BGuthrie Photos: NY -- NYC -- Penn Station

NY -- NYC -- Penn Station:

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[1] PENNST_190531_05.JPG	[2] PENNST_190531_16.JPG	[3] PENNST_190531_23.JPG	[4] PENNST_190531_32.JPG	[5] PENNST_190531_36.JPG	[6] PENNST_190531_38.JPG	[7] PENNST_190531_44.JPG
[8] PENNST_190826_05.JPG	[9] PENNST_190826_08.JPG	[10] PENNST_191004_08.JPG	[11] PENNST_191004_15.JPG	[12] PENNST_191004_20.JPG	[13] PENNST_191004_23.JPG	[14] PENNST_191004_25.JPG
[15] PENNST_191004_28.JPG	[16] PENNST_191005_04.JPG	[17] PENNST_191005_08.JPG	[18] PENNST_191005_16.JPG

[19] PENNST_191006_01_STITCH.JPG

[20]

PENNST_191006_03.JPG

[21] PENNST_191006_07.JPG

[22] PENNST_191006_13.JPG

Specific picture descriptions: Photos above with "i" icons next to the bracketed sequence numbers (e.g. "[1] ") are described as follows:
1. PENNST_190531_16.JPG: Andrew Leicester Ghost - Day and Night 1994 Terra cotta
2. PENNST_190531_32.JPG: Andrew Leicester Ghost Series, 1994 Intimations of the past emerge through five towering bas-relief terra-cotta murals scattered in the corridors of the Long Island Rail Road's Penn Station. Thorough scale and style that invoke the station's illustrious history, the works create the sense that the original Beaux-Arts station, which was destroyed in 1963, still inhabits these surroundings. A porcelain enamel mural of the elevation of the original blueprints by architects McKim, Mead & White reinforces the spectral allusion. According to Andrew Leicester, each terra-cotta element of Ghost Series is a replication of an architectural detail of the old Pennsylvania Station. The work pays homage to the "gorgeous building" that bespoke "the great age of steam locomotion, coinciding with the golden age of industrial prosperity and optimism for the future of America." Born in England, Andrew Leicester moved to the United States 23 years ago and now resides in Minneapolis. He works exclusively on environmental public art projects, for which he has won numerous awards. Leicester's other public art commissions can be seen in Los Angeles, Cincinnati, and Philadelphia.
3. PENNST_191004_08.JPG: Andrew Leicester Ghost-Broken Column 1994
4. PENNST_191004_15.JPG: The red supports were part of the original Penn Central building.
5. PENNST_191005_04.JPG: Penn Station Jan. 8, 1908
6. PENNST_191006_03.JPG: A train or two had been cancelled so everyone was trying to get on the next one.
Wikipedia Description: Pennsylvania Station (New York City)
From Wikipedia, the free encyclopedia

Pennsylvania Station, also known as New York Penn Station or Penn Station, is the main intercity railroad station in New York City. Serving more than 600,000 commuter rail and Amtrak passengers a day, it is the busiest passenger transportation facility in North America. Penn Station is in the midtown area of Manhattan, close to Herald Square, the Empire State Building, Koreatown, and the Macy's department store. Entirely underground, it sits beneath Madison Square Garden, between Seventh Avenue and Eighth Avenue and between 31st and 34th Streets.

Penn Station has 21 tracks fed by seven tunnels (the Hudson River Tunnels, the East River Tunnels, and the Empire Connection tunnel). It is at the center of the Northeast Corridor, a passenger rail line that connects New York City with Boston, Philadelphia, Washington, D.C., and intermediate points. 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. Connections are available within the complex to the New York City Subway, and buses.

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). 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. Future plans for Penn Station include the Gateway Project and the possibility of shifting some trains to the adjacent Farley Post Office, a building designed by the same architects as the original 1910 station.

History

Pennsylvania Station is named for the Pennsylvania Railroad (PRR), its builder and original tenant, and shares its name with several stations in other cities. 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. The original Pennsylvania Station was considered a masterpiece of the Beaux-Arts style, but was demolished in 1963. The station was moved fully underground, beneath the newly constructed Pennsylvania Plaza complex and Madison Square Garden arena completed in 1968.

Planning and construction (1901–1910)

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. Manhattan-bound passengers boarded ferries to cross the Hudson River for the final stretch of their journey. 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.

The Pennsylvania Railroad considered building a rail bridge across the Hudson, but the state[which?] required such a bridge to be a joint project with other New Jersey railroads, who were not interested. The alternative was to tunnel under the river, but steam locomotives could not use such a tunnel due to the accumulation of pollution in a closed space; in any case the New York State Legislature had prohibited steam locomotives in Manhattan after July 1, 1908. The development of the electric locomotive at the turn of the 20th century made a tunnel feasible. 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. The station would sit in Manhattan's Tenderloin district, a historical red-light district known for its corruption and prostitution.

Beginning in June 1903, the two single-track North River Tunnels were bored from the west under the Hudson River. 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. Electrification was initially 600 volts DC–third rail, and later changed to 11,000 volts AC–overhead catenary when electrification of PRR's mainline was extended to Washington, D.C., in the early 1930s.

The tunnel technology was so innovative that in 1907 the PRR shipped an actual 23-foot (7.0 m) diameter section of the new East River Tunnels to the Jamestown Exposition in Norfolk, Virginia, to celebrate the 300th anniversary of the nearby founding of the colony at Jamestown. 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. Construction was completed on the Hudson River tunnels on October 9, 1906, and on the East River tunnels on March 18, 1908. Meanwhile, ground was broken for Pennsylvania Station on May 1, 1904. By the time of its completion and the inauguration of regular through train service on November 27, 1910, the total project cost to the Pennsylvania Railroad for the station and associated tunnels was $114 million (about $2.7 billion in 2011 dollars), according to an Interstate Commerce Commission report.:156–7

Original structure (1910–1963)

During half a century of operation by the Pennsylvania Railroad (1910–1963), scores of intercity passenger trains arrived and departed daily to Chicago and St. Louis on “Pennsy” rails and beyond on connecting railroads to Miami and the west. Along with Long Island Rail Road trains, Penn Station saw trains of the New Haven and the Lehigh Valley Railroads. 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. The station put the Pennsylvania Railroad at comparative advantage to its competitors offering direct service from Manhattan to the west and south. 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.

During World War I and the early 1920s, rival Baltimore and Ohio Railroad (B&O) passenger trains to Washington, Chicago, and St. Louis also used Penn Station, initially by order of the United States Railroad Administration, until the Pennsylvania Railroad terminated the B&O's access in 1926. By 1945, at its peak, more than 100 million passengers a year traveled through Penn Station. The station saw its heaviest use during World War II. By the late 1950s, intercity, rail passenger volumes had declined dramatically with the coming of the Jet Age and the Interstate Highway System. After a renovation covered some of the grand columns with plastic and blocked off the spacious central hallway with a new ticket office, author Lewis Mumford wrote critically in The New Yorker in 1958 that “nothing further that could be done to the station could damage it.”

The Pennsylvania Railroad optioned the air rights of Penn Station in the 1950s. 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. The tracks of the station, perhaps 50 feet below street level, would remain untouched. Plans for the new Penn Plaza and Madison Square Garden were announced in 1962. 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.

Demolition of the original structure

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. 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." Modern architects rushed to save the ornate building, although it was contrary to their own styles. They called the station a treasure and chanted "Don't Amputate – Renovate" at rallies. Demolition of the above-ground station house began in October 1963. 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. Madison Square Garden, along with two office towers were built above the extensively renovated concourses and waiting area (the tracks and boarding platforms were not modified at this time). A 1968 advertisement depicted architect Charles Luckman's model of the final plan for the Madison Square Garden Center complex.

The demolition of the head house was very controversial and caused outrage internationally. The New York Times wrote: "Until the first blow fell, no one was convinced that Penn Station really would be demolished, or that New York would permit this monumental act of vandalism against one of the largest and finest landmarks of its age of Roman elegance." "One entered the city like a God," the architectural historian Vincent Scully famously wrote of the original station. "One scuttles in now like a rat."

The controversy over the demolition of such a well-known landmark, and its deplored replacement, is often cited as a catalyst for the architectural preservation movement in the United States. New laws were passed to restrict such demolition. Within the decade, Grand Central Terminal was protected under the city's new landmarks preservation act, a protection upheld by the courts in 1978 after a challenge by Grand Central's owner, Penn Central.

Current structure (1968–present)

The current Penn Station is completely underground, and sits below Madison Square Garden, 33rd Street, and Two Penn Plaza. The station has three underground levels: concourses on the upper two levels and train platforms on the lowest. 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 tracks and platforms are also largely original, except for some work connecting the station to the West Side Rail Yard and the Amtrak Empire Corridor serving Albany and Buffalo, New York.

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. 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. The walkway from that entrance's escalator also has a mural depicting elements of the old Penn Station's architecture.

There is an abandoned underground passageway from Penn Station to the nearby 34th Street – Herald Square subway station, which was known as "Gimbels Passageway." After decades of safety concerns, it was closed in the 1990s.

After the terrorist attacks on September 11, 2001, passenger flow through the Penn Station complex was curtailed. The taxiway under Madison Square Garden, which ran from 31st Street north to 33rd Street halfway between 7th and 8th Avenues, was closed off with concrete Jersey barriers. A covered walkway from the taxiway was constructed to guide arriving passengers to a new taxi-stand on 31st Street.

Despite the improvements, Penn Station continues to be criticized as a low-ceilinged "catacomb" lacking charm, especially when compared to New York's much larger and ornate Grand Central Terminal. The New York Times, in a November 2007 editorial supporting development of an enlarged railroad terminal, said that "Amtrak's beleaguered customers...now scurry through underground rooms bereft of light or character." Times transit reporter Michael M. Grynbaum later called Penn Station "the ugly stepchild of the city’s two great rail terminals."
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