![]() ![]() It was a peculiar sequence that I think reflects not just ASTM’s disturbance of the narrative, and the fact that anything is still genuinely possible, design-wise, but also the limbo status of the M.T.A.’s. “Everybody has an opportunity to show us their vision.” “We’re not standing here wed to a plan,” she told the crowd. Hochul seemed to put distance between herself and those drawings after Mr. That renovation, which includes a new cone-shaped entrance on Seventh Avenue, transformed a claustrophobic rabbit warren into a big, wide passageway, but the price tag was astronomical and the architecture unimpressive.Īt the event, standing beside the governor, the M.T.A.’s chief, Janno Lieber, showed a few of FXCollaborative’s latest drawings for the new station, which included a mid-block train hall inside a towering glass concourse that looks to me like a buzzy shopping mall in Dubai. just spent several years and a whopping $700 million redoing. The governor’s event took place inside the new Long Island Rail Road corridor that runs along the northern end of the station, which the M.T.A. Hochul’s handlers hastily organized last week - timed, it seemed, to upstage ASTM’s release a couple of days later of its latest drawings and budget. It’s in this context, I think, that we may decipher the peculiar media event that Ms. Halmar is also building a new third rail for the Long Island Rail Road. is Halmar International, a subsidiary of ASTM. ![]() The private company handling that project for the M.T.A. is now retrofitting a number of subway stations with elevators to provide access to people with disabilities. This, in effect, was how both the new La Guardia terminal and Moynihan were built. Amtrak and New Jersey Transit, which share the station with Long Island Rail Road and the New York City subway system, will eventually sign off on what the M.T.A. All design and financial details remain on the table, they said. Their current budget estimate for the project is north of $7 billion. officials last week, they said they remain on track to deliver full details on the promised plan next summer, meaning a year from now. This is pretty much how things stood when my colleagues Dana Rubinstein and Stefanos Chen broke the news this past spring that ASTM had inserted itself into the picture. and a team of designers and engineers that includes FXCollaborative, WSP, and John McAslan, the British architect who successfully redid London’s King’s Cross Station - the closest analog to Penn Station. So the task of fixing Penn fell to the already overtaxed and straitened M.T.A. Moynihan, however, could never serve more than a tiny fraction of the 600,000-plus commuters who suffer Penn Station each day. With its skylights and Tennessee marble, it became an instant attraction and a bright spot for the city during the depths of the pandemic, reminding New Yorkers what a grand public space looks like. Back in early 2021, you may recall, Moynihan Train Hall opened in the Farley Building. On the outside of the station, a new, porous stone facade with landscaped terraces and rows of columns would restore a measure of the architectural sensibility and civic symbolism that New York squandered in the 1960s when McKim, Mead & White’s original Penn Station was torn down.īut the Metropolitan Transportation Authority, not ASTM or anyone else, is for the time being in charge of the official master plan. Outlined for public officials and widely reported last week, ASTM’s six-year, $6 billion plan would reconfigure the cramped, confounding station, which is owned by Amtrak, into a single concourse with high ceilings and a grid of wide corridors that lets daylight, dignity and circulatory logic replace the rat’s maze beneath Madison Square Garden. At the very least, the new proposal, from a private infrastructure developer called ASTM North America, may be the disruption needed to get Albany moving. ![]() Hope has long gone to die on the 6:50 to Secaucus.įor starters, because a highly detailed and, at the moment, clearly superior but unofficial proposal has suddenly emerged to challenge the one that the Metropolitan Transportation Authority has been slowly pulling together. The only thing everyone seems to know for certain is that nothing meaningful ever really happens to improve North America’s busiest and most miserable train hub, despite decades of demands and promises. Various officials I have spoken with are also fuzzy on details. If the latest flurry of news around two dueling plans to fix New York’s Pennsylvania Station has left you scratching your head, you’re not alone. ![]()
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