Inside penn station new york city pass,brio train set table kitchen,tomy tomica starter train set,mth trains value 1950 - Review

06.02.2016
The first phase of construction on the new Moynihan transit hub has begun in the basement of the current James A. Pennsylvania Station, a gateway to the nation’s biggest city, was designed to accommodate about 200,000 riders a day. Two decades after ambitious plans were unveiled to improve Penn Station while expanding it into the massive Beaux Arts post office building across the street, there are few visible signs of change.
Ironically, the original Penn Station built a century ago as a Beaux Arts masterpiece, modeled after the monuments of ancient Rome, once rivaled Grand Central for its soaring beauty, classical columns and natural light.
Now, a coalition of civic advocates and political leaders is trying to get things moving to overhaul Penn Station by latching on to what they say is a key development: The 50-year-old city permit to operate Madison Square Garden expired in January.
This May 9, 2013 photo shows evening rush hour commuters making their way past the food concessions on an underground concourse inside New York's Penn Station.
Two civic groups, the Regional Plan Association and Municipal Art Society, say the dingy, cramped and aging basement station can expand and modernize only if the Garden moves, along with its supporting columns that reach down to the train level. For now, New Jersey Transit, the Long Island Rail Road and Amtrak have hired a design firm to bring some light and fresher air into Penn Station. That’s little comfort to passengers walking through smothering, windowless corridors under low-hanging old pipes and wire clusters, filled with fast-food odors.
The truth is, no matter what changes are made, real relief will come only when additional tracks are built across the Hudson. The other hope for expanding Penn Station rests with Amtrak — if it could start moving some of its operations across Eighth Avenue into the 1.4-million-square-foot post office building.
That would free up 100,000 square feet at Penn Station, giving passengers more space, according to the Moynihan Station Development Corp., a New York state agency that paid $200 million to acquire the post office building. Renderings released by the Port Authority of New York and New Jersey, which is overseeing the project, show the old post office redone with soaring ceilings and skylights.
Construction is under way on the $325 million first phase of the project — including a wide new commuter concourse under the front end of the post office that’s to open in 2016. But there’s no commercial tenant yet for non-transit areas of the Farley building expected to contribute hundreds of millions of dollars toward completion of the Moynihan Station project, whose final cost could top $1 billion. That's because it was bombed out during WWII they had the opportunity to upgrade everything.
Re why GCT and Penn Station are not connected: the two stations were built by two competing rail companies (the New York Central and the Pennsylvania Railroad, respectively), and when they finally merged out of desperation to stay alive in 1968, the railroad had no money to do anything. Its NOT a disgrace and if you think it is, by all means get OUT of my country and move someplace else. We've sent you a confirmation email, please click on the link in the email to confirm your subscription.
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Could be wrong but in the history of the USA and probably elsewhere passenger rail alone has rarely if ever earned a profit.
In the United States historcially if one had any aspirations of running a great RR you wanted passenger service. What is left of PRR, NYC not to mention UP and other RRs do quite well today with just freight service and perhaps a limited passenger operation. To keep things in prospective IIRC GCT didn't look much better inside or out at that time either. Pennsylvania Station (New York City), and check out Pennsylvania Station (New York City) on Wikipedia, Youtube, Google News, Google Books, and Twitter on Digplanet.
Pennsylvania Station, also known as New York Penn Station or Penn Station, is the main intercity railroad station in New York City.
Penn Station has 21 tracks fed by seven tunnels (the North River Tunnels (beneath the Hudson River), the East River Tunnels, and the Empire Connection tunnel). The original Pennsylvania Station was built from 1901-1910 by the Pennsylvania Railroad, and featured an ornate marble and granite station house and train shed inspired by the Gare d'Orsay in Paris (the world's first electrified rail terminal). Pennsylvania Station is named for the Pennsylvania Railroad (PRR), its builder and original tenant, and shares its name with several stations in other cities. Until the early 20th century, the PRR's rail network terminated on the western side of the Hudson River (once known locally as the North River) at Exchange Place in Jersey City, New Jersey. Beginning in June 1903, the two single-track North River Tunnels were bored from the west under the Hudson River. During half a century of operation by the Pennsylvania Railroad (1910a€“1963), scores of intercity passenger trains arrived and departed daily to Chicago and St.


During World War I and the early 1920s, rival Baltimore and Ohio Railroad (B&O) passenger trains to Washington, Chicago, and St.
The cost of maintaining the old structure had become prohibitive, so it was considered easier to demolish the old Pennsylvania Station by 1963 and replace it with Penn Plaza and Madison Square Garden.
The controversy over the demolition of such a well-known landmark, and its deplored replacement,[17] is often cited as a catalyst for the architectural preservation movement in the United States. The current Penn Station is completely underground, and sits below Madison Square Garden, 33rd Street, and Two Penn Plaza. In the 1990s, the current Pennsylvania Station was renovated by Amtrak, the Metropolitan Transportation Authority, and New Jersey Transit, to improve the appearance of the waiting and concession areas, sharpen the station information systems (audio and visual) and remove much of the grime. There is an abandoned underground passageway from Penn Station to the nearby 34th Street a€“ Herald Square subway station.
After the terrorist attacks on September 11, 2001, passenger flow through the Penn Station complex was curtailed. The multibillion-dollar effort is mired in perpetual bickering among movers and shakers in politics, finance, sports and business. It was torn down in 1963 and replaced with the current, smaller Penn Station, notable for its blandness — topped with the familiar, circular Madison Square Garden, among the first buildings of its kind to be built above the platforms of an active railroad station. The busiest passenger train station in the United States, gateway to the biggest city in the nation, is a 1960s-era, utilitarian labyrinth built in what is essentially the basement of Madison Square Garden. Changes could include better exits and entrances, improved access to platforms and taxi stands and new signage.
Farley Post Office building which is slated to be the site of the future home of Moynihan Station, in New York.
The new station would be named after Daniel Patrick Moynihan, the late New York senator who envisioned it.
It will ease access to bare, gritty platforms for Amtrak, NJ Transit and Long Island Rail Road. From the 1930's to the 1960's, he was in charge of all large scale transportation projects for NYC and Long Island, and all he built were bridges, tunnels and roads for cars. By and large all are happy to have Amtrak take over passenger service even if means they must allow those trains to run on their tracks. Serving more than 600,000 commuter rail and Amtrak passengers a day, it is the busiest passenger transportation facility in North America.
After a decline in passenger usage during the 1950s, the original station was demolished and reconstructed from 1963 to 1969, resulting in the current station. The current facility is the substantially remodeled underground remnant of a much grander station building designed by McKim, Mead, and White and completed in 1910.
Manhattan-bound passengers boarded ferries to cross the Hudson River for the final stretch of their journey.
On December 12, 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.
A second set of four single-track tunnels were bored from the east under the East River, linking the new station to Queens and the Long Island Rail Road, which came under PRR control (see East River Tunnels), and Sunnyside Yard in Queens, where trains would be maintained and assembled. The same tube, with an inscription indicating that it had been displayed at the Exposition, was later installed under water and remains in use today. The option called for the demolition of the head house and train shed, to be replaced by an office complex and a new sports complex. As a New York Times editorial critical of the demolition noted at the time, a "city gets what it wants, is willing to pay for, and ultimately deserves."[11] Modern architects rushed to save the ornate building, although it was contrary to their own styles.
The station has three underground levels: concourses on the upper two levels and train platforms on the lowest. Recalling the erstwhile grandeur of the bygone Penn Station, an old four-sided clock from the original depot was installed at the 34th Street Long Island Rail Road entrance.
North America?s biggest mass transit hub, which includes Penn Station, the Long Island Railroad, and parts of the New York City subway system is a cramped, lightless, aging labyrinth that lags far behind modern systems elsewhere in the world and is in desperate need of renewal.
The project has become a long-stagnant promise for a massive Amtrak main terminal, with ticketing and waiting areas plus retail shops. He hated mass transit and believed that if you didn't drive or couldn't afford a car, the city shouldn't have to bother with you. It can seem like an uphill battle when a place is cleaned and or repaired only to have it look like who did it an ran a few hours later. Again if you are a proud RR you aren't going to run the thing as a shabby operation, but give it the best shot possible.


For the adjacent New York City subway stops, see 34th Street a€“ Penn Station (IND Eighth Avenue Line) and 34th Street a€“ Penn Station (IRT Broadway a€“ Seventh Avenue Line). Penn Station is in the midtown area of Manhattan, close to Herald Square, the Empire State Building, Koreatown, and the Macy's department store. Intercity trains are operated by Amtrak, which owns the station, while commuter rail services are operated by the Long Island Rail Road (LIRR) and New Jersey Transit. Future plans for Penn Station include the possibility of shifting some trains to the adjacent Farley Post Office, a building designed by the same architects as the original 1910 station. The original Pennsylvania Station was considered a masterpiece of the Beaux-Arts style, but was demolished in 1963.
The rival New York Central Railroad's line ran down Manhattan from the north under Park Avenue and terminated at Grand Central Terminal at 42nd St. Construction was completed on the Hudson River tunnels on October 9, 1906, and on the East River tunnels on March 18, 1908.
Along with Long Island Rail Road trains, Penn Station saw trains of the New Haven and the Lehigh Valley Railroads.
By the late 1950s, intercity, rail passenger volumes had declined dramatically with the coming of the Jet Age and the Interstate Highway System.
The tracks of the station, perhaps 50 feet below street level, would remain untouched.[10] Plans for the new Penn Plaza and Madison Square Garden were announced in 1962. They called the station a treasure and chanted "Don't Amputate a€“ Renovate" at rallies.[12] Demolition of the above-ground station house began in October 1963. The two levels of concourses, while original to the 1910 station, were extensively renovated during the construction of Madison Square Garden, and expanded in subsequent decades.
The walkway from that entrance's escalator also has a mural depicting elements of the old Penn Station's architecture.
All it takes to strand hundreds of thousands of people is a glitch on one of only two tracks linking Manhattan to New Jersey under the Hudson River.
More than 70,000 square feet of space is available to lease for events ranging from fashion shows to automobile expos.
Because of him, NYC's subways are inadequate, the LIRR still has to use diesel engines out east and our rail hubs are all outdated. Because of him, the NYC subways were never extended by tunnel, until the bay, to Staten Island. Advocates for the homeless bemoaned sending such persons out into the night during the colder months of the year, but to no avail. Entirely underground, it sits beneath Madison Square Garden, between Seventh Avenue and Eighth Avenue and between 31st and 34th Streets.
Since 2011, there has also a preliminary discussion of increasing passenger capacity as part of the Gateway Project, a proposal to build two new tunnels under the Hudson River and streamline track connections in New Jersey.
The station was moved fully underground, beneath the newly constructed Pennsylvania Plaza complex and Madison Square Garden arena completed in 1968.
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.[7] The station put the Pennsylvania Railroad at comparative advantage to its competitors offering direct service from Manhattan to the west and south. In exchange for the air rights to Penn Station, the Pennsylvania Railroad would get a brand-new, air-conditioned, smaller station completely below street level at no cost, and a 25 percent stake in the new Madison Square Garden Complex.
As most of the rail infrastructure was below street level, including the waiting room, concourses, and boarding platforms, rail service was maintained throughout demolition with only minor disruptions. Suddenly, common areas become overwhelmed with impatient commuters packed into dim, low-ceilinged spaces, waiting and waiting. By contrast the Baltimore & Ohio, Central of New Jersey, Erie, West Shore Railroad, New York, Susquehanna and Western and the Lackawanna railroads began their routes at terminals in Weehawken, Hoboken, Pavonia and Communipaw which required passengers from New York City to use ferries or the interstate Hudson Tubes to traverse the Hudson River before boarding their trains. To #3- I disagree with your reasoning pertaining to the excellent rail service in Europe and Japan.
Whenever there is an attempt to have high speed passenger rail service in the USA, to serve certain areas, many groups start screaming "it is too costly".
In Europe and Japan, the citizenry demands excellent rail service, and hence, the best passenger rail service is found there.



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