A SYSTEM TRANSFORMED
Breaking the barriers between LIRR, NJ Transit, and Metro-North—toward an integrated, high-frequency regional rail system.
The Bottleneck
Penn Station operates as a dead-end terminal, forcing inefficient turnarounds and limiting capacity.
Through-Running
Connecting Penn Station's tracks allows continuous east-west travel, increasing capacity without expansion.
Global Models
Paris, London, Tokyo—all restructured commuter rail into seamless networks, reducing congestion and increasing efficiency.
Interactive Transit Map
Through-running would connect new and existing transit hubs without unnecessary delays or transfers.
MAJOR PLANNING INITIATIVES
Joined ReThink Studio
Began work as Transportation Analyst developing early concepts for the Regional Unified Network (RUN)
RUN Plan Announced
Launched the Regional Unified Network (RUN), eliminating the need for Penn Station South and integrating NJ Transit, LIRR, and Metro-North through symmetrical through‐running.
Joined Tri-State Transportation Campaign
Transitioned from ReThink Studio to new role as Policy & Communications Manager
Published "From Here To There: Regional Rail For Metro New York"
Unveiled The Tri-State Solution for Penn Station; subsequently featured by Bloomberg CityLab
WSP Study Released
The study, commissioned by Amtrak, MTA, and NJT found through-running "unfeasible" within existing Penn Station footprint
Transit Strategy Blueprint
Innovative approaches that reimagine Penn Station's role within the regional transit ecosystem
The Tri-State Solution
Authored and published "From Here to There: Regional Rail for Metro New York," introducing The Tri-State Solution--a policy proposal specifically addressing concerns raised by railroad partners regarding through-running feasibility at Penn Station.
Key Performance Metrics
This pragmatic approach directly anticipated operational and construction concerns later cited in the 2024 Railroad Partners study.
Implementation Strategy
Strategic Southern Expansion
Adds two tracks and one platform along the station's southern edge, providing operational flexibility while minimizing neighborhood impact. Extends Platforms 1 and 2 to accommodate longer trains.
Central Zone Reconfiguration
Transforms the station's middle section into 5 widened platforms and 10 through-tracks for Amtrak, LIRR, NJ TRANSIT, and future Metro-North service.
Improved Platform Circulation
Widened platforms enable simultaneous boarding and alighting, reducing dwell times to approximately 6 minutes--consistent with international best practices.
Penn Station Phasing Plan
MSG
Tri-State Solution — Phase I
- Extend Platforms 1 & 2 to allow 12 car vs 9 car consists
- Increases seat capacity
- Increases operating reliability and flexibility
- Add new Platform A and new tracks A & B
- Increases station train capacity, reliability and flexibility
- Reduces impact of through-running implementation
MSG
Tri-State Solution — Phase II
- Eliminate a central platform and reconfigure tracks
- Allows for 5 widened platforms and 10 through-tracks
- Allows passengers to queue at platform level
- Reduces train dwell time
- Increases operating reliability and flexibility
- Increases station train capacity
ReThinkNYC Regional Unified Network
Contributed to this comprehensive system-wide reconfiguration that integrates NJ Transit, Long Island Rail Road, and Metro-North Railroad into a unified network. RUN transforms Penn Station from a terminal into a through-running station--eliminating inefficiencies while maximizing infrastructure investments.
Core Strategy Components
Through-Running at Penn Station
Eliminates the proposed Penn Station South terminal annex by converting Penn Station into a fully through-running facility, thereby removing the need to demolish an entire Midtown block.
Multi-Hub Approach
Creates new multimodal hubs at Secaucus (NJ), Sunnyside (Queens), and Port Morris (Bronx) to relocate terminal functions outside Midtown, allowing trains to pass directly through Penn Station.
Unified Rolling Stock & Gateway Coordination
Coordinates with Amtrak's Gateway tunnels but redirects funding from Penn South toward universal rolling stock, track/platform widening at Penn, and new yard construction for high-frequency service.
System-Wide Impact
The RUN approach garnered praise from leading transit experts including Sam Schwartz and Vukan Vuchic for its technical feasibility, cost reallocation strategy, and regional integration. By eliminating terminal operations and introducing new suburban transfer hubs, the plan maximizes the value of Gateway while establishing a genuine east-west trunk line.
RUN System Configuration
Comparative Approach Analysis
| Approach | Core Strategy | Cost Estimate | Capacity Gain | Timeline |
|---|---|---|---|---|
| Current Terminal | Terminal operations with trains reversing direction | -- | Baseline | -- |
| Gateway East (Proposed by Regional Plan Association) | Long-term vision for eventual through-running operations; requires future Penn South retrofit, new East River tunnels | TBD | TBD | 2025-2080 |
| Penn Station Expansion (Amtrak, MTA, NJ TRANSIT) | A new 9-track, stub-end annex south of Penn; demolish Block 780 and adjacent properties; expand terminal capacity for NJ Transit | $16.7 Billion | +40% | 2025-2040 |
| The Regional Unified Network (ReThinkNYC) | Through-running with no Penn South, new hubs at Port Morris & Sunnyside | $30 Billion | +50% | 2025-2040 |
|
The Tri-State Solution (TSTC)
|
Two-phase implementation of through-running with minimal disruption | $7 Billion | +65% | 2025-2035 |
Penn Station Operational Analysis
Current operational constraints vs. through-running potential