Metro-North's gain at Penn Station can't be LIRR's loss

It was easy to overlook a quiet warning that recently emerged from Amtrak — one in a series of challenges for an effort called Penn Station Access, which seeks for the first time to bring Metro-North trains into Penn.

For the Long Island Rail Road, this was a loud whistle of potential trouble ahead.

In a letter to the Metropolitan Transportation Authority, Amtrak executive vice president Laura Mason wrote that "any new Metro-North service must also be accompanied by a reduction in Long Island Rail Road service levels ..." into Penn Station.

MTA chief executive Janno Lieber quickly called the suggestion "a nonstarter." 

He's right. LIRR riders, who come Sunday will face a fare increase with some ticket costs rising as much as 8%, shouldn't have to sacrifice for another railroad's expansion.

Amtrak's concern emanates from the fact that Penn Station has only a limited number of "slots." Some go to Amtrak, some to New Jersey Transit and others to the MTA. Once Metro-North joins the LIRR rolling into Penn, they'll each need a certain number of those slots. In years past, LIRR riders were reassured that Penn Access would not result in any reduction of slots at Penn Station, especially once the LIRR had shifted its schedules with the addition of service to Grand Central Madison.

Amtrak officials say their concern stems partly from the East River Tunnel repairs which have affected LIRR schedules. By Amtrak's own promises, that construction should be done before Penn Access service begins. And if Amtrak doesn't keep to its schedule, that shouldn't be the LIRR's problem.

Amtrak knows that. Four years ago, the Newsday editorial board issued a word of caution about the Penn Access plans, then in their infancy.

"The MTA must make sure there aren't negative consequences for the LIRR that would stymie its expansion," the board wrote. "The two commuter rails must complement each other, without hurting one another's growth." 

That remains true. MTA and LIRR officials should take Amtrak's warnings seriously. But in all future discussions, negotiations and planning with the national passenger rail system, Lieber and other MTA officials must stick to their "nonstarter" position.

LIRR riders have faced their own delays, outages and service issues every time capital improvements are underway — but they eventually see the fruits of those efforts, from the reliability gained through the Main Line's Third Track to the new destination of Grand Central Madison. They shouldn't have to face service changes due to another railroad's project.

MTA and Amtrak officials must find a way to accommodate Metro-North without diminishing LIRR service during construction or once tracks are allocated. Both commuter railroads should be able to grow and flourish, without causing harm to either system's riders.

Metro-North's gain must not be the LIRR's loss.