MEIR RINDE | JUNE 16, 2015
But near-insurmountable difficulties remain to be resolved — such as where the requisite $15 billion will come from
Two century-old tunnels that carry Amtrak and NJ Transit trains into New York City
The urgent need for new rail tunnels under the Hudson River is finally getting some serious attention after years of little activity.
At a closely watched summit of transportation leaders in New York last month, a top official from the Obama administration called Amtrak’s proposed Gateway tunnel between northern New Jersey and Manhattan “the most important rail project in the United States.” Peter Rogoff, the acting undersecretary of transportation, said the two states must act immediately to advance a plan, sparking attendees’ hopes that the highly complex, expensive, long-stalled project might finally get underway.
“It was like, ‘Whoa! We finally are hearing it from Washington,’” Martin Robins, the dean of New Jersey transportation experts and a conference participant, said after the meeting. “I wish it had come earlier.”
The sign of possible movement comes five years after Gov. Chris Christie canceledNJ Transit’s ARC (Access to the Region’s Core) tunnel project under the Hudson, citing the project’s potential high cost. It comes two and half years after Hurricane Sandy ravaged the existing, 105-year-old tunnels, raising the prospect of a long shutdown of at least one tunnel for repairs that could cripple rail travel in the near future.
“Closure of that tunnel, and the 50 percent to 75 percent reduction in capacity, would have a disastrous effect on the regional economy. That can’t be overestimated,” said Pat Foye, the executive director of the Port Authority of New York & New Jersey.
New tunnels are needed to prevent such a crisis and to allow continued economic growth, the conferees said. Rail travel across the Hudson has increased 140 percent in the past 25 years, even as auto travel has declined, and is projected to double again by 2040, according to the Regional Plan Association, which organized the conference with the Port Authority.
“This conference isn’t about transportation. It’s about jobs,” Foye said during a panel discussion. “It’s about protecting and retaining the jobs the region already has and creating the platform for future job growth. It is not an overstatement to say the region’s economic prosperity is at stake.”
But even with that looming risk and the kick in the pants from Rogoff, fundamental questions remain unanswered. Most importantly, which agency will own and direct the project? And where will the required funding, which could reach $15 billion or more, come from?
How will Christie and New York Gov. Andrew Cuomo, who are both under pressure to pay for other transportation needs, somehow agree to support such a massive undertaking? And what role will be played by the powerful but politically vulnerablePort Authority, which needs to spend billions on other projects and remains under a cloud of Bridgegate-related scandals?
