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APPLICATION
FOR
TRANSPORTATION
INVESTMENT
GENERATING
ECONOMIC
RECOVERY
(TIGER)
DISCRETIONARY
GRANT
Name
of
Project:
MOYNIHAN
STATION
PROJECT
‐
PHASE
I
Type
of
Project:
Transit
Organization
Submitting
Project:
New
York
State
Department
of
Transportation
Contact
Person:
Robin
Stout,
President,
MSDC
633
Third
Avenue,
36
th
Floor
New
York,
New
York
10017
212
803
‐
3819
rstout@empire.state.ny.us
Project
Location:
421
8
th
Avenue,
Farley
Post
Office
Building,
located
between
8
th
and
9
th
Avenues
and
between
West
31st
and
33rd
Streets,
New
York,
New
York.
Congressional
District:
NY
‐
8
Project
Sponsor:
New
York
State
Amount
of
TIGER
Grant
Funds
Being
Requested:
$98,271,730
I.
Introduction
Penn
Station
is
the
busiest
train
station
in
the
country.
It
is
the
most
heavily
trafficked
gateway
into
the
nation’s
largest
city,
serving
both
the
8
million
residents
of
New
York
City
(the
“City”)
and
an
additional
12
million
people
in
the
surrounding
metropolitan
region
as
well
as
8.5
million
intercity
rail
passengers
annually.
On
an
average
weekday,
approximately
640,000
passengers
use
the
station.
It
is
the
central
hub
for
the
Long
Island
Rail
Road
(“LIRR”)
and
New
Jersey
Transit
(“NJT”)
–
the
largest
and
third
largest
commuter
railroads
in
the
nation
–
and
the
place
where
60%
of
the
intercity
rail
passengers
on
Amtrak’s
Northeast
Corridor
and
25%
of
all
intercity
rail
passengers
in
the
country
originate
or
terminate
their
trips.
Penn
Station
is
also
a
critical
link
to
the
City
subway
system
–
14
of
the
City’s
25
subway
lines
are
integrated
into
or
are
located
within
one
block
of
the
station.
In
short,
Penn
Station
is
the
lynchpin
of
the
mass
transit
system
in
the
Northeast.
Because
of
their
size
and
density,
the
City
and
metropolitan
region
depend
heavily
on
public
transportation
in
general,
and
Penn
Station,
in
particular,
to
move
people
efficiently,
stimulate
economic
growth
and
improve
the
quality
of
the
environment
by
reducing
pollution
and
relieving
airspace
and
highway
congestion.
New
York
State
(the
“State”)
and
the
City
have
actively
encouraged
transit
‐
oriented
development
and
discouraged
urban
sprawl.
An
important
example
is
the
Hudson
Yards
District
directly
to
the
west
of
Penn
Station.
The
City
rezoned
this
47
‐
block
area
in
2005
to
stimulate
both
commercial
and
residential
development,
is
extending
the
#7
subway
line
to
service
the
area,
and
anticipates
between
one
and
two
million
square
feet
of
new
development
in
the
area
per
year
for
an
extended
period
of
time
once
the
real
estate
market
in
the
City
begins
to
rebound.
The
expansion
of
Penn
Station
to
service
this
new
district
is
critical
to
its
success.
Notwithstanding
its
vital
role
at
the
center
of
rail
transit
in
the
City,
Penn
Station
has
serious
deficiencies
that
constrain
service
delivery
and
efforts
to
increase
intercity
rail
and
transit
ridership.
As
a
result,
it
has
become
the
central
choke
point
in
ongoing
federal,
State
and
local
efforts
to
increase
rail
and
mass
transit
ridership,
develop
high
‐
speed
rail
and
take
automobiles
off
the
roads.
The
Station
is
operating
at
more
than
100%
of
capacity,
and
station
congestion
is
getting
worse
as
ridership
on
all
three
of
its
tenant
railroads
‐
Amtrak,
LIRR
and
NJT
‐
has
been
steadily
growing
and
is
projected
to
continue
increasing.
Pedestrian
movement
during
rush
hour
at
the
LIRR
and
NJT
concourses
is
difficult
and
quickly
deteriorates
to
Level
of
Service
(LOS)
E
and
F
in
even
moderate
delay
conditions
(see
Appendix
K
for
a
photograph
of
typical
peak
hour
crowding
on
the
NJT
concourse).
Amtrak’s
busiest
train
station
is
an
unattractive,
undersized,
inefficient,
underground
facility
that
is
a
poor
sister
to
the
grand
stations
at
other
major
cities
on
the
Northeast
Corridor.
While
it
serves
many
passengers
today,
Penn
Station
must
grow
if
it
is
to
accommodate
rising
demand.
Moynihan
Station
will
address
this
problem
by
expanding
Penn
Station
to
include
a
new,
world
‐
class
station
in
the
historic
Farley
Post
Office
Building,
directly
across
8
th
Avenue
from
Penn
Station.
The
Moynihan
Station
Project
(the
“Project”),
in
its
full
form,
will
create
a
new
sky
‐
lit
train
hall,
on
the
scale
of
Grand
Central
Terminal,
to
which
Amtrak
will
relocate
its
passenger
operations,
will
dramatically
increase
vertical
access
to
and
from
trains,
will
enable
the
three
railroads
to
maximize
their
use
of
existing
platforms
that
already
extend
west
of
Penn
Station
under
the
Farley
Building,
and
will
provide
station
entrances
west
of
Eighth
Avenue.
The
new
station
will
also
be
part
of
a
public
‐
private
partnership
involving
a
private
development
team
that
will
develop
approximately
one
million
square
feet
of
the
Farley
Building
and
its
Western
Annex
for
retail,
office
and
institutional
uses,
and
incorporate
unused
development
rights
from
the
Farley
Building
in
new
residential
and/or
commercial
development
on
nearby
sites.
In
addition
to
its
transportation
benefits,
Moynihan
Station
is
an
important
historic
preservation
project
and,
as
it
entails
the
renovation
of
an
underused
landmark,
will
meet
the
highest
standards
for
green
development.
The
Farley
Building
was
designed
by
McKim,
Mead
and
White,
the
architects
for
the
original
Pennsylvania
Station,
and
was
expressly
designed
to
complement
the
original
station.
It
would
not
be
possible
to
construct
a
new
station
building
today
in
the
same
monumental
style,
from
the
ground
up,
without
a
massive
capital
outlay.
The
Farley
Building,
because
of
the
care
taken
in
designing
it,
and
the
quality
of
the
materials
used
in
its
construction,
offers
an
opportunity
to
reclaim
some
of
the
lost
glory
of
the
original
Pennsylvania
Station
at
a
fraction
of
the
cost
of
a
new
structure.
By
virtue
of
its
central
location,
the
creative
re
‐
use
of
a
landmark,
and
maximizing
the
use
of
existing
below
‐
grade
tracks
and
platforms,
the
Project
meets
the
most
critical
tests
for
sustainable
development
–
it
makes
the
most
of
existing
infrastructure
in
a
dense
urban
area
rather
than
calling
for
new
construction
(and
the
usage
of
new
materials)
on
either
scarce
open
space
or
space
that
should
logically
be
preserved
for
other
public
needs.
Phase
I
of
the
Project,
for
which
this
TIGER
Application
seeks
$98,281,730,
is
the
critical
first
step
in
expanding
Penn
Station,
relieving
congestion,
and
opening
the
doors
of
the
Moynihan/Penn
Station
complex
to
the
development
district
to
the
west.
Phase
I
consists
of
significant
improvements
to
the
below
‐
grade
rail
infrastructure
in
and
around
Penn
Station
that
have
independent
utility
and
will
increase
capacity
for
both
intercity
and
commuter
rail
services,
enhance
subway
connections,
reduce
congestion,
allow
for
easier
access
by
persons
with
disabilities,
and
improve
passenger
safety
and
security.
Additionally,
Phase
I
will
serve
as
an
engine
for
economic
recovery
and
future
development
through
the
creation
of
thousands
of
construction
‐
related
jobs
,
and
thousands
more
associated
with
transit
‐
oriented
development
in
the
Hudson
Yards
District.
Specifically,
and
as
further
detailed
in
this
Application,
Phase
I
would:
•
Expand
the
existing
West
End
Concourse
(“WEC”)
by
doubling
its
length
and
width,
thereby
providing
access
to
eight
tracks
that
are
not
currently
served
by
this
concourse,
significantly
enhancing
passenger
circulation
space,
and
for
the
first
time
providing
space
for
the
sale
of
tickets
(by
vending
machine)
on
the
concourse;
•
Provide
thirteen
new
vertical
access
points
to
and
from
platforms,
significantly
reducing
the
time
required
for
passengers
to
clear
the
platforms,
plus
six
new
vertical
access
points
from
the
WEC
to
the
street;
•
Provide
two
above
‐
grade
entrances
through
the
Farley
Building
west
of
8
th
Avenue
at
31
st
and
33
rd
Streets,
decreasing
congestion
at
Penn
Station
and
improving
access
to
the
development
district
to
the
west;
•
Expand
the
existing
passageway
below
33
rd
Street
(the
“33
rd
Street
Connector”)
between
Penn
Station
and
the
WEC
by
doubling
its
width,
thereby
increasing
capacity,
providing
access
to
the
subways
and
the
new
NJT
station
to
be
built
a
block
north,
and
to
facilitating
compliance
with
the
Americans
with
Disabilities
Act
(ADA);
and
•
Improve
Penn
Station
safety
and
security
by
adding
six
new
platform
ventilation
fan
rooms
beneath
the
Farley
Building,
which
with
the
faster
egress
described
above,
will
maximize
the
extent
to
which
the
Station
complies
with
National
Fire
Protection
Association
(NFPA)
Standard
130
(hereinafter
defined).
Upon
completion,
Phase
I
will
save
nearly
470,000
passenger
hours
annually
for
NJT
and
LIRR
passengers,
over
28,000
passenger
hours
annually
for
Amtrak
passengers
and,
over
225,000
passenger
hours
for
riders
shifting
from
buses,
ferries
and
cars
to
rail.
Additionally,
these
mode
shifts
will
yield
a
savings
of
almost
20
million
vehicle
‐
miles
traveled
per
year.
Construction
spending
on
Phase
I
is
expected
to
generate
or
support
almost
2,500
job
‐
years
of
employment
and
$134.7
million
in
payroll
wages
(in
2009
dollars).
It
is
anticipated
that
at
least
$41
million
of
the
construction
spending
on
Phase
I
will
be
awarded
to
minority
‐
owned,
woman
‐
owned,
small
or
disadvantaged
firms.
Furthermore,
Phase
I
of
the
project
is
2
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