At a legislative hearing on Aug. 16, 2018, Gateway Program Development Corp Interim Executive Director John D. Porcari said, “There is no Plan B.” He was wrong. At the same hearing, this writer (as Chair of the Lackawanna Coalition, a New Jersey-based advocacy organization) outlined the “Plan B” that some rider-advocates had formulated and submitted, in the event that the entire $30 billion-plus Gateway program as currently proposed fails to attract sufficient funding. Porcari stuck to his story that the existing North River Tunnels are deteriorating so quickly that they constitute a disaster waiting to happen but, under his proposal, they would not be repaired until 2030 or some time shortly thereafter.
Ever since Hurricane Sandy devastated the New York and New Jersey region in October 2012, the tunnels under the Hudson River between New Jersey and Penn Station New York have been described as a ticking time bomb, subject to complete failure at any time; at least any time after 2021, and more likely after 2034.
The original Access to the Region’s Core (ARC) Project started with a semblance of consensus but ended its 15-year life in controversy. Its replacement, Gateway, was proposed in February 2011, and has been surrounded by controversy for the entire eight years of its life, so far. The politicians and planners who are pushing the program consider it inevitable, just as they considered the now-defunct ARC Project inevitable almost until the day it was killed in 2010.
The Gateway Project to build two new rail tunnels under the Hudson River connecting New Jersey and New York has been mired in political controversy for years, going back to its first iteration, the ARC (Access to the Region’s Core) project, or “THE (Trans-Hudson Express) Tunnel,” dubbed by critics as “the tunnel to Macy’s basement,” and killed by former New Jersey Gov. Chris Christie. New York Gov. Andrew Cuomo is the latest politician to add fuel to the fire.
New Jersey Transit’s Board of Directors on June 13 approved a financing agreement with the New Jersey Economic Development Authority (NJEDA) that provides up to $600 million toward the construction of the first phase of a new Portal Bridge, a key component of the ambitious Gateway Project to improve passenger rail service between New York City and New Jersey. The funding commitment “solidifies New Jersey’s local share of the project cost,” NJT said.
A revision by the Federal Transit Administration lowering the priority rating for the proposed Gateway rail tunnels could endanger funding for the project linking New York and New Jersey.
“Non-existent”: This is the exact term the United States Department of Transportation used to describe any commitment the federal government has toward funding the ambitious, multi-billion-dollar Gateway Program, which would vastly improve passenger rail access to New York City, the nation’s busiest transportation hub.
The United States Senate has advanced President Trump’s pick for the number-three post at the Department of Transportation, squashing protests from three of the four Democrats representing New York and New Jersey, who want the Administration to commit to the federal share of the multi-billion-dollar Northeast Corridor Gateway Program. However, the number-one spot at the Federal Railroad Administration remains trapped in a contentious game of political maneuvering.
The Gateway Program Development Corporation (GDC) is turning to the private sector to issue ideas on how to deliver the Hudson Tunnel Project.
The American Council of Engineering Companies (ACEC) has presented a National Recognition Award for exemplary engineering achievement to the New York City-based team of WSP | Parsons Brinckerhoff, STV and AECOM for developing the system-level design of Amtrak’s Gateway Project, which will improve rail access between New Jersey and Manhattan.