In 1999, President Bill Clinton stood across the street from New York\u2019s Pennsylvania Station with the state\u2019s governor and its senior senator to announce plans for transforming the area into a modern gateway for the nation\u2019s biggest city.<\/p>\n
Presidents do not often appear at news conferences about train stations. But Penn Station, in Midtown Manhattan, was the busiest transportation hub in North America, and Mr. Clinton had made public transit a priority. He and Gov. George E. Pataki posed beside a miniature model of a grand new train hall, while Senator Daniel P. Moynihan extolled its future grandeur.<\/p>\n
\u201cPenn Station is the start,\u201d Mr. Moynihan said, \u201cand we will find \u2014 when we complete this project \u2014 that suddenly all will seem possible.\u201d<\/p>\n
More than 25 years, five presidencies and four governors later, the plan to rebuild Penn Station is nowhere near completion.<\/p>\n
For the 600,000 people who pass through every day, Penn Station is indispensable. It remains the busiest transit hub in the United States, with nearly double the number of daily passengers as the busiest airport, Hartsfield-Jackson Atlanta International. Much of the Eastern Seaboard might grind to a halt without it.<\/p>\n
It is also widely abhorred. Passengers descend into a gloomy, dimly lit warren of overcrowded concourses, much of it layered in grime and corroded by decay, sitting above an array of subterranean tracks whose age creates regular snarls and delays that cost New York millions of dollars in lost productivity each day.<\/p>\n
More broadly, it is a stagnant symbol of something deeper in America, a condition that afflicts so many attempts to get big things done: inertia. Again and again, when America undertakes big projects, politics and government get in the way.<\/p>\n
The owners of Madison Square Garden, the arena that sits on top of Penn Station, have rejected proposals to move it.<\/p>\n
Countless ideas for making Penn Station grander and more commuter-friendly have been floated and shelved over the decades. The conversion of the James A. Farley Building across Eighth Avenue into Moynihan Hall for passengers was an exception, if one that ran wildly over budget and beyond schedule. But Moynihan, named for the senator, is mostly ornamental<\/a>. With each attempt to restart work on the larger underground station, progress has been torpedoed by a political rivalry or a powerful billionaire or infighting among transit agencies with their own priorities.<\/p>\n As yardsticks of American progress go, Penn Station does not inspire pride. Since Mr. Clinton\u2019s appearance there 26 years ago, China has constructed nearly 30,000 miles of high-speed rail tracks and built more than a thousand new stations.<\/p>\n There have been other bright spots, such as the renovation of LaGuardia Airport in New York. But that took more than eight years. Saudi Arabia built an entire transit system in Riyadh in a little over 10 years.<\/p>\n In the United States, the investment of billions of dollars in taxpayer money and the extraordinary undertaking of renovating century-old infrastructure are among the many reasons large projects stall before they even get off the ground.<\/p>\n But the failure often starts and stops with politics. Some critics blame multiple layers of federal, state and local regulations that deter investment. Some blame a progressive inclination to spread authority to community groups and individuals. Others point to extreme partisan politics as the root of the paralysis.<\/p>\n Penn Station has basically the same array of tracks and platforms as when it first opened in 1910.<\/p>\n \u201cWe\u2019ve got a system that doesn\u2019t have anyone who can actually make the decision,\u201d said Marc J. Dunkelman, a research fellow at Brown University and the author of \u201cWhy Nothing Works.\u201d The stasis at Penn Station is a \u201cmicrocosm of why generally government doesn\u2019t work,\u201d he said.<\/p>\n Eliot Spitzer, a former Democratic governor of New York, said Penn Station was \u201ca classic example\u201d of how \u201cfractured decision-making\u201d leads to delays and conflicting priorities.<\/p>\n \u201cWhen you have that many entities involved, it makes it nearly impossible to get a resolution,\u201d he said.<\/p>\n Penn has long been a station divided, carved up into fiefs occupied and maintained by railroads whose managers constantly compete for authority and resources.<\/p>\n The station itself, sitting beneath Madison Square Garden<\/strong>, is owned and controlled by Amtrak, the national passenger railroad.<\/p>\n But its primary users are two state-run transit agencies: The Metropolitan Transportation Authority, which runs the Long Island Rail Road<\/strong> in New York, and NJ Transit<\/strong>. Each has exclusive use of some tracks and platforms.<\/p>\n But they must share most of the tracks and platforms with Amtrak<\/strong>, which has the ultimate say over train movements in and out of the station.<\/p>\n The tension among those three agencies has been compounded by the intransigence of James L. Dolan, the billionaire whose company owns Madison Square Garden, which has squatted atop the station for more than 60 years. Their failure to collaborate on a solution has left Penn mired in a sorry state that has been lamented by a generation of everyday commuters.<\/p>\n In New York, a long line of strong-willed elected officials \u2014 Mr. Spitzer included \u2014 have pledged that a makeover of Penn Station was on the way.<\/p>\n In 2006, Mr. Pataki, the Republican governor, spoke of creating \u201ca visionary new Pennsylvania Station.\u201d His successor, Mr. Spitzer, said in 2008 that he was committed to a revamp of Penn that would \u201credefine Midtown Manhattan.\u201d In 2016, Gov. Andrew M. Cuomo likened the station to \u201cseven levels of hell\u201d and, rolling out his own $3 billion plan, vowed, \u201cThis will get done.\u201d<\/p>\n Most recently, the current governor, Kathy Hochul, said that \u201cNew Yorkers do not deserve what they have been subjected to for decades at Penn Station\u201d and presented a revised version of Mr. Cuomo\u2019s proposal with an estimated cost of more than $6 billion.<\/p>\n After all of that talk about all of those visions, Penn Station remains a confusing, overburdened labyrinth of hallways and stairwells buried beneath a 20,000-seat entertainment venue.<\/p>\n Penn Station now serves more daily passengers than even the busiest airport in America.<\/p>\n Its century-old infrastructure takes frequent bites out of the metropolitan economy: Every hour of delay for commuters from Long Island or New Jersey costs the city\u2019s employers nearly $20 million, according to an inflation-adjusted estimate from the Partnership for New York City, a business group.<\/p>\n Kathryn S. Wylde, chief executive of the partnership, said in 2017 that \u201cPenn Station is a symbol of the failure of America to keep up with the escalating demands on urban public transportation.\u201d<\/p>\n She reiterated that sentiment in September: \u201cNothing has changed.\u201d<\/p>\n Community advocates agree. \u201cWe really do have a tragic level of institutional dysfunction with warring entities,\u201d said Lynn Ellsworth, who in 2020 co-founded the Empire Station Coalition, which called for a redesign that would render Penn Station more efficient, more welcoming and easier to navigate.<\/p>\n The railroads that coexist within the station, Ms. Ellsworth said, \u201cdon\u2019t have the managerial competence to rise above their parochial self-interests.\u201d<\/p>\n Modern Structural Problems <\/p>\n Penn Station is a layer cake of inadequacy, with three levels that complicate all efforts to improve service for the thousands of people passing through every day.<\/p>\n New York officials have frequently likened a trip through Penn to a descent into hell. Andy Byford, the Amtrak executive recently put in charge of overhauling the station, described the platforms as a \u201cdark, gloomy, boiling-hot, narrow and cramped situation.\u201d<\/p>\n On the bottom, hundreds of daily trains are confined to essentially the same century-old 21-track layout built for smaller, less frequent trains. The time it takes to get trains in and out of the station is now a main cause of delays and slowdowns.<\/p>\n In the 1960s, when Penn Station was rebuilt with Madison Square Garden atop it, more than 1,000 columns were driven through the platforms, into the bedrock of Manhattan, to support the massive venue and an adjacent office tower.<\/p>\n In 2025, all those columns \u2014 plus staircases, escalators and elevators \u2014 force passengers to squeeze through narrow gaps that are sometimes only a few feet wide. Currently, there is not enough space on each platform to hold both arriving and departing riders.<\/p>\n As passengers ascend to the concourse, they are confronted with a low-ceilinged maze of subterranean corridors into which no natural light has ever shone.<\/p>\n Track assignments aren\u2019t announced until the last minute to prevent collisions between departing and arriving passengers. So people clump together on the concourse levels \u2014 like in this cramped, poorly ventilated NJ Transit waiting area.<\/p>\n The biggest obstacle to a total overhaul of Penn Station is the arena that replaced the original station in the 1960s. Any rearrangement or expansion of the tracks and platforms on the bottom must first grapple with the forest of steel beams holding up the Garden.<\/p>\n Right now, Amtrak is focused on the construction of a new two-track rail tunnel under the Hudson River, a $16 billion project known as Gateway<\/a>. (This fall, the Trump administration suspended<\/a> federal funding for the project and threatened to terminate it in an apparent attempt to pressure Democrats amid a government shutdown.)<\/p>\n The Gateway project would significantly increase train capacity across the Hudson and would require big changes at Penn Station.<\/p>\n The Garden\u2019s owners, who own the air rights for any development above the station, have resisted recent attempts to arrange the arena\u2019s relocation. In 2023, city officials renewed the Garden\u2019s operating permit for an additional five years<\/a>.<\/p>\n At the time, Mr. Dolan, the chairman of MSG Entertainment, said in an interview: \u201cAnother five years and there\u2019ll be some changes in the political structure and we\u2019ll go at it again. Nothing is going to happen.\u201d<\/p>\n In that 2023 interview, Mr. Dolan expressed doubt that the station\u2019s stakeholders would agree on a comprehensive plan to improve it any time soon.<\/p>\n \u201cWe never get to the finish line, and it\u2019s because of all the politicking and bureaucracy and because of all the different constituencies,\u201d he said. \u201cI mean, there\u2019s New Jersey Transit, there\u2019s Amtrak, there\u2019s the M.T.A., there\u2019s the governor\u2019s office, there\u2019s the city. And everybody has to say yes. And everybody\u2019s got a stick in the fire.\u201d<\/p>\n The roots of all this dysfunction can be traced back more than a century.<\/p>\n In 1901, Alexander J. Cassatt, the president of the Pennsylvania Railroad, was a frustrated train traveler. To get from Philadelphia to New York City, he had to transfer at his company\u2019s easternmost terminal in Jersey City to a ferry that would carry him the last mile across the Hudson River.<\/p>\n At the time, the country\u2019s rail system was a robust collection of independent companies vying for prominence on the most popular routes. Collaboration was never in their DNA.<\/p>\n His railroad\u2019s main rival, the New York Central Railroad, had already built itself a terminal in the heart of Manhattan, which later became Grand Central Terminal. Mr. Cassatt burned for a competitive foothold in the nation\u2019s largest city.<\/p>\n \u201cWe must find a way to cross,\u201d he said, according to \u201cConquering Gotham,\u201d a 2007 book by Jill Jonnes.<\/p>\n Within 10 years, Mr. Cassatt\u2019s company had completed the unprecedented feat of digging a tunnel under the Hudson to connect to a station it had created west of Seventh Avenue in Midtown: the new Pennsylvania Station.<\/p>\n The Pennsylvania Railroad, commonly known as the Pennsy, declared that the station would have \u201cthe character of a monumental gateway and entrance to a great metropolis.\u201d<\/p>\n When it opened in 1910, it was heralded as the largest building ever built at one time. Modeled after the Baths of Caracalla in Rome, the Beaux-Arts station was constructed of pink granite, travertine marble and glass skylights.<\/p>\n Unlike now, arriving passengers ascended into a palatial train hall with an airy concourse topped by vaulted ceilings.<\/p>\n \u201cIn our history, there was never another building like Pennsylvania Station,\u201d the architect Philip Johnson wrote. \u201cIt compares to the great cathedrals of Europe.\u201d<\/p>\n The tracks connected the station to new tunnels under the East River, as well as the Hudson, allowing trains to reach Manhattan from the east and the west.<\/p>\n Then, in the 1960s, the glorious original station was torn down to make way for the Garden, and train riders were moved underground. The demolition of Penn became a rallying cry for preservationists.<\/p>\n Originally, Penn Station was the province of the Pennsy\u2019s intercity trains and Long Island Rail Road commuter service.<\/p>\n That centralized control could have continued after the mid-1960s if not for one critical error, said Mitchell Moss, a professor of urban policy and planning at New York University.<\/p>\n In 1965, Gov. Nelson A. Rockefeller had New York buy the struggling L.I.R.R. for $65 million and created the Metropolitan Transportation Authority to manage it. William J. Ronan, the man Mr. Rockefeller hired to run the authority, told Mr. Moss that Rockefeller had passed up the opportunity to also acquire Penn Station for a price that would seem like a screaming bargain today, Mr. Moss recounted.<\/p>\n \u201cHe felt that was a terrific mistake,\u201d Mr. Moss said, recalling their conversation at the Everglades Club in Palm Beach, Fla., about 12 years ago.<\/p>\n \u201cThe fundamental original sin was not buying Penn Station,\u201d said Mr. Moss, a critic of how Amtrak has managed the station. \u201cThat\u2019s the key error, and that has created a lack of clarity about who controls Penn Station.\u201d<\/p>\n Instead, the M.T.A. wound up as a tenant of Amtrak, the federal corporation that inherited many of the Pennsy\u2019s assets after a 1970 bankruptcy.<\/p>\n More than a thousand steel support beams contribute to a cramped feeling on the platforms.<\/p>\n Like NJ Transit, the L.I.R.R., the busiest commuter railroad in the country, has carved out its own separate and unequal territory within Penn Station.<\/p>\n The dividing lines are clear, at least to those who understand the station\u2019s entrenched rules of engagement, as Janno Lieber, the chairman of the M.T.A., does.<\/p>\n Standing beneath a tangle of exposed pipes and wires in a corridor known as the Hilton Passageway, Mr. Lieber explained that each of the railroads is responsible for maintaining its own turf, including the platforms and tracks that only it can use.<\/p>\n North of the passageway, his agency handles the waxing of the floors and the cleaning of the restrooms. Its police force patrols the concourses.<\/p>\n South of the passageway, those burdens fall on NJ Transit, a perennially struggling state-run corporation. Its workers, clad in fluorescent green T-shirts, replace lightbulbs and scrub the metal prison-style toilets.<\/p>\n The station has several street-level entrances leading down to the various railroads\u2019 concourses.<\/p>\n Each railroad has its own dedicated entrance at the front of the station on Seventh Avenue.<\/p>\n NJ Transit\u2019s leads to a waiting area that is cooled by a fleet of large, portable air-conditioners whose exhaust is vented through white ducts that snake up to the ceiling. The cramped area is known to commuters as \u201cthe pit\u201d because of how crowded it gets during evening rush hour.<\/p>\n L.I.R.R. customers enter through a broad concourse that was recently widened, brightened and filled with cafes and fast-food shops. Mr. Lieber called it \u201ca much more functional environment\u201d that had come about because the transportation authority chose not to wait for an agreement with the other railroads and, on its own, overhauled just the areas it managed.<\/p>\n \u201cWe kind of took control of our destiny and said this can\u2019t go on any longer,\u201d Mr. Lieber said.<\/p>\n Untangling the knot of Penn Station\u2019s shortcomings is a challenge that has long stymied New York\u2019s most powerful elected officials.<\/p>\n In 2005, Gov. Eliot Spitzer came as close as any governor ever has to clearing the way for a more majestic rebuild of Penn Station when Mr. Dolan agreed, in general terms, to the relocation of the Garden across Eighth Avenue.<\/p>\n But the plan met opposition from preservationists. Mr. Dolan wanted to back out, but Mr. Spitzer, who called himself a \u201cbulldozer,\u201d plowed ahead. In March 2008, the two men had a tense meeting that Mr. Dolan later recounted<\/a> to a New York Times reporter. \u201cHe was tough,\u201d Mr. Dolan said of the governor.<\/p>\n A week later, Mr. Spitzer was caught up in a prostitution scandal and resigned<\/a>. By the end of the month, Mr. Dolan\u2019s company announced that the Garden was \u201cnot moving,\u201d effectively killing any hopes for Mr. Spitzer\u2019s plan.<\/p>\n Several years passed before another brash Democratic governor, Andrew M. Cuomo, took on the challenge of fixing Penn Station \u2014 without trying to move the Garden.<\/p>\n In 2016, Mr. Cuomo unveiled a $3 billion plan to \u201cdramatically renovate\u201d Penn Station, starting with a long-stalled idea to convert the neighboring Farley Building, which had been the General Post Office, into a train hall that would serve as an annex for Penn.<\/p>\n Moynihan Train Hall, shown under construction in 2017, occupies a former post office building on Eighth Avenue.<\/p>\n Holly Pickett for The New York Times<\/p>\n That idea, first broached by Senator Moynihan, had \u201clanguished because of a lack of financing, political inertia, squabbles with transportation agencies and the developers\u2019 ambitions,\u201d The Times reported in early 2009.<\/p>\n Mr. Cuomo\u2019s plan centered on a partnership between the state and two of the country\u2019s biggest developers, Related Companies and Vornado.<\/p>\n The governor became intensely involved, even threatening at one point to replace the private partners because they were not moving fast enough. He drove that project over the finish line at the end of 2020, more than 25 years after it was first proposed.<\/p>\n \u201cMoynihan is a really good Phase One; it\u2019s the appetizer,\u201d said Vishaan Chakrabarti, a New York architect who has been calling for a radical overhaul of Penn Station since 2016. \u201cBut the main station in the subbasement of the Garden is the entree.\u201d<\/p>\n Transportation experts give credit to Mr. Cuomo, who resigned as governor in 2021 amid sexual harassment allegations and ran unsuccessfully for mayor this year, for applying his famously abrasive personality to get Moynihan Train Hall finished.<\/p>\n But they also note that the project was much less costly and less complicated than renovating Penn Station. New Jersey had little say in the design of Moynihan, and the fact that many NJ Transit trains are accessible from its glass-roofed hall goes virtually unmentioned inside the building.<\/p>\n As soon as Kathy Hochul succeeded Mr. Cuomo, she made improving Penn Station a priority. Within months of taking office, she stood at a lectern in the station and promised it would be transformed from a \u201chellhole\u201d into a world-class transit hub.<\/p>\n Some proposals have suggested reorganizing the region\u2019s rail system to have trains continue past Penn, a practice known as through-running.<\/p>\n The M.T.A., which the governor controls, would take the lead on managing a rebuilding plan with an estimated cost of close to $7 billion, she said. Amtrak and NJ Transit accepted supporting roles in the planning.<\/p>\n \u201cIt\u2019s going to right the wrongs of the past,\u201d Ms. Hochul said. \u201cIt\u2019s going to jump-start something that should have been done a long time ago.\u201d<\/p>\n Ms. Hochul indicated that the state was open to suggestions for how Penn should be improved, and proposals began to roll in. A private developer, ASTM North America, teamed up with Mr. Chakrabarti\u2019s studio, PAU, to propose a design that would require the acquisition and removal of a theater attached to the Garden along Eighth Avenue. Amtrak officials supported the concept, but Mr. Lieber rejected the idea of paying a large sum to Mr. Dolan\u2019s company.<\/p>\n Other architects put forward different ways of renovating the station. Some revived the idea of building a new home for the Garden nearby. Others centered on reorganizing the region\u2019s rail service so that Penn would not have to be expanded at all.<\/p>\n All of them awaited word from New York officials about how and when the project would get rolling.<\/p>\n Can Trump Make It Happen? <\/p>\n After Donald J. Trump was elected president again last November, Ms. Hochul asked him to have the federal government cover most of the cost of a new station, she said. She even floated the idea that it could be renamed after him.<\/p>\n Rather than bankrolling New York\u2019s plan, the Trump administration announced this spring<\/a> that it had lost faith in the state\u2019s ability to manage the project and reassigned it to Amtrak. Sean P. Duffy, the transportation secretary, appointed Mr. Byford<\/a>, who earned the nickname \u201cTrain Daddy\u201d when he oversaw the city\u2019s subway system from 2018 to early 2020, to take charge of the \u201ctransformation\u201d of Penn Station.<\/p>\n Some advocates of the renovation said they worried that Mr. Trump\u2019s involvement would set the project back to square one. But others said that having decision-making power concentrated in a president who sees himself as a builder might be the best recipe for a better Penn.<\/p>\n \u201cHe just took over Penn Station,\u201d Mr. Cuomo said in a recent interview. \u201cThe M.T.A. was working on it for years and had a whole plan.\u201d The former governor added that he expected that Penn was \u201cgoing to wind up being Trump Station, in the heart of Manhattan.\u201d<\/p>\n Ms. Hochul responded to the federal intercession by withdrawing New York\u2019s financial commitment.<\/p>\n Sean P. Duffy, left, the transportation secretary, appointed Andy Byford to oversee the rebuilding of Penn Station.<\/p>\n Michael M. Santiago\/Getty Images<\/p>\n In a recent interview, Ms. Hochul said she was not abandoning the project. \u201cI\u2019m just happy that I don\u2019t have to put money in it,\u201d she said.<\/p>\n Recounting a conversation with Mr. Trump, she said she had pointed out that Amtrak owned the station. \u201cWhy should we have to pay for a building that\u2019s owned by this other entity?\u201d Ms. Hochul said she had asked Mr. Trump.<\/p>\n Still, she told the president: \u201cWe have the possibility of getting this underway before you leave office. Let\u2019s make that our goal,\u201d she recalled. \u201cHe agreed.\u201d<\/p>\n Now the future of Penn Station rests with Mr. Byford, who said he had been told to get construction started before the end of 2027. He laid out an accelerated schedule that included a solicitation of bids from private companies that want to serve as the project\u2019s master developer. Amtrak will make a decision by May 2026, he said.<\/p>\n Mr. Byford said the bidding would be \u201can open and fair competition with no preconceived notions of the outcome, but it will be conducted to a very aggressive timeline.\u201d<\/p>\n He said Amtrak\u2019s longstanding plan to expand the station by taking over all or part of a neighboring block of Midtown was \u201con hold\u201d to focus attention on the makeover. In the meantime, he said, federal transportation officials will study whether having commuter trains pass through Penn and continue on to stations outside the city instead of turning around \u2014 a practice known as through-running \u2014 could accommodate projected growth in rail traffic in the region.<\/p>\n Transit advocates have long bemoaned the political morass that has slowed down efforts to fix Penn.<\/p>\n Ms. Ellsworth, a proponent of running the L.I.R.R. and NJ Transit trains through the city and into each other\u2019s territory, said she had been calling for the federal government to put an end to the infighting and red tape that had thwarted all hopes for an improved station.<\/p>\n \u201cWe need a parent to come in here and knock heads between the various entities,\u201d she said.<\/p>\n Mr. Dunkelman of Brown University was skeptical that \u201cyou\u2019re somehow going to bring in a czar who can wrangle all the separate interests.\u201d<\/p>\n \u201cMaybe the Train Daddy will figure it out and get it done, but the fundamental issue here is not one of personality or incompetence,\u201d he said. \u201cIt\u2019s a political octopus built to fail.\u201d<\/p>\n","protected":false},"excerpt":{"rendered":"In 1999, President Bill Clinton stood across the street from New York\u2019s Pennsylvania Station with the state\u2019s governor…\n","protected":false},"author":3,"featured_media":375127,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[5122],"tags":[5229,23003,63691,66835,27410,405,403,5226,5225,5228,5227,180511,180510,67,586,132,5230,68,2969,10901],"class_list":{"0":"post-375126","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-new-york","8":"tag-america","9":"tag-amtrak","10":"tag-madison-square-garden","11":"tag-metropolitan-transportation-authority","12":"tag-new-jersey-transit","13":"tag-new-york","14":"tag-new-york-city","15":"tag-newyork","16":"tag-newyorkcity","17":"tag-ny","18":"tag-nyc","19":"tag-pennsylvania-station-manhattan","20":"tag-stations-and-terminals-passenger","21":"tag-united-states","22":"tag-united-states-of-america","23":"tag-unitedstates","24":"tag-unitedstatesofamerica","25":"tag-us","26":"tag-usa","27":"tag-vis-design"},"share_on_mastodon":{"url":"https:\/\/pubeurope.com\/@us\/115540482097731960","error":""},"_links":{"self":[{"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/posts\/375126","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/comments?post=375126"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/posts\/375126\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/media\/375127"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/media?parent=375126"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/categories?post=375126"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/us\/wp-json\/wp\/v2\/tags?post=375126"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}