MTA calls Amtrak's East River tunnel repair strategy 'extremely risky'

The MTA is formally calling on Amtrak to reconsider its plan to keep one of four East River tunnels linking to Penn Station out of service for three years while it carries out Superstorm Sandy repairs — an "extremely risky" strategy that could result in rush hour shutdowns of Long Island Rail Road service, according to the LIRR’s president.

The Metropolitan Transportation Authority Board, at its monthly meeting Wednesday, adopted a resolution calling on Amtrak, which owns and maintains Penn Station and its adjoining tunnels, "to reconsider its plan to adopt a full shutdown as its strategy for the rehabilitation of two East River tunnels." It asked Amtrak to reopen discussions on alternative approaches that would "limit the risk of impacts" on the LIRR’s operation.

"We're not going to sit idly by while our riders suffer because Amtrak just wants to do things the way they've always been done," MTA chairman and CEO Janno Lieber said.

After more than a decade of planning and delays, Amtrak recently commenced work on a $1.6 billion effort to repair two of its four East River tunnels, which were inundated with millions of gallons of corrosive saltwater in the October 2012 storm.

Although the MTA has implored Amtrak to carry out the work during overnight hours and weekends — allowing the tunnels to stay in service during the weekday rush hours — Amtrak has insisted it’s necessary to shut down the two tunnels entirely, one at a time, each for 1½ years.

In a statement Wednesday, Amtrak president Roger Harris said the MTA approved the repair plan months ago and the project’s contractor “is already committed to a work schedule.” Harris said Amtrak has evaluated alternative approaches to the project, including the “repair in place” method proposed by the MTA, which would allow the tunnels to stay in service while the work is carried out. But, Amtrak officials said, such an approach would not ensure the long-term reliability of the tunnel rehabilitation work.

“The plan we are implementing proved to be the safest, most efficient, reliable, and timely to complete the full rehabilitation of East River Tunnel, making it the best use of taxpayer investments,” Harris said.

The first tunnel closure is set to commence on May 9, according to Amtrak.

The LIRR would run the same number of trains it does now with one less tunnel. LIRR president Robert Free said that would result in shorter scheduled intervals between trains arriving and departing Penn, "so even a small delay could have cascading impacts."

Those impacts could include "possible shutdowns of service," according to Free.

Concerns over the potential impact on New York commuters spurred both Gov. Kathy Hochul and Nassau County Executive Bruce Blakeman to urge Amtrak to reconsider its strategy.

Addressing board members Wednesday, Free outlined the problems with Amtrak’s "extremely risky extended outage." Because the LIRR runs the majority of the trains into and out of Penn Station, "any failure will impact our customers at a much higher degree," Free said.

"We have the most at risk here," Free said, noting the LIRR operates 461 trains through the East River tunnels daily. "Any failure will impact our customers at a higher degree."

If Amtrak moves forward with its plan, the LIRR has asked the national rail carrier to provide documentation showing it has done the necessary prep work before closing the tunnels. That includes additional maintenance and repairs in the two tunnels not being taken out of service, to ensure they don’t run into unexpected problems while one tunnel is down.

The LIRR also wants Amtrak to limit planned maintenance activities in the two tunnels not being repaired, and to provide a plan to oversee and quickly respond to any issues as they arise.

Lieber, speaking to reporters after the board meeting, said Amtrak's track record on maintaining its infrastructure is "for us, a little terrifying." He noted having Grand Central Madison is a "huge plus" for the LIRR, because it provides a second set of tunnels onto and off of Manhattan for Long Island commuters. 

"If we were in this position and we didn't have Grand Central Madison, it would be a potentially catastrophic situation," Lieber said. 

By Alfonso A. Castillo

alfonso.castillo@newsday.com@alfonsoreports

Alfonso Castillo has been reporting for Newsday since 1999 and covering the transportation beat since 2008. He grew up in the Bronx and Queens and now lives in Valley Stream with his wife and two sons.