The MTA’s big dig

Written by Jim Cameron
Thursday, 19 November 2009 00:00

We all know what happened when Boston decided to bury its downtown elevated interstate highway, known as the central artery. What was intended to be a seven-year, $2.5-billion project became a 10-year, $14.6-billion engineering nightmare.

Well, heads up, fellow commuters and taxpayers! New York’s Metropolitan Transportation Authority, or MTA (parent of Metro-North Railroad), has similar designs on our beloved Grand Central. Nicknamed the “East Side Access” project, the goal is to bring the Long Island Railroad into Grand Central Terminal.

The plan would use the lower level of the already built 63rd Street subway tunnel, allowing some Long Island trains from Queens to enter Manhattan, and then follow a new, very deep tunnel under existing Metro-North tracks beneath Park Avenue. Trains would terminate 14 stories under Grand Central on eight tracks with up to 24 trains arriving per hour. Exiting passengers — an estimated 162,000 per day (compared with the 115,000 who arrive and depart from Connecticut) — would be whisked upward on high speed escalators, to the west side of Grand Central, into an underground concourse complex stretching from 43rd to 48th streets.

The estimated cost for the project — $8 billion — is about the same as rebuilding the entire World Trade Center complex.

The only reason for the East Side Access project is to give Long Island riders better access to midtown. Is the subway ride connection from Penn Station to Grand Central really all that bad? Imagine what we could do with $8 billion to improve commuter rail service in the tri-state region.

What would an almost doubling of passengers in Grand Central (by adding Long Island riders to existing Metro-North riders) mean for Connecticut commuters? Well, if you think the station’s crowded now, you ain’t seen nuthin’ yet. And just imagine the already jam-packed Lexington Avenue subway station with even more riders!

The currently under-utilized Grand Central would quickly be maxed out for trains and platforms, making much-needed expansion of service to Connecticut a real problem.

True, diverting some Long Island trains into Grand Central might free-up “slots” in Penn Station for Metro-North trains (which would travel there by way of the Hell Gate Bridge), but don’t count on it, what with New Jersey Transit, Amtrak and Long Island Rail Road also vying for more trains into Penn Station.

If all of this concerns you, don’t get your knickers in a knot. There’s nothing you can do to stop it. The money’s already been appropriated and the project should be finished in 2015.

What role did Connecticut play in this boondoggle? Zero. Nada. Zilch. New York’s MTA didn’t ask our opinion or seek our approval. Though the Connecticut Department of Transportation is Metro-North’s biggest customer, our state still has no seat, no vote and no say on the MTA or Metro-North boards. Gov. Rell said she’d change that, but never did.

Connecticut commuters pay the bills and New York’s MTA calls the tune, building a really “big dig” that benefits Long Island but penalizes us. What’s wrong with this picture?

For more info on the East Side Access project, see mta.nyc.ny.us/capconstr/esas/index.html

Jim Cameron of Darien is chairman of the Metro-North Commuter Council and a member of the Coastal Corridor TIA. He may be reached at This e-mail address is being protected from spambots. You need JavaScript enabled to view it or Trainweb.org/ct.