Posts Tagged ‘New York Penn Station’

Amtrak Fall Excursion Train Tickets on Sale

September 12, 2017

Amtrak will bring back its Autumn Express excursions for trips on Oct. 14 and 15.

The train will operate from New York Penn Station through the Hudson River Valley.

An Amtrak news release said that the train will depart initially depart for Newark, New Jersey, where it will board passengers and make the transition from electric to diesel power.

The train will then continue to Jersey City, New Jersey, for a glimpse of New York harbor  before heading north along the west bank of the Hudson River.

Amtrak said the excursion will include rare mileage along a route that hasn’t seen regular passenger service in decades.

The train will pass the Bear Mountain Bridge, Storm King Mountain, the U.S. Military Academy at West Point, Newburgh, and the Poughkeepsie Bridge in New York State.

It will then head inland, passing through Kingston, Catskill, Athens and Ravena.

After reversing direction again before crossing Hudson on the Alfred H. Smith Memorial Bridge at Castleton, it will descend onto the Amtrak Hudson for a 112-mile run down the eastern shore of the Hudson River on the former New York Central Water Level Route.

Highlights of this segment of the trip include Hudson, Rhinecliff, Pollepel Island (Bannerman’s Castle), Break Neck Tunnel, and Peekskill. Finally, the Autumn Express will cross the Spuyten Duyvil moveable bridge and follow the Amtrak Empire Connection the final 12 miles to New York Penn Station.

Tickets will go on sale today and are $169 for adults. Children ages 2 to 12 ride for half-price with each adult ticket. Passenger will receive a box lunch, souvenir tote and lapel pin.

Advertisements

Amtrak Says Penn Station Work Complete

September 1, 2017

Amtrak announced on Thursday that a track rebuilding program at New York Penn Station has been completed in time for the Labor Day holiday weekend.

Scheduled service that had been suspended for the project will be restored on Sept. 5.

That means the New York-New Orleans Southern Crescent will resume originating in New York rather than Washington as it has since July 10.

Empire Service trains that temporarily terminated at New York Grand Central Terminal will also return to Penn Station.

During the project workers replaced Track 10 and four diamonds near Tower A.

Additional work has been scheduled for the fall, but will take place during 55-hour weekend windows.

Inspectors will review the station’s track infrastructure and make repairs on weekends through next spring.

NY Penn Station Rebuilding on Schedule

August 25, 2017

Amtrak said this week that work to rebuild tracks and station infrastructure at New York Penn Station is on schedule and regular operations at the venerable terminal should resume on Sept. 5.

In a news release, Amtrak said it has completed nearly seven of the eight weeks of the summer infrastructure renewal work.

That work concentrated on “A Interlocking,” which controls incoming and outgoing trains that enter and exit Penn Station from the Hudson River tunnel and the Long Island Rail Road’s West Side Yard.

The work in A interlocking includes track and switch replacement, which is expected to improve the reliability of train service.

The resumption of regular schedules on Sept. 5, includes all previously announced modified routes at New York Penn station as well as Empire Service trains that will be returning to Penn Station.

Additional work will be undertaken that will last through approximately June 2018, with most of it taking place on weekends, resulting in minimal impacts to service or disruptions to customers.

Consultant to Study NY Penn Station Operations

August 24, 2017

Amtrak said it has hired AECOM, in partnership with Network Rail, to conduct an independent review of the interaction, coordination, and collaboration among the various passenger concourses within New York Penn Station.

The study will provide recommendations to improve the design, functionality, communications, and coordination at the station.

“New York Penn Station is the busiest rail hub in the country, and Amtrak is dedicated to making improvements to the railroad and the station that will improve the passenger experience,” said Amtrak co-CEO Charles “Wick” Moorman in a news release. “We have made significant progress in renewing rail infrastructure at Penn Station and are now taking steps to improve the passenger areas. We have assembled a top-notch team of national and international experts to work with the railroads on delivering solutions that will greatly improve the passenger experience at New York Penn Station.”

Amtrak is the owner of Penn Station, which is also used by the Long Island Rail Road and New Jersey Transit.

Amtrak said in a news release that it has created a working group of Amtrak, LIRR, and NJT staff to support the study.

The study will review management of daily operations within the three station concourses, including during service disruptions, as well as look for opportunities to strengthen coordination between all parties to improve the passenger experience, safety, and security.

Moorman Upbeat About Future of Rail Passenger Service

July 17, 2017

Amtrak President Charles “Wick” Moorman gave an upbeat assessment of passenger rail even as he acknowledged that the passenger carrier faces challenges fixing decaying infrastructure in the Northeast Corridor.

Speaking to the National Press Club in Washington, Moorman said Amtrak’s need for federal funding was no excuse for not operating “like a great company.”

Moorman

Nonetheless, Moorman said that getting pressure from government officials and tight budgetary resources have taken their toll.

He said that in the 1990s and 2000s Amtrak lost sight of its customers as a result. As an example he cited carpet cleaning.

Amtrak saved $1 million by not shampooing the carpets in its passenger cars as often, but passengers noticed the dirty carpets.

“That’s not the experience we want to create for our customers,” he said.
Providing a better customer experience has been one of four focuses that Moorman has brought to Amtrak after becoming its president last year.

“The customer experience is ticketing, the station, our employee interactions, and our equipment,” he said.

The equipment used by Amtrak is, in Moorman’s words, starting to look “stale,” but the carrier has taken steps to improve it.

“It’s old, but that doesn’t mean it can’t be good,” he said.
Moorman said rail passenger transportation in general is a particularly good business model.

The creators of Amtrak chartered it as a for-profit corporation even though they knew it was not a good business model.

However, Moorman said, they sold at the time to President Richard Nixon and the Congress at the time as a concept of “Create this and [it] will become profitable.”

In essence, Moorman said Amtrak is a government contractor that unlike other contractors can’t always present to government officials a bill that factors in the costs of doing business plus a profit to benefit shareholders.

“We rely on what are in effect user fees – passenger fares,” he said. “And because the marketplace doesn’t sustain the passenger fares we need to make that profit, we ask the government to make up the difference.”

Among Amtrak’s many challenges Moorman said the one that worries him the most is the aging Northeast Corridor infrastructure.

He said the NEC has eight major bridges and only is younger than 100 years old. The B&P Tunnel in Baltimore is 127 years old and well past its “sell-by date.”

Moorman express confidence that the idea of having a national rail passenger network is taking hold and predicted the development of more corridors offering rail passenger service between urban areas.

He also circled back to the need to provide good customer service.

“For 46 years, a lot of people [at Amtrak] were there trying to keep the flame alive, understanding that someday the world would come to the point where people started to say, ‘We really need to have passenger rail as an option.’ I think that day has come,” Moorman said.

“The better we run Amtrak, the better we deliver on projects, the more people understand how good our company is, the easier every funding conversation is,” he said.

In a related note, Moorman said disruptions at New York’s Penn Station may extend in the fall.

He told the New York Post that Amtrak has the ability to finish the remaining work at Penn Station with subsequent weekend outages extending beyond the planned July to early September work curfew.

“We’ve done an exceptional and extraordinary amount of planning on the material side and we know it all fits, and we have a lot of skilled people,” he says.

After those repairs are concluded, Moorman said Amtrak will need to to schedule signal and power system repairs at a later date.

Amtrak Names Trains That Will Use Grand Central

July 6, 2017

Amtrak has announced which Empire Service trains will be using Grand Central Terminal once the reconstruction of tracks at New York’s Penn Station gets underway.

Three weekday trains originating at Albany-Rensselaer, New York, will use Grand Central and be turned on the the station’s loop track.

The trains set to diverge at Spuyten Duyvil and head for Grand Central are No. 230, departing Albany-Rensselaer at 5:05 a.m.; No. 236, departing at 8:20 a.m.; and No. 242, whose departure time has been moved up to 2:40 p.m. from 3:10 p.m.)

Northbound trains will depart Grand Central at 11:15 a.m. (No. 233, weekdays only), 2:15 p.m. (No. 235), and 5:48 p.m. (No. 239).

The New York-Montreal Adirondack will continue to use Penn Station but will be combined with the Toronto-bound Maple Leaf as far as Albany. The Adirondack will arrive earlier at intermediate stops to Montreal.

The Friday departure time of the Ethan Allen Express will be moved up to the Saturday-Thursday 3:15 p.m. scheduled departure time.

Amtrak plans to cancel six New York-Washington Northeast Regional trains and the New York-Philadelphia portion of three Keystone round-trips.

Another Keystone Service will terminate at Newark, New Jersey, while the New York-New Orleans Crescent will originate and terminate in Washington

Travel between all Northeast Corridor stops will be allowed on the New York-Miami Silver Star and Silver Meteor, and aboard the Chicago-New York Cardinal.

Those trains ordinarily stop between New York and Washington to pick up and discharge passengers traveling to and from destinations south and west of Washington.

Unaffected by the changes are Empire Service trains operating to and from Niagara Falls, New York, and the Chicago-New York Lake Shore Limited.

The schedule changes are effective July 10. The work at Penn Station will continue through Sept. 1.

Third-rail shoes have been modified from over-running contact to Metro-North’s under-running configuration on at least four P32-DM locomotives to power the detouring Amtrak trains.

Only tracks 1-9 and 11 of Penn Station’s 21 tracks will be accessible from the west end during the construction work.

6 Empire Service Trains Expected to use Grand Central

June 13, 2017

Six Amtrak Empire Service trains are expected to use Grand Central Terminal in New York City starting July 10 when track work begins at Penn Station.

Metropolitan Transportation Authority Interim Executive Director Veronique Hakim said MTA and Amtrak have reached an agreement for sharing Grand Central.

“They will be bringing a small part of their Empire Service into Grand Central,” she said. “We think they’re looking at six trains, three in or three out. That could provide some relief at Penn (Station) as well.”

Amtrak has still not said which Empire Service trains will use Grand Central, but has announced that it would do so soon. Amtrak plans to use Grand Central until Sept. 1.

Empire Service trains are funded by the State of New York. Most of the service operates between Albany-Rensselaer and New York City, but some trains originate in Niagara Falls, New York.

Amtrak has not used Grand Central since 1991 when it moved to Penn Station all trains using the former New York Central mainline into New York along the Hudson River.

LSL Not Affected by New York Penn Station Changes

May 31, 2017

The Chicago-New York Lake Shore Limited will not be affected by schedule changes that Amtrak is imposing this summer at New York Penn Station during a track renewal project.

The passenger carrier said on Tuesday that it will change its schedules between July 10 and Sept. 1 to reflect the reduced station capacity as workers undertake track and switch work.

Amtrak President Charles “Wick” Moorman said Amtrak would be affected the most by the schedule changes, which also will affect New Jersey Transit and Long Island Railroad trains.

One long-distance train, the New York-New Orleans Crescent, will terminate in Washington during the construction period. Passengers bound for points north of Washington will need to change trains in Washington.

Northeast Regional service will see three round trip trains New York and Washington canceled. New York-Boston service will operate at current levels.

Keystone Service will terminate in Philadelphia with one roundtrip terminating in Newark, New Jersey.  Service between Philadelphia and Harrisburg, Pennsylvania, will be at current levels.

There will be no schedule changes for Acela Express service. Amtrak said it would announce changes to Empire Service later.

Amtrak said it decided to speed up previously planned projects to improve conditions and service reliability at the station following two derailments earlier this year.

“While we regret that this work requires some reduction in train service and disruption to passengers over the summer months, we believe it will ultimately be worth the investment in terms of increased reliability of passenger rail travel,” said Moorman in a news release.

 

Trump Budget Slashes Amtrak Funding by 45%

May 24, 2017

The Trump administration wants to slash Amtrak funding by 45 percent in fiscal year 2018.

The detailed budget proposed released this week proposed giving Amtrak $744 million.

In the current fiscal year, Amtrak received $1.4 billion. The cuts for next year include ending $289 for Amtrak’s long-distance train routes.

The budget document described long-distance trains as “a vestige of when train service was the only viable transcontinental transportation option. Today, communities are served by an expansive aviation, interstate highway, and intercity bus network.”

The document said Amtrak’s long-distance trains represent the greatest amount of Amtrak’s operating losses, serve relatively small populations, and have the worst on-time record.

The Trump administration would instead appropriate $1.5 billion for the Northeast Corridor between Boston and Washington.

[The Northeast Corridor] “faces many challenges, and the 2018 Budget proposal would allow Amtrak to right-size itself and more adequately focus on these pressing issues,” the budget document said.

Nonetheless, the Trump administration has proposed cutting funding for the development of New York’s Penn Station by 64 percent from $14 million to $5 million.

The Amtrak funding cuts make up the lion’s share of the 37 percent cut proposed by the Trump administration for the Federal Railroad Administration.

The agency’s parent organization, the U.S. Department of Transportation, would receive $16.2-billion in FY 2018, a decline of 12.7 percent over what it received in FY 2017.

The Federal Railroad Administration’s budget would drop by 37 percent from $1.7 billion to $1.05 billion while Federal Transit Administration will decline by 5 percent from its FY 2017 appropriation of $11.8 billion.

The FTA would receive $11.2 billion, which includes $9.7 billion for transit formula grants. The FTA’s Capital Investment Grant program for new starts would be cut by 43 percent from $2.16 billion to $1.2.

Funding would be continued only for programs that FTA is legally bound to support through full-funding grant agreements.

Funding for the Transportation Generating Economic Recovery grant program would be eliminated.

The budget document said projects that are attempting to receive TIGER funding could still earn grants through the Nationally Significant Freight and Highways Projects fund managed by DOT’s Build America Bureau.

The Railroad Rehabilitation and Improvement Financing and Transportation Infrastructure Finance and Innovation programs would remain in place, but receive no additional funding.

The National Transportation Safety Board would receive $106 million, which is no change from FY 2017.

The Surface Transportation Board would receive a $5 million boost to $37 million in order to implement regulatory changes under the STB reauthorization law of 2015.

The Trump administration budget proposal is likely to undergo numerous changes as Congress considers federal funding priorities for FY 2018.

Signs Point to Shift to Grand Central for Amtrak

May 22, 2017

Amtrak has yet to comment on reports that it plans to shift some Empire Corridor trains this summer to New York City’s Grand Central Terminal, but there are increasing signs that it will happen.

Gary Prophet of the Empire State Passengers Association told New York radio station WCBS that he has spoken with Amtrak train crews who said they are being trained to operate on the route to Grand Central Terminal.

A New York state legislator who represent the Albany, New York, area, said Amtrak using Grand Central is a real possibility.

“The fact that there’s ongoing discussion and communication . . . indicates that it’s still very much in play,” he said.

Amtrak President Charles “Wick” Moorman didn’t address using Grand Central in speaking to a state legislative panel last week, but said that “for perspective on this, Grand Central Terminal handles only roughly two-thirds the number of daily trains on double the number of train tracks, compared to Penn Station.”

Amtrak has announced that it plans to conduct a track repair project at New York’s Penn Station this summer and that during that work 25 percent of the station’s track capacity will be out of service. That project will begin on July 7.

Penn Station handles 1,300 passenger trains a day. Amtrak has not used Grand Central Terminal since 1991.