An NJT train tiptoes through “A” Interlocking’s work zone on the west end of Penn Station on June 20, 2017. This summer “JO” Interlocking on the east end of the station will be rebuilt.
NEW YORK — Continued infrastructure work at New York’s Penn Station will lead to changes in service this summer for Amtrak, the Long Island Railroad, and NJ Transit, the passenger railroad and commuter carriers announced on Thursday.
The project will take two tracks at Penn Station out of service, and involve work at JO Interlocking, which handles Amtrak, Long Island Rail Road, and NJ Transit trains entering and exiting the East River tunnels. Work at the interlocking will take place between June 28 and Sept. 2. The total cost of the project, which began in summer 2017 and resumed in summer 2018, is estimated at $30 million.
For Amtrak, schedule changes will include the cancellation of two Northeast Regional trains, No. 110 from Washington to New York, and No. 127 from New York to Washington; early departures for southbound Keystone train No. 653 and, on weekdays only, the westbound New York-Washington-Chicago Cardinal, No. 51; and changes for two other Keystone trains. Northbound No. 640 will terminate at Newark Penn Station, while southbound No. 643 will originate at Newark Penn Station. Also, the Maple Leaf (train No. 63) and Adirondack (train No. 69) will be combined and run on the Maple Leaf’s schedule (with a 7:15 a.m. departure from New York) before being split at Albany, N.Y.
The full Amtrak release on the project is available here.
NJ Transit changes will begin June 17. Some Midtown Direct trains on the Montclair-Boonton line and one on the North Jersey Coast line will end at Hoboken rather than New York Penn Station, with a limited number of outbound trains beginning at Hoboken rather than New York Penn. Midtown Direct trains on the Morris and Essex line will not stop at Newark Broad Street Station.
More on the NJ Transit changes, including a list of frequently asked questions and details of which trains will be affected, is available here. The changes are weekdays only; weekend and holiday schedules will be unchanged.
On the Long Island Rail Road, schedule changes begin July 1, and will lead to the cancellation of seven morning rush-hour trains and seven evening trains. Five trains will be added outside of peak periods, and some trains will operate with expanded consists to maintain overall seating capacity.
Other changes on the LIRR will see some trains diverted from Penn Station to Atlantic Terminal and some originating or terminating at Jamaica.
Trains operating on the Babylon, Far Rockaway, Hempstead, Long Beach, Montauk, and Ronkonkoma branches will be affected. A branch-by-branch list of operating changes is available here.
The other interesting fact is that Amtrak, especially in the NEC, and the MTA, have adopted “the sky is falling in” ethos regarding routine maintenance. This calculated strategy is necessary because there would be no money to fix things otherwise, ever. I think of that reality whenever what I am riding on bangs on a crossover.
Along with a crumbling national rail system and its disintegrating Chicago terminal, the United States has a joke of a news media. People posting (below) are right. Wick Moorman was not fired. When he took the job (against the wishes of his wife) he announced he’d be there only for a year or so.
Access to the Region’s Core (ARC) was a plan to build two new Hudson River tunnels, repair the two current tunnels, add to/replace the Portal River bridges to have a four-track mainline fixed-bridge over the river, and build an underground rail connection from the NEC to Grand Central Terminal (GCT). It cost too much and was pushed aside for the current Gateway Project, which now costs as much or more..
Maybe we should just encourage people and businesses to move off of the tiny, crowded island of Manhattan to New Jersey. Spread the wealth.
TV reporters and newscasters who have no real knowledge or understanding of how trains and railroads work and only interested in making that “big scoop” or story that will make them famous and whatever the general public feeds on or wants to hear whether it is true or not. Considering how Amtrak and passenger trains and railroads occupy a very low interest in the minds of the public today, it is not surprising that there is TV reporters and newscasters that also know very little or nothing at all about how trains work or operate. They can’t even give a good description or know how on the various types of equipment or operating practices. Im reminded of a story I read a few years back where a reporter didn’t know what a caboose was even when it was shown to him. I have watched countless TV newscasts where the information and description of trains and railroads was just awful and totally lacking in truth or accuracy. Fake news indeed ! I would think that the media needs to have a course and instruction in Railroading 101. Regarding the ongoing repair work at Penn Station and the new terminal and arrival hall, looming over all this is the continuing debacle over the crumbling Hudson River tunnels and the constant finger pointing and passing the ball back and forth between federal and local authorities over where and who is going to put the money forward to commence work on repair and replacement. All the repair and restoration of Penn Station won’t mean a thing if the tunnels pop or crumble and train service into and out of New York City is cut off. You will have a nice train station and hall bereft of trains. Let’s not forget the thing that makes Penn Station operate and makes it possible fort the trains to come in and out andthat is the Hudson River tunnels
After all, you can have the most modern, hi tech smart automobile but with no decent tires or engine, it is useless
Same goes for Penn Station. Repair and restore Penn Station and its intratrcture, but get the ball rolling on the Hudson River Tunnels or it wont mean anything ifthose tunnels collapse
Which 2 tracks are being taken out of service?
Jeffrey Blackwood,
It sounds like the local NYC TV reporter had some fake news from somewhere…since we know that Moorman only planned on being with Amtrak for a short time and hand picked his successor…something that a person fired from a position doesn’t usually get to do.
I came across a local NYC TV news report from the summer of 2017 about the Penn Station track repair project and the related commuter service disruptions. The reporter said the Amtrak Board of Directors had met and fired Wick Moorman over his management of the project. She seemed to relish reporting Moorman’s “demise” as “he got what was coming to him.” It makes one wonder who in their “right mind” would want to be Amtrak’s president with an environment like that.