Originally Posted On: http://www.nytimes.com/2013/10/02/opinion/fixing-penn-station-without-rebuilding-it.html
Fixing Penn Station Without Rebuilding It (NY Times OpEd)
By ROBERT W. PREVIDI
FOR commuters and travelers, New York City’s Pennsylvania Station is a disaster, as almost anyone who passes through it will tell you. The nation’s busiest transit hub is cramped, crowded, confusing and depressing. But now that the New York City Council has told Madison Square Garden that it has 10 years to vacate and find a new home, there is talk of rebuilding the rail station that lies beneath it.
Let’s face it, though. A new Penn Station, if it happens, would take billions of dollars, agreements between the federal government and multiple agencies of three states, and a decade if not more to accomplish. (Amtrak is expected to move across the street to the Farley Post Office by 2035.) Rather than wait for all of that to unfold, there are a few simple things those entities and Madison Square Garden should do now to improve the experience for the unfortunate 440,000 intercity and commuter rail passengers who pass through the station’s claustrophobic maze every weekday.
As a starting point, the executives of the three railroads that operate out of the station — Amtrak, which owns it, and New Jersey Transit and the Long Island Rail Road — should put their heads together to develop a plan to provide seamless customer information and ticketing.
Now, New Jersey Transit operates on both the Seventh and Eighth Avenue sides of the station, Amtrak on the Eighth Avenue side, and the Long Island Rail Road below West 33rd Street, where the subways are. For all of the infrastructure issues that plague the station, the biggest problem for passengers is that each rail line operates as if the other two don’t exist. To navigate the station, you need to know where to buy your ticket and which monitor to watch for your train. Good luck if you’re not familiar with the station and its catacombs.
Let’s say you live on Long Island and want to travel to the New Jersey Performing Arts Center in Newark. It would be so simple to be able to buy one ticket good on both the Long Island Rail Road and New Jersey Transit that would get you there and back. E-ZPass has figured out how to do this on the highways. But you can’t do it on the regional rail lines. You have to disembark at Penn Station, navigate the subterranean labyrinth to find a New Jersey Transit ticket kiosk or venture upstairs to locate the New Jersey Transit ticket counter, and buy your ticket to Newark.
Then you have to find your train. This is another problem. If you are that customer trying to get from Long Island to Newark, and consult the departure board at the Long Island Rail Road area for the next train to Newark, you won’t find it. That information is on the New Jersey Transit and Amtrak departure boards, in different parts of the station. Why can’t departure and arrival information for all trains be on all boards? Many airports have solved this problem. You look at the departure and arrival boards, and all the flights are there, no matter the airline.
More visible and universal signs that point people to the various railroads, subway lines and street and building exits would help people find their way. So would maps that show passengers how to find the station’s many retail shops and food outlets. Most malls post maps of their layouts. Why can’t Penn Station have one map?
A more inviting retail atmosphere would also improve the customer experience. Grand Central Terminal, owned by the Metropolitan Transportation Authority, hired a professional leasing firm to manage the retail mix after the station was renovated in the 1990s. Union Station in Washington did the same thing. Both stations are now hugely successful as inviting retail and restaurant locations. Perhaps Penn Station could be, too.
These goals — universal ticketing, access to all arrival and departure information, better signage throughout the station, a more engaging (and perhaps more profitable) retail experience — might seem obvious. The problem is that territorial claims within the station run deep.
Still, examples of cooperation between various transit agencies offer hope. New York City MetroCards are good on PATH trains to New Jersey, for example. New Jersey Transit operates between Secaucus, N.J., and New Haven, Conn., when the Jets and Giants play at the Meadowlands. Metro-North has contracted with New Jersey Transit to operate its service west of the Hudson River. You can also buy tickets to use on Philadelphia’s regional rail system at New Jersey Transit ticket offices.
Govs. Andrew M. Cuomo of New York and Chris Christie of New Jersey should take the lead on these proposals and encourage the agencies to break down the barriers that separate them for the sake of the customer. Moving Madison Square Garden someday sounds like a good idea. But running the station as one single transportation hub, not three, and focusing on assisting commuters and travelers in navigating the warren that is Penn Station will result in streamlined operations and a more pleasant commuting experience — even without moving Madison Square Garden or expanding tunnel capacity between New York and New Jersey.
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