the summer of hell". Many affected NJ Transit passengers were diverted to take the PATH instead. Some Amtrak trains from the Empire Corridor were routed to Grand Central instead of Penn Station. Regular service resumed on September 5, 2017. Amtrak made further improvements to Penn Station's trackage in summer 2018. As a result, some Empire Corridor trains were rerouted again to Grand Central. The Lake Shore Limited and Cardinal to Chicago were truncated or rerouted because of this work.

Resurgence of train ridership in the 21st century has pushed the current Pennsylvania Station structure to capacity, leading to several proposals to renovate or rebuild the station, often characterized as correcting for the 1960s demolition of the original facility. In 2013, the Regional Plan Association and Municipal Art Society formed the Alliance for a New Penn Station. Citing overcrowding and the limited capacity of the current station under Madison Square Garden, the Alliance began to advocate for limiting the extension of Madison Square Garden's operating permit to ten years. In May 2013, four architecture firms released concepts for redeveloping Penn Station without Madison Square Garden above it, by moving the Garden a few blocks southwest to the Morgan Postal Facility, to the area south of the James Farley Post Office,

In January 2016, at the same time he announced the development of Moynihan Train Hall, New York governor Andrew Cuomo announced that requests for proposals would be solicited for the redevelopment of the station under the Garden, which would be a public private partnership called the Empire Station Complex. Investors would be granted commercial rights to the station in exchange for paying building costs. In June 2023, nearing the end of the ten year permit granted in 2013, the MTA, along with Amtrak and NJ Transit, filed a report stating that Madison Square Garden is no longer compatible with Penn Station, saying, "MSG's existing configuration and property boundaries impose severe constraints on the station that impede the safe and efficient movement of passengers and restrict efforts to implement improvements, particularly at the street and platform levels." On September 14, 2023, the New York City Council voted 48–0 to renew the operating permit for Madison Square Garden for five years, the shortest ever granted by the city to the Garden.

In January 2020, Governor Cuomo unveiled a proposed southern annex to Penn Station, part of his vision for the Empire Station Complex. The annex would include eight additional tracks with four platforms and would involve demolishing the entire block bounded by 30th and 31st streets between Seventh and Eighth avenues, directly south of the existing station, as well as parts of the two blocks to the east and west. The new tracks would connect to and take advantage of the new capacity provided by the Hudson River tunnels built as part of the Gateway Program. This new southern terminal, which would require federal approvals and could cost as much as $16.7 billion, has not proceeded; the necessity of new tracks has been debated, in light of studies by regional advocacy groups and the railroads themselves suggesting that service improvements to enable regional through running could similarly boost capacity.

In April 2021, MTA officials under governor Andrew Cuomo proposed two options to reconstruct the Penn Station building under Madison Square Garden, to be financed by the development of 10 new office and residential towers in the surrounding neighborhood. One concept would retain the existing two level concourse; the other envisioned a taller single level concourse with a multi story glass atrium in the former midblock taxiway. Both plans would improve passenger circulation and platform access, and could demolish the Hulu Theater for a new Eighth Avenue entrance. Some of the plan's opponents alleged the tower development would disproportionately benefit real estate firm Vornado Realty Trust, which would redevelop several buildings without paying property taxes. In November 2021, after Cuomo resigned, governor Kathy Hochul announced plans to hasten the reconstruction to take place before construction of a southern annex, and to slightly reduce the size of the office tower development. Hochul's plan selected the one level concourse alternative, and in June 2022, Hochul and New Jersey governor Phil Murphy announced a call for architects and engineers to submit preliminary designs. John McAslan was announced as designer that September. In February 2023, Vornado declared it would no longer invest in new office space at that time due to high interest rates and lack of demand following the COVID 19 pandemic, and in June 2023 Hochul announced that Penn Station reconstruction would be "decoupled" from any office tower development, presumably financed in other ways, and she announced the "kickoff" of a renewed design process. That same June, private developer ASTM North America unveiled an unsolicited alternative reconstruction plan, which would focus on creating both a 55 foot tall Eighth Avenue entrance and a 105 foot tall midblock atrium, and which would be financed by both private investment from ASTM and government funding sources.

The Gateway Program is the planned expansion and renovation of the Northeast Corridor between Newark, New Jersey, and New York City to alleviate the bottleneck under the Hudson River and allow for refurbishment of the existing North River Tunnels. Two new tunnels would add 25 cross Hudson train slots during rush hours and could connect to a 7 track, 4 platform terminal annex to Penn Station to its south. The Gateway Program was unveiled in 2011, one year after the cancellation of the somewhat similar Access to the Region's Core (ARC) project, and was originally projected to cost $14.5 billion and take 14 years to build. In 2015, Amtrak said that damage done to the existing trans Hudson tunnels by Sandy had made their replacement urgent. That year, Amtrak reported that environmental and design work was underway, estimated the project cost at $20 billion, and said construction would last four to five years. A draft environmental impact statement was released in July 2017, but the Trump administration delayed consideration of it. Unblocking the project was a stated priority of the Biden administration, and the project was approved in May 2021. Federal funding was anticipated from the Biden administration's Bipartisan Infrastructure Bill, which became law in November 2021. The first federal funding was announced by President Biden in 2023, with the federal government committing as much as $11 billion of the $16.1 billion price tag and the states of New York and New Jersey agreeing to split the
rest. Construction began in late 2023.