2016-02-10 / Editorials

Letters to the Editor

Grand Central Terminal

To The Editor:

Let us all rejoice in celebrating the 103rd anniversary of Grand Central Terminal, which first opened on February 2, 1913. Contrast this with the late, great Penn Station Terminal which was destroyed in the name of progress in 1962. Fast forward, 54 years later. Penn Station is still a shell of its former glory. There is no natural lighting, decent food court, gourmet food shops, upscale stores or quality restaurants. Most Long Island Rail Road and New Jersey Transit commuters rush in and out each day. Grand Central Terminal has high ceilings, natural light, a food court, gourmet food shops, upscale stores and great restaurants such as the Oyster Bar.

Not only do Metro North commuters have a real terminal, but they are joined on a daily basis by thousands of people who work nearby and patronize the great food court, quality restaurants and stores. LIRR commuters just have a station. Few people who work near Penn Station stop by during the day to patronize any of its commercial establishments. Riders can look forward to 2023 when the Metropolitan Transportation Authority’s (MTA) Eastside Access project provides a direct connection to Grand Central Terminal via the 63rd Street tunnel and reaches beneficial use. We can then join our Metro North comrades in utilizing this great institution to and from work.

Perhaps it might be useful in 2016 to look for other low-cost, easy to implement alternatives in the short run. Consider transit riders’ disappointment that a proposal submitted by one of New York City’s developers, Vornado Realty Trust, to pay for construction to reopen the old Hilton Corridor, also known as the Gimbel’s passageway was never completed. They had offered to do this in exchange for a city zoning variance to construct a high rise office building at 7th Avenue and 32nd Street. While the zoning variance was approved, Vornado Realty Trust never moved forward with construction of a high rise office building. This was due to a weak market for potential renters.

Until some time in the 1970s, both LIRR and New Jersey Transit (NJT) riders exiting east at Penn Station had a direct underground passageway known as the Hilton Corridor. It was also known as the Gimbel’s passageway. Gimbels was Macy’s chief competitor at Herald Square. They closed in 1986. This passageway still stands dormant. It is a forgotten underground link between Penn Station and Herald Square. It was once a 800-foot pedestrian concourse providing an indoor connection to the 34th Street Herald Square IND and BMT subway, along with PATH station complex. Further, there was an adjoining nearby underground passageway starting at 34th Street which ran along 6th Avenue, going as far north as 42nd Street. Many avoided the rain and snow by using this indoor path.

Both passageways were closed many decades ago by New York City Transit and the LIRR, due to security issues. If reopened today, Amtrak riders along with New Jersey Transit and LIRR commuters would have easy underground connections to the Broadway N, R and Q and 6th Avenue B,D, F and M subway lines along with PATH, rather than walking outside on the street exposed to both inclement weather and heavy vehicular traffic.

By using either the subway or walking, riders would have direct access to both Midtown and East Side Manhattan along either the Broadway, 6th Avenue, or 42nd, 53rd, 59th and 63rd Street corridors, served by numerous subway lines and stations. Why wait for the LIRR to provide access to Midtown and the East Side via Grand Central Terminal? The most recent recovery schedule for the MTA’s Eastside Access project calls for revenue service opening to the public starting in 2023.

How disappointing that the old Hilton corridor, which previously provided transit options for thousands of rush hour commuters remains unused after so many decades.

The Vernando Trust developers proposal to reopen and widen it from some points where it narrows to 9 feet was $50 million. Converting the total length to 15 feet wide could cost up to another $100 million. This seems like a reasonable investment of $150 million out of a proposed $32 billion 2015 - 2019 Capital program plan for a significant transportation improvement that could benefit thousands of transportation riders. There is still time for the MTA to consider adding this project to the proposed 2015-2019 Capital Plan which has yet to be approved by Albany. Diogenes is searching for the first public official or MTA Board member to speak out in favor of this project.

Larry Penner
Great Neck

Each Has A Story

To The Editor:

There are many of our veterans who are homeless today across America and a number of books on this issue. There are a number of estimates and it is somewhere around 62,000 more or less. But I propose a book that takes into account maybe a different prospective. This I feel would include maybe hundreds of interviews and include how they got there and include their hopes and dreams. There are many reasons why some of these brave men and women became homeless and it should be explored in depth from personal observations. These men and women have served our country with pride, honor and dedication in the belief they were serving the greater good, as well as preserving democracy. This book, if it hasn’t been written yet and if successful, the profits should go to building homes for these homeless veterans. By doing so we would show our veterans that they are not forgotten and validate the fact that their service was not in vain. I hope and pray there is a writer out there who would take up this noble quest. As for myself I feel deeply about this cause, because on February 4, 1975 after being discharged from the United States Navy and having served during the Vietnam era, I found myself homeless. So let’s not forget our veterans, for they need jobs and homes.

Frederick R. Bedell Jr.
Glen Oaks Village

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