Extension of the High Line "park" to Penn Station in New York City as an element of the pedestrian mobility network
Last week's insurrection interfered with my writing plans. Instead I doomscrolled for the rest of the week, reading all sorts of coverage.
One in-process piece uses the opening of the new Moynihan Train Hall extension to Penn Station ("Moynihan Train Hall is a New Year’s Gift to New York City," Metropolis Magazine) as a jumping off point for repositioning "national" railroad passenger planning at multiple scales.
A related element is the proposed extension of the High Line elevated linear park to Penn Station ("$60 Million High Line Expansion to Connect Park to Moynihan Train Hall," New York Times).Then it can become a more purposive element of the horizontal mobility network, not "merely" a park.
Places like Chicago and Toronto that have related underground pedway networks, Minneapolis and St. Paul with their above-ground skyway networks, the various improvements finished or underway around Grand Central Station in New York City, and stairway, escalator, gondola/aerial tramways, and elevator connections in various places ranging from Hong Kong to Medellin to Portland, Oregon to Berkeley, California to New York City to Monaco are practical examples of how to do this.
While this piece aims at creating a complete framework for the elements of mobility, "Further updates to the Sustainable Mobility Platform Framework." The framework needs an update. In the interim, I add bits and pieces through the comments section.