Amtrak’s chief has suggested that “hurt pride” is behind the MTA’s negative remarks about the railroad, following Amtrak’s win in securing the Pennsylvania Station redesign earlier this year.
On Monday, MTA officials reignited tensions with Amtrak. They announced that the much-anticipated $2.9 billion Penn Station Access Project, aimed at connecting Bronx residents to Manhattan’s Penn Station through four new Metro-North stations, could face a three-year delay, placing the blame solely on Amtrak.
In a conversation with the Post, Amtrak President Roger Harris characterized the ongoing conflict as a “decades-long family feud.” He pointed out that both parties should ideally focus on resolving past grievances rather than engaging in political battles.
Harris acknowledged that both Amtrak and the MTA have faced issues that have resulted in project delays, specifically citing the East River Tunnel and the Penn Station Access Project.
“We have different responsibilities and perspectives on delays,” Harris noted. “There’s a lot at stake, and some of the MTA’s actions have contributed to the holdups just as much as our own.”
For the Penn Station Access Project, the MTA employed consultant Melissa Morea to evaluate the situation. Morea indicated that Amtrak’s lack of route access and insufficient personnel significantly hindered progress.
Her findings revealed that Amtrak had authorized only seven of the promised 48 track stops, and construction was paused due to the absence of necessary safety personnel from Amtrak.
A group of nine Democratic congress members from New York and Connecticut, including Reps. Alexandria Ocasio-Cortez and Jerry Nadler, recently sent a letter urging Amtrak to expedite the project, referencing the MTA’s claims.
But Amtrak disputes several of these accusations. Harris mentioned that Morea did not contact Amtrak for input while compiling her report and had prior connections to MTA Chairman Jano Lieber.
“I thought we were on better terms, but it turns out ties from the past complicate things,” he remarked.
Morea has significant experience, having previously worked on the World Trade Center project and coordinating its construction timelines, illustrating her credibility.
Harris expressed a desire for an independent review but noted that such a process might not bring clarity to the situation.
MTA’s John McCarthy defended Morea, stating her expertise had been invaluable in projects involving Amtrak, including the Eastside Access, and that her conclusions about Amtrak’s delays in the Penn Access were sound.
Lieber responded sharply when asked if the MTA shares blame for the delays, urging focus away from finger-pointing.
Concerns had previously been raised regarding the East River Tunnel project, but so far, the anticipated delays have not occurred, as Harris has indicated steady progress.
As for the recent troubles, Harris speculated that the MTA’s public rift might stem from the embarrassment of losing the Pennsylvania Station redesign contract in April. “There’s definitely a sense of wounded pride here,” he observed.
Meanwhile, Lieber committed to ensuring essential services for Bronx residents by 2027, even if it requires temporary stops and complex shuttle systems to manage construction.
This urgency reflects a deep frustration, as Lieber highlighted that people from areas like Co-op City and Morris Park lack job opportunities and educational resources. “We need to initiate this service in 2027, and we genuinely need Amtrak’s cooperation,” he emphasized.
Amtrak has been operational since 1971.
