Penn Station revamp must go right

It may be hard to picture a Penn Station that isn't dark, dingy and decrepit. It may be even harder to envision a gleaming Penn Station, a bustling, vibrant and safe transportation hub, surrounded by an invigorated neighborhood. And it's difficult to imagine a time when commuters have fully returned, office space is in high demand, and the region's outlook isn't grounded in the pandemic.

But such planning is needed. When the fog of uncertainty hanging over Midtown Manhattan clears, the state and the Metropolitan Transportation Authority must be poised to take advantage of the economic potential a new Penn and the right development would bring.

That reimagining must not become mired in the swamps of powerful political or real estate interests. Vornado Realty Trust, a key player at Penn and in surrounding property, has donated generously to the former governor, Andrew M. Cuomo, and the current one, Kathy Hochul, so any plan that burdens taxpayers could raise suspicions of a giveaway.

The focus must be on a fair deal that benefits the hundreds of thousands of commuters and visitors from across the region and beyond who pass through the station every day. Among them: Long Island Rail Road riders, who have suffered a deteriorating Penn for decades.

Improvements to the LIRR's concourse should be done by the end of this year. Then, if all goes well, the larger Penn renovation would happen between the opening of the LIRR connection to Grand Central Terminal at the end of 2022 and the start of Metro-North Railroad's access to Penn, likely within five years.

The design work and planning must begin now. That requires cooperation from Amtrak, which owns the station. Amtrak officials said they see Penn's revamp as a priority. Also, the winner of the governor's race in November must remain steadfast in leading and guiding the project.

Even as Penn is prioritized, there's other work to do both below ground on the tunnels, tracks and platforms, and above ground, as the plans include an additional 18.3 million square feet of development. Empire State Development officials must provide clarity on financing and flexibility in their plans. And city officials must be willing to say "yes" to a project that will improve the neighborhood and the region.

It will be critical to understand what best suits a post-pandemic world that might not prioritize the traditional Midtown office skyscraper space. Last year, Hochul reduced planned building heights. But officials must be willing to shift the project further. Perhaps more housing at all levels of affordability, different types of office space, or less square footage will be necessary.

This is a rare moment when elected officials, transit executives, advocates and others have an opportunity and an obligation to come together around a shared vision and priorities. The region's future depends on it.