U.S.

 Department of Transportation ‐ Federal Railroad Administration   

Preapplication for HSIPR Program   OMB No. 2130‐0583

Preapplication instructions:
• For each question, enter the appropriate information in the designated gray box; keep text answers brief.
• For a multi-State project/program, States are encouraged to identify a lead applicant.
• Please submit one preapplication for each individual project, planning study, or corridor service program.
• Answers provided in this form will not be used for evaluation or selection purposes.
• Applicants should complete and submit this form electronically to: HSIPR@dot.gov.

A. Who are you? 
(1) Select applicant type, as defined in Appendix 1.1 of the HSIPR Guidance (Check the appropriate box from the list):
State
Amtrak

If one of the following, please append appropriate documentation as described in Section 4.3.1 of the HSIPR Guidance:
Group of States
Interstate Compacts
Public Agency established by one or more States
Amtrak in cooperation with a State or States

(2) Name of lead State or organization applying: State of New York (State), acting by and through the New York State
Department of Transportation (NYSDOT) / Moynihan Station Development Corporation (MSDC). See Appendix A(2) for
additional details.

(3) Name(s) of additional States and/or organizations applying in this group (if applicable):

(4) Application point of contact (POC): POC title:

John Reed ARRA Applic. Mgr., NYSDOT

Street address: City: State: Zip code: Telephone number:

50 Wolf Road Albany New York 12232 518-485-2702

Fax: 518-485-5688 Email: jreed@dot.state.ny.us

FORM FRA F6180.132   
Federal Railroad Administration    HSIPR Program Preapplication 

What is your project? 
(5) Project/program name: Moynihan Station-Train Hall and Infrastructure

(6) Describe the project or program; if a program has multiple phases please describe each and how they fit together; if the
project or program relates to another HSIPR application describe the linkage (less than 1000 characters):
New train hall in the Farley Post Office Building, with underground access to platforms and tracks in Penn Station.; new
ADA-compliant passenger amenities including ticketing and waiting areas, information displays, and customer service
facilities; back-of-house space for railroads and retail space; approximately 30 new vertical access points to the tracks
below; new platform ventilation; expansion of the existing 33rd Street Corridor for direct, ADA-compliant connection
between Moynihan and Penn Stations. See Appendix A(6) for additional details.

(7) Location information

(A) Describe the location of the proposed project/program (attach map if available) (less than 250 characters): Farley
Post Office Building, located on the west side of 8th Avenue between 31st and 33rd Streets, in the Borough of Manhattan,
New York, New York.

(B) Which high-speed rail and/or intercity passenger rail route(s) benefit from this project? Identify endpoints, major
locations served, and name of current route (if applicable) (less than 250 characters): Benefits accrue to Northeast Corridor
(NEC), Amtrak Empire Corridor, and Amtrak Keystone Corridor. See Appendix A(7)(B) for additional details.

(C) State(s) in which the project/program investment is/are located: New York

(D) State(s) in which the benefiting service(s) is/are located: DC, MD, DE, PA, NJ, NY, CT, RI, MA, NH and VT

(8) Project/program type:

(A) Types of capital investments contemplated (Check all that apply):
Structures (bridges, tunnels, etc.) Rolling Stock Refurbishments
Track-Rehabilitation Rolling Stock Acquisitions
Track-New Construction Stations, Terminals
New Rights-of-Way Support Facilities (Yards, Shops, etc.)
Major Interlockings Grade Crossing Improvements
Communications, Signaling, Control Electric Traction
Other (Please describe): New train hall, passenger concourse, and related transportation infrastructure as described
below.

(B) Describe the types of proposed improvements (e.g., new passing tracks, interlocking reconfigurations, station
improvements, equipment acquisitions, etc.) (less than 500 characters): New train hall in the Farley Post Office
Building, with underground access to platforms and tracks in Penn Station; new ADA-compliant passenger amenities
including ticketing and waiting areas, information displays, and customer service facilities; back-of-house space for
railroads, and retail space; approximately 30 new vertical access points to the tracks below; new platform ventilation;
and expansion of the existing 33rd Street Corridor for direct, ADA-compliant connection between Moynihan and
Penn Stations. See Appendix A(6) for additional details.
(C) Service attributes (Check all that apply):
Additional Frequencies on Existing Route Improved On-Time-Performance on Existing Route

FORM FRA F6180.132       Page 2 
Federal Railroad Administration    HSIPR Program Preapplication 

New Service Increased Average Speeds/Shorter Trip Times

Other (Please describe): Additional capacity for trains and passengers. See Appendix A(10) for additional details.

(9) Project/program milestones (mm/yyyy):

Construction start date: Construction completion date: Fall

Service improvements realized: Fall 2014
04/2010; see App. A(9) 2014; see App. A(9)

(10) Anticipated benefits (on intercity passenger rail service(s) benefitting from project/program)

Before After
Project/Program Benefits Not Applicable Not Sure
(FY 2008 levels) (Project completion)

See App. A(10) for

Annual passenger-miles
additional details.
Average daily round trips
(weekday)
On-time performance (OTP)
(at endpoint terminals)

Top speed (mph)

Average operating speed (mph)

(between endpoint terminals)

FORM FRA F6180.132       Page 3 
Federal Railroad Administration    HSIPR Program Preapplication 

What will your project/program cost & how will it be funded? 
Capital Costs
(11) Total anticipated project/program capital cost (in millions of dollars)(Note: preapplication estimates will not be binding):
$1,176.7 BB. The applicants are seeking $398.17MM in ARRA funding, under the HSIPR Program, in support of the
project. See App. A(11) for additional details..

(12) Will your project/program proposal include matching funds?

(A) Yes If yes, as what percentage of total costs? 57%

No

(B) Proposed source(s) of capital matching funds (Please check all that apply):
State Local Private Other (Please specify): Port N/A Not sure
Authority of NY & NJ

(13) If an in-kind match is expected, provide a brief description of the asset (less than 100 characters).

Operating Costs
(14) Is the project/program expected to result in an additional annual cost of operations for the benefitting service?
Yes No Not sure

(A) If additional operating funding is required, what would be the source? (Select the appropriate option by clicking the
gray box to activate the dropdown menu):
Other If other is selected, please specify: See Appendix 14(A)

(B) What is the status of providing that funding? (Select the appropriate option by clicking the gray box to activate the
dropdown menu):
Other If other is selected, please specify: See Appendix 14(A)

FORM FRA F6180.132       Page 4 
Federal Railroad Administration    HSIPR Program Preapplication 

D. What preparation have you done? 
(15) Please indicate the status of planning, engineering and environmental studies/documentation supporting your program or
project. (Although applicants are asked to respond to all items, note that not all are required for all tracks.)

If no study exists, are Study

No study you applying for Study Not
completed?
exists HSIPR funds to underway applicable
(year)
complete study?

Corridor Service Planning Studies/Documents (for the intercity passenger rail service benefitting from project or program)

Purpose & Need/Rationale

Service/Operating Plan

Prioritized Capital Plan

Ridership/Revenue Forecast

Operating Cost Forecast

Tier 1 Programmatic (or “service”) NEPA

(Identify document from dropdown menu)
Environmental Impact Statement (EIS)

Assessment of Benefits

Project Planning Studies/Documents (if application is for program (multiple projects), multiple boxes may be checked)
See App.
D(15) for
additional
Preliminary Engineering (PE) details on
Project
Planning
Studies/Docu-
ments.
Tier 2 (project-level) NEPA (Identify
document from dropdown menu)
 
Environmental Impact Statement (EIS)

Detailed Capital Cost Estimates 2009 

Assessment of Benefits 2009 

General Planning Studies/Documents

To be
Project Management Plan completed by
application
date. 
To be
Financial Plan completed by
(capital & operating – sources/uses) application
date. 

FORM FRA F6180.132       Page 5 
Federal Railroad Administration    HSIPR Program Preapplication 

(15) Please indicate the status of planning, engineering and environmental studies/documentation supporting your program or
project. (Although applicants are asked to respond to all items, note that not all are required for all tracks.)

If no study exists, are Study

No study you applying for Study Not
completed?
exists HSIPR funds to underway applicable
(year)
complete study?

(16) Is the project(s) included in the Statewide Transportation Improvement Program (STIP)? Yes No Not sure

(17) Is the project/program included in a Performance Improvement Plan for the host railroad? Yes No Not sure

(A) Who are your partners & what are their commitments? 
(18) Right-of-Way Owner(s). Provide the status of agreements with railroad(s) that own the right-of-way.
(If appropriate, “owner(s)” may also include operator(s) under trackage rights or lease agreements.)
(If more than two railroads, please include additional information in question 24.)

Railroad owner 1 (Name): Amtrak; see Appendix A(18) for additional details.

Status of railroad owner 1 (Click on the No agreement, but host railroad supports project
appropriate option from the dropdown menu
shaded in gray):

Railroad owner 2 (Name): N/A

Status of railroad owner 2 (Click on the No host railroad involved

appropriate option from the dropdown menu
shaded in gray):

(19) Intercity Passenger Rail Operator. If applicable, provide the status of agreements with partner that will operate
the benefiting high-speed rail/intercity passenger rail services (e.g., Amtrak). (Click on the appropriate option from
the dropdown menu shaded in gray):

No agreement, but partner supports project

(20) Benefits to Types of Rail Service. What share of the project/program benefits will accrue to other non-intercity
passenger railroad service types (e.g., commuter or freight)? (Click on the appropriate option from the dropdown
menu shaded in gray): Some - less than 25%

If benefits to non-intercity passenger rail services are foreseen, are cost-sharing agreements in place with the beneficiary
organization(s)? Yes No N/A Not sure

 
FORM FRA F6180.132       Page 6 
Federal Railroad Administration    HSIPR Program Preapplication 

(B) Which track is the best fit for your project/program? 
(21) Anticipated HSIPR funding track (Click on the appropriate option from the dropdown menu shaded in gray):
Track 1 (Projects) FD/Construction
If unsure, please explain: See Appendix B(21) for additional details.

(22) Anticipated application filing date (Check the appropriate box):

2009 – first round
Subsequent round(s). (Note: Funding for subsequent rounds is not guaranteed.)

(C) What help do you need? 
(23) Describe any areas in which you could use technical assistance, best practices, advice or support from others (less than 500
characters): The State and its project partners seek guidance from FRA as to which Track is most appropriate for
participation in HSIPR program (See Appendix B(21)). Given that (x) the primary goal of projects proposed under Track 1 is
accelerating economic recovery through the creation of jobs and other economic activity, and (y) the federal funds being
requested for Moynihan Station are expected to be disbursed within two (2) years from award, and begin creating jobs and
economic activity immediately upon commencement of the project, the State and its partners believe that the project is both
qualified for, and ideally suited for funding under, Track 1 of the HSIPR Program.

(D) Additional information (optional) 

FORM FRA F6180.132       Page 7 
Federal Railroad Administration    HSIPR Program Preapplication 

(24) Please provide any additional information, comments, or clarifications. This section is optional. The Diagonal Platform
project, a subsequent component of the State's plan to augment intercity passenger rail service through Moynihan Station, will be the
subject of a separate application under Track 2, as part of the State's Empire Corridor Program, entitled "Empire State Intercity
Passenger System" (see Appendix B(21)). The State also notes that because of New York City's location as an end point in three rail
corridor applications that the State is involved with --- NEC South (DC-NYC), NEC-North (NYC-Boston), and Empire (NYC-
Buffalo/Niagara Falls) --- the Moynihan Station project is critical to the upgrading and improvement of service on each of those
corridors.

PRA  Public Protection Statement: Public reporting burden for this information collection is estimated to average 16 hours per response, including the time for 
reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information.  
According to the Paperwork Reduction Act of 1995, a federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be 
subject to a penalty for failure to comply with, a collection of information unless it displays a currently valid OMB control number.  The valid OMB control number 
for this information collection is 2130‐0583. 

FORM FRA F6180.132       Page 8 
 MOYNIHAN STATION PROJECT

APPENDICES

For FRA Pre-Application for HSIPR Program submitted by the State of New York (acting
by and through the New York State Department of Transportation) and the Moynihan
Station Development Corporation re: the Moynihan Station Project.

Appendix A(2). The applicant is the State of New York (State), acting by and through the New
York State Department of Transportation (NYSDOT), together with the Moynihan Station
Development Corporation (MSDC).

NYSDOT is an executive agency of the State, established pursuant to Section 11, et seq. of the
New York State Transportation Law. NYSDOT’s functions, powers and duties include, among
other things, the coordination and development of comprehensive, balanced transportation policy
and planning for the State to meet present and future statewide needs for adequate, safe and
efficient transportation facilities and services at reasonable cost to the public; and coordinating
and assisting in the balanced development and operation of such transportation facilities and
services in the State.

Moynihan Station Development Corporation (MSDC) is a body corporate and politic established
to advance the design and construction of a new intercity train station within the Farley Post
Office Building. It has been intimately involved with the development of various plans and
designs for a Moynihan Station project since the 1990s, along with securing support from
federal, State and local partners such as the Federal Railroad Administration (FRA), the United
States Postal Service (USPS), the National Rail Passenger Corporation (Amtrak), the
Metropolitan Transportation Authority (MTA), the PA, and the City of New York. MSDC’s
Board of Directors includes representatives of USDOT, the State of New York, and the City of
New York. MSDC is a subsidiary of the Empire State Development Corporation (ESDC), which
is the State’s primary economic development agency. ESDC purchased the Farley Post Office
Building from USPS, in March 2007, to facilitate the realization of the late Senator Daniel
Patrick Moynihan’s dream of a grand new train hall within Farley.

The Port Authority of New York and New Jersey (PA) is also a major partner in the development
of the Moynihan Station project and this pre-Application. The PA is a body corporate and politic
established by Compact between the States of New York and New Jersey. The PA owns and/or
operates a wide range of facilities and services to improve public transportation within the
regional area known as the “Port of New York District,” encompassing portions of New York
and New Jersey. These include, among others, a series of interstate bridges and tunnels between
the two States (George Washington Bridge; Lincoln Tunnel; Holland Tunnel; Bayonne Bridge;
Goethals Bridge; and Outerbridge Crossing); five airports serving the region (LaGuardia Airport;
John F. Kennedy International Airport; Newark Liberty International Airport; Teterboro Airport;
and Stewart International Airport); two interstate bus passenger facilities (Port Authority Bus
Terminal and George Washington Bridge Bus Station); a commuter rail service linking
downtown and midtown Manhattan with Newark and Hoboken, New Jersey (Port Authority
Trans Hudson or PATH); and six major terminals for the shipment of waterborne cargo into and
out of the Port of New York and New Jersey (Port Newark; Elizabeth-Port Authority Marine
Terminal; Greenville Yard-Port Authority Marine Terminal; Port Authority Auto Marine
Terminal; Brooklyn-Port Authority Marine Terminal; and Howland Hook Marine Terminal).

The State may elect to have the PA and/or MSDC be the applicant or a co-applicant on the final
applications under the HSIPR Program filed for the Moynihan Station project and/or the related
Diagonal Platform component (see Appendix A(6) below).

Appendix A(6). The Moynihan Station Project consists of two main components:

(1) a new signature train hall in the landmark Farley United States Post Office Building (“Farley
Building”), located on the west side of Eighth Avenue, between 31st and 33rd Streets, in the
Borough of Manhattan, City of New York (directly opposite Pennsylvania Station (“Penn
Station”)); and

(2) new transportation infrastructure below ground, benefitting both the new train hall and
existing Penn Station. A summary of each component follows:

Signature Train Hall

• A new world-class station (Moynihan Station) in the landmark Farley Building;

• Access to ten platforms in the Penn Station complex from the Farley Building, from
which no platforms are currently accessible;
• New passenger amenities, including ticketing facilities, information displays, waiting
room seating, customer service facilities, and additional ADA accessibility;
• A designated information center for the PA’s AirTrain JFK and AirTrain Newark (rail
service from the LIRR’s Jamaica Station to John F. Kennedy International Airport,
and from the Newark Liberty International Airport Station on the NEC to Newark
Liberty International Airport);
• Modern back-of-house facilities for railroad employees; and
• Approximately 70,000 square feet of prime retail space within the Moynihan Station
train hall, to enhance the travel experience and make the new Station a destination in
and of itself.

The project contemplates that Amtrak will be the primary rail occupant of the new Moynihan
Station and that an agreement will be negotiated with Amtrak providing for the transfer of all
boarding and most Amtrak rail passenger operations from Penn Station to Moynihan Station
(certain back-of-house functions are expected to remain in Penn Station).

Transportation Infrastructure

1. Creation of approximately 30 new vertical access points (stairways, escalators, elevators,

ramps) between platforms, train hall and connecting corridors to relieve congestion at
platform and concourse levels in the Penn Station complex;

2
 2. New platform ventilation to increase safety standards within the Penn Station complex
and the overall passenger rail system;
3. Expansion of the existing 33rd Street Connector to accommodate increased numbers of
passengers moving to and from Moynihan Station and Penn Station;
4. Expansion and extension of the existing West End Concourse (the “WEC”) to the
southern retaining wall, allowing access to ten platforms (#s 3-12) under the Penn Station
complex, five more than are currently served; and
5. Dramatic improvement of passenger circulation at the platform and concourse levels,
through implementation of all of the above steps, which is a prerequisite to any increase in
intercity passenger rail service through the Moynihan/Penn Station complex, particularly
high speed rail service.

Moreover, as an additional component of the State’s plan to augment intercity passenger rail
service through the new Moynihan Station, the State contemplates renovating the existing
“Diagonal Platform” (Platform 12) under the Farley Building for passenger usage, with new
track connections to the Empire Line to accommodate additional Amtrak Empire Corridor
service. This component, known as the “Diagonal Platform project,” will be the subject of a
separate application for funding, as part of the State’s Track 2 submission for its Empire
Corridor Program (see Appendix B(21)). The Diagonal Platform project cannot be realized
without the design and construction of the new train hall within the Farley Building, as
contemplated by the Moynihan Station project described herein.

Appendix A(7)(B). The project will benefit the Northeast Corridor (NEC), Amtrak’s Empire
Corridor service in New York, and Amtrak’s Keystone Corridor in Pennsylvania. Additional
information on end points and major points served, for Empire service and the NEC, follows:

(1) Amtrak’s Empire Corridor. End points: New York, NY and Buffalo/Niagara Falls, NY.
Major locations served: New York, NY; Albany, NY; Schenectady, NY; Syracuse, NY;
Rochester, NY; Buffalo/Niagara Falls, NY; Montreal, New Hampshire and Vermont.

(2) Amtrak’s Northeast Corridor (NEC). End points: Washington, DC and Boston, MA.
Major locations served: Washington, DC; Baltimore, MD; Wilmington, DE;
Philadelphia, PA; Trenton, NJ; Newark, NJ; New York, NY; New Haven, CT;
Providence, RI; and Boston, MA.

(3) Amtrak’s Keystone Corridor. End points: Harrisburg, PA and New York, NY. Major
locations served: Harrisburg, PA; Lancaster, PA; Philadelphia, PA; Trenton, NJ;
Newark, NJ; and New York, NY.

Appendix A(9). A more detailed preliminary project schedule is shown below:

Task Start Date End Date

Tenant and Developer Negotiation Spring 2009 Fall 2009

Environmental Review / Government
Approval 2006 Fall 2009

3
Above-Grade Design 2006 Spring 2010
Below-Grade Design 2006 Spring 2010
Above-Grade Construction Spring 2010 Fall 2014
Below-Grade Construction Spring 2010 Fall 2014

Although the overall time frame for construction is approximately four (4) years, it should be
noted that, based on analysis of the phasing of construction and the costs of various work tasks,
the federal funding being requested for the Moynihan Station project is expected to be fully
disbursed within two (2) years of award.

Appendix A(10).

MOYNIHAN STATION PROJECT BENEFITS (Please note that the discussion of benefits
also includes benefits to be derived from the Diagonal Platform project, which cannot be
realized without the new Moynihan Station; the Diagonal Platform project will be the
subject of a separate application for federal funding, under Track 2 (see Appendix B(21)).

Transportation Benefits

PROJECT AND PROGRAM BENEFITS

Project/Program Project Program

Benefits Moynihan Station Northeast Corridor Master Plan and
NY State High-Speed Rail Plan
Before (FY08) After Before (FY08) After (2030)
(project (program
completion) completion)
Annual passenger- 1.62 billion 1.70 billion 1.62 billion 3.36 billion
miles***
Average daily trips NEC – 27,000 NEC – 28,400 NEC – 27,000 NEC – 55,000
(passengers) Empire – 3,500 Empire – 3,700 Empire – 3,500 Empire – 9,000
Total – 30,500 Total – 32,100 Total – 30,500 Total – 64,000
Average weekday NEC NY-WAS– 56 NEC NY-WAS NEC NY-WAS– 56 NEC NY-WAS
round trips (trains) NEC NY-BOS – 22 – 68 NEC NY-BOS – 22 – 82
Empire – 13 NEC NY-BOS Empire – 13 NEC NY-BOS
– 28 – 32
Empire – 24 Empire – 24
On-time performance 81% 83% 81%* 95%
(OTP)
Top speed (mph) N/A N/A 135 mph** 150 mph

4
 Average operating N/A N/A Acela: 80 mph** Acela: 98
speed (mph) Amtrak Regional: mph**
66 mph Amtrak
Empire: 58 mph Regional: 73
mph
Empire: 71 mph
* Average for Acela and Regional service.
** For NY-Washington segment.
*** All Amtrak intercity passenger trips to/from Penn Station New York, based on average
travel distance of 190 miles.

Penn Station New York is either the starting or ending point for 70 percent of all intercity
passenger rail trips in the Northeastern US. The railroads that operate trains at Penn Station
acknowledge that the station operates at or beyond its maximum practical capacity and that that
the station complex poses a serious constraint to future growth in passenger traffic. In point of
fact, at certain conditions of delay, congestion is so severe that the LIRR shuts its 34th Street
entrance to Penn Station to further passengers for a period of time.

The State and its project partners, MSDC and the PA, believe that a compelling case is made for
investment in the Moynihan Station project, which will increase the capacity and operating
flexibility of the Penn Station platforms and platform tracks, allow for future expansion of
intercity passenger rail service, and turn an eyesore into a world-class station for intercity
passengers. In addition, by offering the public an attractive space with a wide range of
amenities, the new Moynihan Station will encourage travelers to patronize rail transportation
rather than driving or flying, reducing congestion on area highways and at major airports all
along the Northeast Corridor.

The Moynihan Station project will directly benefit three high-speed rail corridors that are listed
in the Obama Administration’s Strategic Plan for High-Speed Rail: the Northeast Corridor
mainline; the Empire Corridor, and the Keystone Corridor. Intercity passengers traveling among
nine states in the Northeast region will benefit. Improvement of transportation infrastructure
within Penn Station and creation of larger and dedicated facilities for intercity passengers is a
critical element of the States’ and Amtrak’s intent to double passenger volumes and operate 95
percent on-time by 2030. The Moynihan Station project is also an integral part of two high-
speed corridor plans – the draft Northeast Corridor Master Plan and the New York State Rail
Plan for High Speed Passenger Rail. The full benefits of both plans cannot be realized without
first implementing the Moynihan Station project. The Moynihan Station project can serve as a
catalyst for the additional investment necessary for these programs and their benefits to be
realized in full. Failing to implement the Moynihan Station project will condemn intercity rail
passengers to a cramped and substandard rail terminal in New York City for the foreseeable
future, and will act as a bar to the implementation of true high-speed rail service on both the
NEC and the Empire Corridor.

The Moynihan Station project will generate direct, tangible benefits in addition to supporting and
enabling the long-range growth plans in the three Northeast high-speed rail corridors:

5
o Improving the station environment will boost intercity passenger ridership at
Moynihan/Penn Station by an estimated five percent – or 425,000 annual trips.

o The Moynihan Station project will result in improvement in operational reliability and
on-time performance, improved recovery from delay conditions, and more efficient
movement of trains and people through Penn Station.

o Renovation of the Diagonal Platform will increase the total number of train platforms at
Penn Station from eleven to twelve. The refurbished Diagonal Platform (formerly used
for mail) will be dedicated to Empire Corridor service use and is essential for achieving
New York State’s objective of increasing the number of daily Empire Corridor trains
from 13 to 24, while also freeing up other platforms for additional intercity passenger rail
service.

o By providing approximately 30 new platform access points west of Eighth Avenue, the
Penn Station platforms will clear faster following train arrivals, allowing intercity
passengers to get to their destinations faster, increasing total station capacity, and
improving passenger life safety by significantly reducing emergency evacuation times.
Cumulative passenger queuing times will be reduced by one third. Total egress time
from platform level to the street will be reduced by 20 percent, allowing the station to
improve adherence, to the maximum extent practicable, with NFPA life safety standards.

o Platform ventilation improvements will provide for ventilation within the Eighth to Ninth
Avenue block that is comparable to what which is already provided within the existing
station block. The system would enhance climate control for normal station operations,
especially during the summer months, by helping to vent hot air from the platform level.
It will also provide for the emergency ventilation of smoke from the trainshed, adding
significantly to the protection of public health and safety within the entire
Moynihan/Penn Station complex.

o The new train hall in the Farley Building will expand the passenger concourse areas
available to the public by more than one-third over what is now available in Penn Station
and increase the size of train boarding zones by more than half, reducing congestion and
providing gracious, dedicated facilities for intercity passengers.

o Construction of the new train hall will allow Amtrak to vacate a substantial amount of
space it currently occupies within Penn Station, providing opportunities for dramatic
improvements to Penn, including better passenger circulation and additional retail
amenities. Thus, construction of the new train hall is very much a precondition to the
revitalization of existing Penn Station.

o The Moynihan Station project will create a signature gateway to Amtrak’s Northeast
Corridor and Empire services. Added amenities, including new ticketing facilities,
information displays, waiting room seating, customer service facilities, and additional

6
 passenger access systems compliant with the Americans with Disabilities Act, would
improve the overall traveling experience for intercity railroad customers.

o Intercity rail passengers will realize substantial time savings as a result of the project.
Time spent by intercity passengers queuing at platform level, queuing at concourse
escalators to board trains, walking within congested concourse spaces and within overly
circuitous passageways, and waiting to board taxis will be reduced by an estimated
100,000 passenger-hours per year. The value of these time savings is estimated to be in
excess of $2 million per year (in the year 2030 based on projected ridership).

Economic Benefits

Project Construction - Additional Employment. The Moynihan Station Project will generate
nearly 10,000 new jobs over the course of construction, with 4,150 directly related to project
construction and 5,500 generated through indirect employment impacts. These new jobs will
produce approximately $587 Million in new wages, and the construction project as a whole will
yield $2.25 Billion in economic activity. These benefits will begin to accrue immediately upon
commencement of the project. It is estimated that approximately 4,000 of the new jobs will be
created during the two-year period following award in which the requested federal funds for the
Moynihan Station project are expected to be disbursed (see Appendix A(9)).

Transit-Oriented Development. The far West Side of Midtown Manhattan has often been
referred to as “Manhattan’s last frontier.” It is an area that is largely underdeveloped,
characterized today by numerous small parcels and a mix of light industrial, storage and retail
uses. The Moynihan Station project is expected to be a catalyst for extensive transit-oriented
development (TOD) in this area, centered around (and spurred by the creation of) a new train
station within the Farley Post Office Building (major developers have already expressed interest
in plans for over 20 million square feet of mixed use development within blocks of the Farley
Complex). Federal support for the Moynihan Station project will therefore leverage significant
private investment in the area, creating thousands of additional jobs, above and beyond those
related to construction of the new station, and supporting transformation of Midtown West into a
world-class hub for Class A office, hotel and residential uses.

Appendix A(11). A capital budget for the project has been developed, as follows:

Project Total Cost

Component Design Status (in Millions)(*)

Acquisition of Farley
Complex from USPS N/A(**) $254

Moynihan Station –
Building & WEC to
Platform 3 90-95% Complete $ 772.2

Platform Ventilation 90-95% Complete 130.7

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Extend WEC to Southern
Wall 90-95% Complete 19.8

Total Project $1,176.7

(*) Includes Project Contingency at 10% plus Financing at 5.25%.

(**) Acquisition closed in March 2007.

The PA and MSDC have similarly developed a funding package that includes a greater than 50%
State and local match of the requested federal funding under the ARRA:

Amount
Sources of Funding (in millions)

For Acquisition of Farley Complex:

Port Authority 127.2

MSDC (mortgage loan from Citibank) 64.8
Private Developer(***) 62.0
TOTAL 254

New York State and State project partners 267.53

Previous Federal/USPS Funding Commitments 103
New York City 154
High Speed Rail Grant (ARRA) 398.17

Total Sources $ 1,176.7

(***) The Farley Complex consists of the Farley Post Office Building and its Western Annex
(Annex). It is anticipated that the final piece of funding ($62MM) for acquisition of the
Complex, which will be due upon completion of the redevelopment of the Annex, will be
provided by the private real estate developer or developers chosen to redevelop the Annex.
Development of the Annex is not a component of the Moynihan Station Project but is part of the
larger Transit Oriented Development which the project will encourage (see Appendix A(10)).

Appendix A(14). The project is not expected to result in additional costs of operation for the
benefitting services.

There will be significant costs associated with operating and maintaining the new Moynihan
Station. It is expected that these costs will be met through a combination of sources, including
rent and common area charges payable by railroad and retail tenants, rent payable by the United
States Postal Service for space it occupies in the Farley Building, and miscellaneous revenues
such as fees for advertising.

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Appendix A(18). The project contemplates that Amtrak will be the primary rail occupant of the
new Moynihan Station and that an agreement will be negotiated with Amtrak providing for the
transfer of all boarding and most Amtrak rail passenger operations from Penn Station to
Moynihan Station (certain back-of-house functions are expected to remain in Penn Station).

The tracks and platforms located beneath the Farley Post Office Building and Penn Station are
owned by Amtrak. The project does not entail any change in such ownership.

MSDC has held extensive discussions with Amtrak, NJT and LIRR about various iterations of a
Moynihan Station Project since the 1990s.

Over the past six months, the PA and MSDC have met with Amtrak and LIRR and explained the
current proposed project in detail. We anticipate having a similar meeting with NJT. We believe
that, based on these recent discussions, Amtrak and LIRR support the current project and the
development of a new train station within the Farley Building. NJT previously expressed its
support by entering into a Memorandum of Understanding in which it agreed to become the
principal rail occupant of the new station (as noted above and in Appendix A(6), it is currently
contemplated that Amtrak --- rather than NJT --- will be the primary rail occupant).

See Question A(20) and Appendix A(20) re benefits of project for commuter rail operators.

Appendix A(20). It is anticipated that the new Moynihan Station will secondarily benefit the two
commuter rail operators currently serving Penn Station --- the LIRR and NJT --- through:

• Faster peak-time boarding;

• Shorter “dwell time” within Penn Station;
• Faster emergency evacuation;
• Less congestion in Penn Station;
• Better access to destinations on the far West Side of Manhattan;
• Better access to MTA A, C and E subway lines;
• New taxi access for the station complex; and
• Improved overall customer experience.

Appendix B(21). The State currently intends to submit an application for federal funding to
support the design and construction of the Moynihan Station project, together with a draft
Environmental Assessment (“EA”), under Track 1, on or before August 24, 2009. The State also
currently intends to submit an application for federal funding to support the design and
construction of various projects forming part of its Empire Corridor Program, including the
Diagonal Platform project, under Track 2. However, it is possible that these applications may be
submitted under a different Track, or be divided into phases under different Tracks, based on
discussions with the Federal Railroad Administration (“FRA”) as to the meaning and
applicability of certain programmatic requirements, as described in the FRA Interim Program
Guidance Overview (June 17, 2009).

Appendix D(15). Both the environmental review and the preliminary engineering work on the
Moynihan Station project are nearing completion.

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Environmental Review.

The proposal to construct a new train station in the Farley Building has been the subject of a
series of formal environmental reviews and decision-making both under NEPA and the New
York State equivalent, the State Environmental Quality Review Act (“SEQRA”). FRA issued a
draft environmental assessment (“EA”) for the Farley/Penn Station Project in 1995 and a final
EA for the Pennsylvania Station Redevelopment project in 1999. Based on the final EA, FRA
issued a Finding of No Significant Impact (“FONSI”) in 1999, and ESDC issued a negative
declaration of significance under SEQRA in 2000. In 2003, the United States Postal Service
(“USPS”) issued a draft Supplemental EA for the same train station proposal studied in the 1999
EA, with certain project additions, including the commercial development of the Western Annex
and the sale of the Farley Complex to ESDC. In 2006 ESDC issued a final environmental impact
statement under SEQRA for the same basic proposal with further modifications, which became
the basis for a final EA that was issued jointly by USPS and FRA in 2006. USPS subsequently
issued a FONSI for the project in 2006.

A draft EA for the Moynihan Station Development Project is currently being prepared for
submittal to the FRA on or before August 24, 2009 to fulfill NEPA and historic review statute
requirements. This EA will draw upon information and analyses contained in all of the
preceding environmental review documents described above, as updated by appropriate technical
analyses to account for changes in the design of the proposed station and other pertinent new
information.

Preliminary Engineering.

Design work for the new train hall, and the platform ventilation improvements, is virtually at the
final design stage, enabling the project to be launched without delay once governmental
approvals are secured and environmental review is completed (the design work for such
elements is at the 90-95% level). The PA and MSDC have developed a detailed capital budget
for the project and a combination of funding sources (see Appendix A(11)) that provides for a
greater than 50% State and local match. This leverages the federal investment in the project and
reduces the financial risk to FRA.

Finally, the PA and MSDC have conducted their own feasibility studies of the proposed
Moynihan Station Project (consisting of, among other things, preparation of preliminary designs,
cost estimating with the assistance of URS Construction Services and PA engineering staff, pro-
forma sources and uses of funds with the assistance of Washington Square Partners and PA
development staff, and development of projected long-term operating budgets). The PA and
MSDC have jointly concluded that a Moynihan Station Project is technically and financially
feasible, provided that federal financial assistance is awarded in an amount that completes the
funding package necessary for construction.

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