It was unveiled as the Gateway Project in 2011, one year after the cancellation of the somewhat similar Access to the Region's Core (ARC) project; the need for these renovations only increased after Hurricane Sandy had damaged the North River Tunnels the following year.[2][3][4] It took nearly a decade to line up both funding from federal agencies and the state governments involved, and to complete regulatory filings. In 2021, the project was formally approved by the federal government, and work officially began in 2023. The total cost was estimated (in August 2021) to be $16.1 billion. It is scheduled to reach completion by 2035.
In 1949, the PRR discontinued its ferry system on the Hudson, and in 1961, it closed its Exchange Place station.[27] In 1963, due to declining traffic and revenue, the PRR demolished the above-ground New York Penn Station. It retained its below-ground passenger concourses and waiting areas, and sold its air rights, enabling construction of a new Madison Square Garden.[28] In 1967, the Aldene Plan was implemented, requiring the floundering Central Railroad of New Jersey (CNJ), Reading (RDG), and Lehigh Valley (LV) railroads, to travel into Newark Penn while continuing service to New York Penn.[23]: 61 [29] Under continued financial pressure, the PRR merged with New York Central (NYC) in 1968, but the newly-formed Penn Central (PC) declared bankruptcy on June 21, 1970. In 1976, the PC long-distance service (including part of today's Northeast Corridor and Empire Corridor) was assumed by Amtrak, which had been founded in 1971.[30]Conrail was created in 1976 to consolidate numerous Northeast private railroads, including commuter service on the CNJ and the LV.[31][32] Conrail divested itself from passenger operations in 1983, and NJT assumed control.[33]
In 1991, NJT opened the Waterfront Connection, extending service on several non-electrified trains which had previously terminated at Newark Penn Station to Hoboken.[34] In 1996, NJT inaugurated Midtown Direct service, rerouting some trains from the west which previously terminated at Hoboken Terminal to New York Penn.[35][36]Secaucus Junction was opened in 2003, allowing passengers travelling from the north to transfer to Northeast Corridor Line, North Jersey Coast Line, or Midtown Direct trains, though not to Amtrak, which made no stops there. Between 1976 and 2010, the number of NJT weekday trains crossing the Hudson using the North River Tunnels (under contract with Amtrak[37]) increased from 147 to 438.[7]
Trans-Hudson crossings
The Northeast Corridor is the most heavily traveled railway in the United States, and is the only rail line that travels under the Hudson River and through New York City.[38] The other rail system crossing the Hudson was developed by the Hudson and Manhattan Railroad, partially in conjunction with the PRR,[39] and taken over by PANYNJ in 1962, who rebranded the H&M as the PATH, a rapid transit system.[40] Direct trans-Hudson rail service to Lower Manhattan from Newark Penn is provided by PATH with additional terminals at World Trade Center and Herald Square in Manhattan, and at Hoboken Terminal and Journal Square in Hudson County, New Jersey.[41] In 1971 New Jersey Governor William T. Cahill proposed constructing another rail tunnel from Weehawken, New Jersey, to 48th Street in Midtown Manhattan.[42]
There are three vehicular crossings of the lower Hudson River.[43] The Holland Tunnel, opened in 1927, is minimally used for public transportation and connects Jersey City, New Jersey, to lower Manhattan. The George Washington Bridge, opened in 1931, is used by suburban buses to GWB Bus Terminal, and connects Fort Lee, New Jersey, to upper Manhattan. Its lower level, opened in 1962, is the last new river crossing.[44] The Lincoln Tunnel, composed of three tubes opened in 1937, 1945, and 1954, connects Weehawken, New Jersey, to Midtown Manhattan.[45] More than 6,000 bus trips are made through the tunnel and bus terminal daily.[46] Its eastern terminus is connected via ramps to the Port Authority Bus Terminal, the gateway for most NJT bus traffic entering Manhattan.[47] Despite the Lincoln Tunnel XBL (express bus lane) during the morning peak there are often long delays due to traffic congestion and the limited capacity of the bus terminal.[48][49][50]
Access to the Region's Core
Site of the western portal of the tunnel in North Bergen at Tonnelle Avenue
Launched in 1995 by PANYNJ, NJT, and MTA, Access to the Region's Core (ARC) was a Major Investment Study that looked at public transportation ideas for the New York metropolitan area. It found that long-term goals would best be met by better connections to and in-between the region's major rail stations in Midtown Manhattan, Penn Station and Grand Central Terminal.[51] The East Side Access project, including tunnels under the East River and the East Side of Manhattan, was completed in early 2023; some LIRR traffic has been diverted to Grand Central, freeing up track slots at Penn Station.[52][53][54]
The Trans-Hudson Express Tunnel or THE Tunnel, which later took on the name of the study itself, was meant to address the western, or Hudson River, crossing. Engineering studies determined that structural interferences made a new terminal connected to Grand Central or the current Penn Station unfeasible and its final design involved boring under the current rail yard to a new deep cavern terminal station under 34th Street.[55][56] While Amtrak had acknowledged that the region represented a bottleneck in the national system and had originally planned to complete work by 2040,[57] its timetable for beginning the project was advanced in part due to the cancellation of ARC, a project similar in scope, but with differences in design.[58] That project, which did not include direct Amtrak participation,[57][59] was cancelled in October 2010 by New Jersey governor Chris Christie, who cited potential cost overruns.[60] Amtrak briefly engaged the governor in attempt to revive the ARC Tunnel and use preliminary work done for it, but those negotiations soon broke down.[10][57][59] Amtrak said it was not interested in purchasing any of the work.[61] Senator Menendez later said some preparatory work done for ARC may be used for the new project.[62] Costs for the project were $117 million for preliminary engineering, $126 million for final design, $15 million for construction and $178 million real estate property rights ($28 million in New Jersey and $150 million in New York City). Additionally, a $161 million partially refundable pre-payment of insurance premiums was also made.[63]
Funding and start of construction
Projected costs
In 2011, the project was projected to cost $13.5 billion and finish in 2020. In April 2011, Amtrak asked that $1.3 billion in United States Department of Transportation funding for NEC rail corridor improvements be allocated to Gateway and related projects.[64][65] In November, Congress allocated $15 million for initial engineering work.[66][67][68]
In 2012, revised projections put the cost at $14.5 billion and completion date at 2025.[69] In April 2012, the a U.S. Senate subcommittee proposed another $20 million.[70][71] In September 2012, Schumer estimated that the project would need $20 million in 2013 and $100 million in 2014 to keep it from dying.[72]
In December 2012, Amtrak requested $276 million from Congress to upgrade infrastructure damaged by Hurricane Sandy that would also eventually support trains run along the new Gateway Project right-of-way.[73][74][75] That earmark funding, which had been revised to $188 million, was deleted from the legislation.[76] However, the United States Department of Transportation provided $185 million from its portion of these Sandy relief and resiliency funds to build the "tunnel box" under the Hudson Yards redevelopment project and rebuild an overlapping Maintenance of Equipment building for the Long Island Rail Road.[77]
In July 2017, the projected cost for the new tunnels under the Hudson River and for the repair of the North River Tunnels increased to $12.9 billion, up from a previous estimate of $7 to 10 billion.[4][78][79]: S-10
In August 2021, projected costs for construction of the new tunnels and repair of the existing North River Tunnels was revised to $12.3 billion in a financial plan submitted on behalf of the Gateway Development Commission.[80][81] The States of New York and New Jersey identified their sources of funding for the project, and Amtrak increased its contribution to the project. Early in 2022, the FTA upgraded the rating for the sought Federal Grant share of the tunnel to project, making it eligible for funding.[82] In July 2022, the governors of New York and New Jersey signed a memorandum in which the two states' governments agreed to share the cost of the project.[83][84] By that August, the projected cost of the tunnels and related projects had increased to $16.1 billion.[85][86]
Development corporation and commission
In November 2015, the creation of the Gateway Development Corporation was announced by Amtrak, U.S. Senators Cory Booker and Chuck Schumer, and Governors Christie and Cuomo.[87][88] The corporation oversaw planning, environmental, design, engineering, and construction work, and it also sought federal grants and applied for loans. Its board was composed of Port Authority of New York and New Jersey board members, the USDOT, and Amtrak, while its staff consisted of PANYNJ and Amtrak employees.[89][90]
In December 2015, federal legislation was introduced to allow Amtrak to operate the NEC as a financially separate entity that could invest profits from the line into its infrastructure. The legislation also provided for more low-interest loans through changes in the Railroad Rehabilitation and Improvement Financing and Capital Investment Grant (New Starts) federal funding programs.[91] In March 2016, Amtrak and PANYNJ committed $35 million each for design and engineering work.[92] Additional funding has not been identified.[93]
The group met for the first time on January 12, 2017.[94][95] On June 30, 2017, the U.S. Department of Transportation sent a letter to the Gateway Development Corporation permanently withdrawing from its board of trustees.[96] Shortly afterward, the draft Environmental Impact Study for the project was issued.[4]
By 2019, project stakeholders had decided to create a bi-state agency to oversee the project's planning, funding, and construction of the rail tunnels and bridges. Creating this Gateway Development Commission required identical legislation in the New York and New Jersey legislatures, which both states passed on June 24, 2019.[97][98] The law sets standards for transparency and accountability, and says that each state is responsible for half the funding. The Commission can receive funds from federal, state, and local sources.[99] The Commission's first CEO, Kris Kolluri, was nominated by New York governor Kathy Hochul and New Jersey governor Phil Murphy in early 2022.[100][101] Kolluri resigned July 18, 2024, one month after he was repeatedly mentioned in the indictment of powerful South Jersey political boss George Norcross.[102]
Blocked by Trump administration
The administration of President Barack Obama called Gateway the most vital piece of infrastructure that needs to be built in the United States.[103]Port Authority of New York and New Jersey Chairman John J. Degnan said in May 2015 that the agency "would step up to the plate" with regard to funding the project,[104][105] and in a September 2015 joint letter to Obama, New Jersey Governor Chris Christie and New York Governor Andrew Cuomo offered to pay half of the project's cost if the federal government picked up the rest.[106][107][108] After President Donald Trump took office, however, his administration began to cast doubt on funding the project, as Trump suggested defunding the Federal Transit Administrations (FTA)'s New Starts program for all new projects,[109] despite his own Secretary of TransportationElaine Chao calling the project "an absolute priority".[110]
In September 2017, $900 million was allocated for the project in a House of Representatives spending bill,[111] but under pressure from Trump, 155 Republican and four Democratic representatives co-sponsored a proposed amendment to remove the funding, with North Carolina Republican Ted Budd saying, "North Carolina and the other 48 states should not have to foot the bill for this hall of fame earmark."[112][113] A bipartisan group of representatives from New Jersey disagreed, with Republican Rodney Frelinghuysen saying, "The people of Texas, victims of an historic storm (Hurricane Harvey), need additional federal disaster assistance. The people of New Jersey need a safe and well-functioning transportation infrastructure. I intend to continue to fight for both."[112][113]
On December 14, 2017, Governor Chris Christie committed $1.9 billion, New Jersey's share of the tunnel cost.[114] On December 29, 2017, multiple news sources published a letter from a Trump administration FTA official who stated that the Gateway Program was a "local" project, putting federal funding for the project in doubt.[115][116]
In March 2018, Trump directly pressured Republican House Speaker Paul Ryan to oppose federal funding for the Gateway Program in the omnibus spending bill that was then being worked on.[117][113] When the Consolidated Appropriations Act was signed on March 23, 2018, it provided $2.9 billion to discretionary grant programs,[118][119] which Democrats said could provide as much as $541 million for Gateway,[120] with $388 million coming from $650 million for improvements to the Northeast Corridor and another $153 million coming from FTA grants.[119][121]
In June 2018, the State of New Jersey approved $600 million in bonds to finance the Portal Bridge part of the project.[122][123][124] In its 2020 budget, the Trump administration again proposed cutting funding for the Gateway Program by half, from $650 to $325 million.[125][126][127]
Approval and funding under Biden
With the inauguration of Joe Biden as U.S. President in January 2021, discussion resumed on funding the Gateway Program. Schumer, who had become the Senate majority leader, said that month he was working with Biden administration Transportation Secretary Pete Buttigieg to allocate $12 billion to the project.[128][129] Buttigieg supported the project, saying, "This is a regional issue, but one of national significance."[130]
On May 28, 2021, the project was formally approved by the federal government.[131][132][133] The Infrastructure Investment and Jobs Act, passed in November 2021, appropriated billions for projects like Gateway and other upgrades to the Northeast Corridor.[134] The next month, the United States Army Corps of Engineers gave final approval.[135][136] On August 31, 2022, the Gateway Development Commission announced the new tunnels would be completed in 2035 and the existing North River Tunnels would be rehabilitated by 2038.[85][137]
In July 2022, New Jersey and New York officials each agreed to pay 25 percent of the project's cost; under the agreement, federal officials would pay 50 percent.[138][139] The New Jersey Turnpike Authority agreed to help fund New Jersey's portion of the project in December 2022.[140][141] Schumer said the same month that construction on the project would commence in 2023 with $292 million in federal funding,[142] which Biden announced would be used to complete the Hudson Yards "tunnel box".[143][144] In July 2023, the FTA promised a $6.88 billion grant, the largest transit grant that the federal government had ever given;[145][146] the grant was finalized the following June[147][148] and handed over to the Gateway Development Corporation that July.[149][150] Another $3.8 billion grant was provided in November 2023.[151][152] All told, $12 billion in federal funding for the $16 billion project was planned to be committed by the 2024 United States presidential election, bringing the project to a "point of no return".[153][154]
The current route, about 11 miles (18 km) long, includes infrastructure that was built in the 1900s and 1910s.[157] The system operates at capacity during peak hours—24 trains per hour—and limits speed for safety reasons.[158] The new route would run parallel to the current right-of-way, enabling dispatching alternatives, potential speed increases, and up to 24 more trains per hour.[1]
Newark Penn, Dock Bridge, and Harrison PATH station
The Portal Bridge is a major pinch point of the Northeast Corridor, as problems closing the bridge cause delays for thousands of rail commuters.The right-of-way would parallel the NEC and pass through Secaucus Junction
The subproject Portal Bridge Replacement would construct two new two-track rail bridges over the Hackensack River, replacing the existing Portal Bridge built in 1910: the Portal North Bridge and the Portal South Bridge.[7]
The old Portal Bridge at 40°45′13″N74°5′41″W / 40.75361°N 74.09472°W / 40.75361; -74.09472 (Portal Bridge) is a two-track, rail-only, 961-foot (293 m) swing bridge over the Hackensack River between Kearny and Secaucus. Its design limits train speeds, temporarily prohibits crossings when open, and requires frequent and costly maintenance.[13][162] Its lowest beams are 23 feet (7.0 m) above the water, so it opens regularly for shipping,[162] though not during weekday rush hours, when trains have priority.[163] In addition to the drawbacks that come with the swing bridge design itself, due to its substantial age and bad state of repair the Portal Bridge frequently failed to close properly after swinging back, causing major disruptions for riders on NJ Transit and Amtrak.[164]
The first phase of the project is the construction of the two-track Portal North Bridge, expected to take 6 years to complete once construction begins. The Portal North Bridge would replace the tracks on the existing Portal Bridge one-by-one. It would hence yield reliability improvements, but not increase capacity.[165] After the Portal North Bridge enters service, the old Portal Bridge would be demolished. A twin bridge, the Portal South Bridge, would eventually double the number of tracks to four, thus matching the rest of the Northeast Corridor.[166]
Construction on the Portal North bridge began on August 1, 2022, with a groundbreaking ceremony.[167] The Portal North Bridge was halfway complete and on budget by mid-May 2024[update].[168] In November 2024, the first of three arch segments was floated to the construction side, after being assembled off-site.[169] As of November 2024, no funding commitment has been made for the two-track Portal South Bridge, leaving its timeline uncertain.
In December 2008, the Federal Railroad Administration (FRA) approved a $1.34 billion project to replace the Portal Bridge with two new bridges: a three-track bridge to the north, and a two-track bridge to the south.[13] In 2009, New Jersey applied for funding from the American Recovery and Reinvestment Act of 2009 and on January 28, 2010, received $38.5 million for design.[170] In April 2011, Amtrak applied for $570 million for construction from US DOT. New Jersey was expected to contribute $150 million.[65]
In the early design years, cycling advocates, with Lautenberg's support, lobbied to include a bike path that would have become part of the East Coast Greenway, however that was not included in the final design of the Portal North Bridge.[15][171]
In October 2015, a $16 million TIGER grant was awarded and will be used to support early construction activities such as realignment of a 138 kV transmission monopole, constructing a temporary fiber optic cable pole line, building a finger pier construction access structure, a service access road and a 560-foot retaining wall.[172][173]
Construction on the new bridges had been scheduled to begin in 2010 and wrap up in 2017, at which time the Portal Bridge would have been dismantled; however, the project encountered numerous delays primarily due to a lack of state and federal funding during the Republican administrations of New Jersey Governor, Chris Christie and U.S. President Donald Trump, both of whom opposed the project.[6][7][12][13][58][174]
In June 2020, Trump informed NJ Governor Phil Murphy that he would no longer oppose the Portal Bridge replacement, allowing the project to begin once it could be properly financed.[175]
If a loop were built, passengers bound for New York Penn Station would not need to use Secaucus Junction for transfers. Trains using the loop would also increase the capacity demands on the already over-capacity NEC which the Gateway Program is designed to alleviate. Suburban property owners along the Main Line/Bergen County Line and Pascack Valley Line would stand to gain economically as property values have increased significantly along commuter rail lines once they were upgraded to offer "single-seat commutes".[181]
Tunnels
The Gateway Tunnel will join the current right-of-way at the south side (left.)
The Gateway Program would build two new tunnels, doubling the rail capacity.[79]: S-2 to S-3, S-10 [182]: 5B-17 The current North River Tunnels allow a maximum of 24 one-way crossings per hour;[158][183] the Gateway proposal would allow an additional 24 trains per hour.[1]
North River Tunnels
The North River Tunnels were 102 years old when they were inundated by seawater from Hurricane Sandy in October 2012.[184] If the new Hudson Tunnel is not built, the North River Tunnels will have to be closed one at a time, reducing weekday service below the existing level of 24 trains per hour. Due to the need to provide two-way service on a single track, service would be reduced by over 50 percent.[183] In the best-case scenario, with perfect operating conditions, 9 trains per hour could be provided through the tunnel, or a 63% reduction in service. During the duration of construction, passengers would have to use overcrowded PATH, buses, and ferries to get between New Jersey and New York.[185]: 1–7 In May 2014, Amtrak CEO Joseph Boardman told the Regional Plan Association that there was something less than 20 years before one or both of the tunnels would have to be shut down.[186]
As a result of the storm damage and the tunnels' age, component failures regularly occur within the tubes, resulting in frequent delays.[2] One report in 2019 estimated that the North River Tubes and the Portal Bridge contributed to 2,000 hours of delays between 2014 and 2018.[187] The North River Tunnels need to be repaired without major reductions in weekday service, making it necessary to have new tunnels built. Once the new tunnels open, the two North River Tunnels would close for repairs, one at a time, with the existing level of service maintained. This is because the new tunnel would be located further south–there would be no access to Track 19, and Tracks 9–18 would only have access to the tunnel by the single I ladder-track. Once the new North River Tunnels reopen in 2030, capacity on the line would be doubled. The Hudson Tunnel Project would also allow for resiliency on the Northeast Corridor to be increased, making service along the line more reliable with redundant capacity.[79]: S-2 to S-3, S-10 [182]: 5B-17
Hudson Tunnel
The Gateway Hudson River tunnel, one point of which would be at 40°45′17″N74°01′00″W / 40.75479°N 74.01677°W / 40.75479; -74.01677, will travel from a point at Weehawken Cove under the Hudson River and its eastern portal south of West Side Yard in Manhattan.[7] Engineering studies for ARC along this route had been deemed unfeasible.[188] Surveys of properties which would or would not be affected by underground construction at underground eastern end of the ARC Tunnel had been completed.[189]
In April 2011, $188 million in federal funding was requested for preliminary engineering studies and environmental analysis.[65][190] On May 2, 2016, the FRA published a Notice of Intent to jointly prepare an environmental impact statement (EIS) with NJ Transit for the Hudson Tunnel Project under the National Environmental Policy Act (NEPA). The EIS will evaluate the potential environmental impacts of a reasonable range of alternatives, including a no-build alternative. As appropriate, FRA and NJ Transit will coordinate with Amtrak and PANYNJ on the EIS.[191]
The ARC Tunnel was to be built in three sections: under the Hudson Palisades, under the Hudson River, and under the streets of Manhattan, where it would have dead-ended. The Hudson Tunnel will likely be built along the footprint of the Palisades and river sections, but will enable trains to join the current interlocking once it emerges. A flying junction is planned for later stages. This will allow Amtrak and NJT to continue to use the East River Tunnels and Sunnyside Yards for staging, storage, and carrying Amtrak NEC trains.[7]
The Draft Environmental Impact Study (DEIS) for Gateway tunnels was issued in June 2017. Four alternatives for alignments under the Hudson River and the Palisades. Option 1 would have the new tunnels run close to the existing tunnels with a ventilation site near the Lincoln Tunnel Helix. This option would have required a construction staging site within the Lincoln Tunnel Helix, thus displacing New Jersey Transit's Weehawken bus storage site, which would have a negative impact on the operation of buses to the Port Authority Bus Terminal. Option 2 would have the new tunnels run further south than the first option, with a shaft site north of 19th Street near JFK Boulevard East. This option would require the acquisition and demolition of an existing multi-story office building to build the shaft site. The third option would be further south with a shaft site south of 19th Street. This option would preclude the development of a portion of a planned residential development under construction at 800 Harbor Boulevard. The fourth option would be further south with a shaft site south of 18th Street, following the same horizontal alignment identified in the ARC FEIS. Alignment Option 4 was chosen for the build alternative even though it would have a slightly longer tunnel than in the other alternatives. Because of the additional length, there would be additional tunneling costs for this option. The first three options have greater pre-construction risks, meaning that if construction was delayed the cost difference would be minimized. In addition, Option 4 does not have the issues that the first three options have.[79]: S-6 [185]: 2–9 to 2–10
The new tunnel would be built to comply with the National Fire Protection Association (NFPA) 130, Standard for Fixed Guideway Transit and Passenger Rail Systems, with the two tubes connected by cross passages every 750 feet (230 m) with fire-rated doors to separate the two tubes.: S-9 [79] The tunnel would be constructed through the use of two tunnel boring machines beneath the river bottom.[79]: S-11
While the Hudson Tunnel Project would double the number of tracks under the Hudson River, it would not result in an increase in rail capacity due to constraints at Penn Station. Penn Station operates at capacity during peak periods, and since it takes a long time for passengers to board and alight trains, trains cannot leave and enter the station as might otherwise be possible. Even with improvements in the station, there are inadequate train storage facilities at Penn, and there is no capacity in the East River Tunnels to allow for trains to be stored during middays at Sunnyside Yard. Without these additional improvements, it is assumed that the same number of trains going between New Jersey and New York today would be operating in 2030, albeit with the additional tunnel capacity.[79]: S-9 to S-10 The first construction contract relating to the tunnel itself, a contract for stabilizing the riverbed, was awarded in February 2024.[192][193] By mid-2024, the first tunnel boring machine was scheduled to begin digging in late 2024 or early 2025, while a second TBM was to begin digging in 2026. Each TBM was expected to take two years to finish excavating its respective tube.[194]
Palisades Tunnel
A groundbreaking for ARC was held on June 8, 2009,[195] for new underpass at 40°45′56″N74°2′14″W / 40.76556°N 74.03722°W / 40.76556; -74.03722 (Gateway Palisades Tunnel), under Tonnelle Avenue in North Bergen near the site western portal of the tunnel through Hudson Palisades just south of the North River Tunnels. The land, which cost $26.3 million, is owned by NJT.[196] A tunneling contract for the Palisades Tunnel was awarded on May 5, 2010, to Skanska.[197][198] Maps indicate this part of the Hudson Tunnel would follow a route to the Weehawken-Hoboken border.[7] In October 2012, in an eminent domain case for a property in Weehawken NJ Transit acquired a parcel in the path of the tunnel for $8.5 million.[199] Federal funding of $25 million for the completion of an overpass carrying U.S. Route 1/9 above the New Jersey portal was authorized in June 2023,[200] and the Gateway Development Commission awarded $47.3 million in contracts that September to raise Tonnelle Avenue above the portal.[201][202] Work on the Tonnelle Avenue overpass began in November 2023.[203]
Hudson Yards "tunnel box" and West Side Yard
A "tunnel box" was built in the West Side Yard to preserve a right-of-way for future use.
The air rights over the West Side Yard are being developed as a residential and commercial district on a platform constructed over the yard as part of the Hudson Yards project.[204][205] Placing a new Amtrak portal in Manhattan could have conflicted with the Hudson Yards project, which broke ground in late 2012.[72] In February 2013, Amtrak officials said they would commission a project to preserve a right-of-way under Hudson Yards for future use, to be built with $120 million to $150 million in federal funds.[206][207][208] in June 2013 it was announced that $183 million had been dedicated to the "tunnel box" as part of Hurricane Sandy recovery funding.[209][210][211]
Construction began on the first phase, from 10th Avenue and 11th Avenue between 31st Street and 33rd Streets, on September 23, 2013, at 40°45′17″N74°00′14″W / 40.754661°N 74.003783°W / 40.754661; -74.003783.[212] The underground concrete casing for the first phase was 800 ft (240 m) long, 50 ft (15 m) wide, and about 35 ft (11 m) tall.[213] Amtrak awarded Tutor Perini a $133 million contract to build a section of box tunnel.[214] This portion was completed a year later. Amtrak, NJ Transit, and the MTA applied to the Federal Transit Administration for a $65 million matching grant for another 105 ft (32 m) long structure to preserve the right-of-way at 11th Avenue in Manhattan[215][216] under a viaduct that was rehabilitated in 2009–2011.[217][218] Construction started in December 2014 and was nearing completion as of July 2017[update], though funding disputes stalled the tunnel box's completion.[219] The tunnel box was substantially complete by November 2017.[220] The following phase would extend the casing between 11th and 12th Avenue as the development of Hudson Yards continues westward.[221] Work on the concrete tunnel box resumed in November 2023.[151][222]
To connect the tunnel to Penn Station, extensive track modifications will be required. The profile of several tracks will have to be lowered so that they can meet the grade of the new tunnel tracks at the new portal within A Yard. The I Ladder track, which runs diagonal to the other tracks to provide connections to the platforms tracks, would be extended to connect to the new tracks from the tunnel, allowing trains to stop on Tracks 1 through 18. Some tracks within A Yard would be reconfigured. While construction takes place in A Yard, the three trains stored in A Yard and D Yard would be stored in other locations due to the unavailability of storage tracks in those yards. The Empire Line tunnel, near Tenth Avenue, will be modified: 100 feet of that tunnel beneath Tenth Avenue will be lowered so its tracks can connect to the lower track profile in A Yard. This work will be done during weekends over a 20-month period, or through a full closure of the Empire Line tunnel for two to three months. All of this work would take 21 months.[182]: 5B-15 to 5B-16
Penn Station, the 1968 structure that replaced the original Pennsylvania Station in New York, has been called the "busiest, most congested, passenger transportation facility in North America on a daily basis".[223] It is used by Amtrak, New Jersey Transit, and the Long Island Rail Road (LIRR), and served by several New York City Subway lines. Between 1976 and 2010 weekday train movements increased 89%, from 661 to 1,248, reaching what is considered to be capacity.[7] In 2010, the station saw 550,000 daily boardings/alightings.[11][224][225]
Penn Station is part of the Pennsylvania Plaza complex that includes Madison Square Garden (MSG).[28] In 2013, the New York City Council voted to extend the MSG Special Permit by up to ten years, in an effort to have the arena move to a different location so that a new station structure can be built in its place.[226][227][228]
NEC passes under the James Farley Post Office, as seen looking southeast at the rear of the building.
In the early 1990s, then-New York Senator Daniel Moynihan championed a proposal to convert the James Farley Post Office to a train station.[224][229] Opened in 1912, soon after the original Pennsylvania Station, the landmark building stood across from Penn Plaza and was built over tracks approaching the station from the west.[230][231]
In 2010, work began on a $267 million Phase 1. This phase consisted of an expansion of the Long Island Rail Road's underground West End Concourse, which ran under the Farley Building's main entrance, as well as two entrances to the existing Penn Station platforms through the Farley Building on Eighth Avenue.[232][233][234] A groundbreaking ceremony took place on October 18, 2010.[235][236][237] In May 2012, the PANYNJ announced that a $270 million contract for the first phase, including the concourse expansion under 8th Avenue, had been awarded.[238][239] The West End Concourse opened in June 2017.[240][241][242]
Phase 2 consisted of the new train hall in the fully renovated Farley Building. In January 2016, New York governor Cuomo announced plans for a combined Penn-Farley Post Office complex, a project estimated to cost $3 billion.[243][244] At that time, the project was renamed Moynihan Train Hall.[245][246] In August 2017, a groundbreaking ceremony was held for the Moynihan Train Hall.[247] The train hall opened to the public on January 1, 2021.[248][249]
West 31st St., including the New York Terminal Service Plant[250]Capuchin Monastery of St John the Baptist, 31st St
Plans call for Penn Station South to be located on the block south of the current New York Penn Station at 31st Street and diagonally across Eighth Avenue from the post office, on land which is currently privately held.[251] While the PANYNJ had been acquiring land for ARC along its route, acquisition south of the station has not begun.[8] It is likely the entire block would be razed and made available for highrise construction after completion of the station.[252] Plans call for seven tracks served by four platforms in what will be a terminal annex to the entire station complex.[7] In April 2011 Amtrak requested $50 million in federal funding for preliminary engineering and environmental analysis.[65][190]
In 2014, it was estimated that it would cost $404 million to purchase 35 properties in order to build a new terminal at the location.[253] Based on development guidelines from the New York City Planning Commission, it is estimated that at 2015 prices it would cost between $769 million and $1.3 billion to buy the block bounded to the north and south by 31st and 30th streets, and to the east and west by Seventh and Eighth avenues. Real estate prices are 2½ times higher now than they were in 2012 according to prominent real estate firm Cushman & Wakefield.[254][255]
In May 2011, $450 million was dedicated to increase capacity on one of the NEC's busiest segments, a 24-mile (39 km) section between New Brunswick and Trenton, New Jersey. The planned six-year project will upgrade signals and electrical power systems, including catenary wires, to improve reliability, increase train speeds, and allow more frequent high-speed trains.[257][258][259] In July 2011, a bill passed by the House of Representatives threatened funding for the project and others announced at the same time,[260][261] but the money was released the following month.[262] The project, along with the purchase of new train sets, is expected to raise speeds on the segment to 186 mph (299 km/h).[262] In September 2012, Acela test trains hit 165 mph (266 km/h) over the segment.[263][264] The track work is one of several projects planned for the "New Jersey Speedway" section of the NEC, which include a new station at North Brunswick, the Mid-Line Loop (a flyover for reversing train direction), and the re-construction of County Yard, to be done in coordination with NJT.[265]
Harold Interlocking and Hutchinson River
Over 750 LIRR, NJT, and Amtrak trains travel through the Harold Interlocking every day, causing frequent conflicts and delays.[262] In May 2011, a $294.7 million federal grant was awarded to address congestion at the USA's busiest rail junction and part of the Sunnyside Yard in Queens. The work will allow for a dedicated track to the New York Connecting Railroadright of way for Amtrak trains arriving from or bound for New England, thus avoiding NJT and LIRR traffic.[266][267] A new flying junction will allow Amtrak trains to travel through the interlocking separately from LIRR and NJ Transit trains on their way to Sunnyside.[262] Financing for the project was jeopardized when the House of Representatives voted in July 2011 to divert the money to unrelated projects,[261] but funds were later obligated so that work on the project could begin in 2012.[262] Some of the interlocking improvement projects are complete as of early 2023, while several other projects are projected for completion by late 2025.[268]
Amtrak applied in 2011 for $15 million for the environmental impact studies and preliminary engineering design to examine replacement options for the more than 100-year-old, low-level movable Pelham Bay Bridge over the Hutchinson River in the Bronx. The goal is for a new bridge to support expanded service and speeds up to 110 mph (177 km/h).[190] In August 2022, the FRA awarded a $4.5 million grant to Amtrak for the bridge replacement project.[269] In June 2023, Amtrak applied for additional FRA grants to support multiple improvement projects in the Northeast Corridor, including additional work on the Pelham Bay Bridge project.[270][271]
Subway service
While not part of the Gateway Project, Amtrak's announcement included a proposal to extend the Metropolitan Transportation Authority (MTA) 7 Subway Extension three blocks east to New York Penn Station from the current station at 11th Avenue and 34th Street. This would provide service to the Javits Convention Center and a one-seat ride to Grand Central Terminal, the city's other major train terminal on the East Side of Manhattan at 42nd Street.[7] Shortly before the introduction of Gateway, the New York City Economic Development Corporation voted to budget up to $250,000 for a feasibility study of a Hudson River tunnel for an extension to Secaucus Junction awarded to Parsons Brinckerhoff, a major engineering firm that had been working on the ARC tunnel.[272][273] In October 2011, NYC Mayor Michael Bloomberg reiterated his support for the NJ extension, estimated to cost around $10 billion and take ten years to complete, indicating that he would give approval by the end of his third term in 2013. Environmental-impact studies and a full business plan are required before the proposal proceeds.[274] It was likely that the two projects—Gateway and the subway extension—would have been in competition for funding.[275]
In April 2012, citing budget considerations, the director of the MTA effectively scuttled the project and said that it was doubtful the extension would be built in the foreseeable future, suggesting that the Gateway Project was a much more likely solution to congestion at Hudson River crossings.[276] The report was released in April 2013.[277][278] In a November 2013 Daily News opinion article, the president of the Real Estate Board of New York and the chairman of Edison Properties called for the line to be extended to Secaucus in tunnels to be shared with the Gateway Project.[279] In November 2013, the New Jersey Assembly passed a Resolution 168[280] supporting the extension of the line to Hoboken and Secaucus.[281]
^ abcPorcari, John D. (January 12, 2017). "Gateway Program Overview and Update"(PDF). Gateway Program Development Corporation. p. 21. Archived(PDF) from the original on January 3, 2018. Retrieved January 1, 2018.
^Gurley, Gabrielle (January 22, 2018). "Gateway To Nowhere on the Hudson". The American Prospect. Archived from the original on October 16, 2022. Retrieved September 12, 2018.
^Karnoutsos, Carmela; Shalhoub, Patrick (2007). "Exchange Place". Jersey City Past and Present. New Jersey City University. Archived from the original on August 14, 2004. Retrieved February 16, 2011.
^ ab"Penn Station". New York Architecture Images – gone. nyc-architecture.com. Archived from the original on June 4, 2011. Retrieved February 18, 2011.
^Port Authority of New York and New Jersey. "History Across the Hudson". The Star Ledger. Archived from the original on July 14, 2011. Retrieved March 15, 2011.
^Grossman, Andrew (April 19, 2011). "Bus Terminal Hits Limit". The Wall Street Journal. Archived from the original on June 11, 2015. Retrieved April 29, 2011.
^Rassmussen, Ian (December 15, 2010). "When an Environmental Impact Statement takes a lifetime". New Urban News. Archived from the original on July 14, 2011. Retrieved March 7, 2012. The story of ARC began in 1995 with the start of a "Major Investment Study" that reviewed 137 alternative transportation improvements that would get commuters from central and northern New Jersey out of their cars, and into Manhattan faster, cheaper, and with less harm to the environment. After four years of study, the list was narrowed down to a few finalists in 1999. From 1999 to 2003, the feasibility of each of those plans (exactly where the tracks would be laid, and how they would connect to Penn Station) was studied, and the ultimate plan ironed out. From 2003 to 2009, the final plan — two new rail tunnels leading to a new lower level of Penn Station — was the subject of an Environmental Impact Statement (EIS).
^ ab"NJ Transit's Response to Shifting Travel Demand in the Aftermath of September 11, 2001"(PDF). Travel Trends. 3. New Brunswick: The Alan M. Voorhees Transportation Center. Fall 2006. Archived from the original(PDF) on July 20, 2011. Retrieved March 8, 2011. NJ TRANSIT financed a new High Density Signal system in conjunction with the Kearny Connection, Montclair Connection and Secaucus Transfer projects that allowed the total number of NJ TRANSIT and Amtrak peak period trains operating in the heavily congested NewarkPSNY corridor to increase from 18 per hour to 23. The new signal system enabled NJ TRANSIT to substantially increase its share of peak hour trains, from 11 (of theprior capacity of 18) to 17 or 18, depending on the hour, of the 23 now available. (The "New Initiatives" agreement anticipated a capacity of 25 trains during the peak hour; however, NJ TRANSIT and Amtrak, through informal agreement, have limited the maximum number of hourly moves to 23 because of the continuing need to "reverse" trains out of New York back to New Jersey to make additional runs. These "reverse moves" cross the path of inbound trains and consume one or two precious peak slots per hour into New York.
^"Rules and Regulation"(PDF). Federal Register. 74 (101): 25448. May 28, 2009. Archived(PDF) from the original on July 21, 2011. Retrieved February 14, 2011.
^Barbara, Philip (April 26, 2009). "Planned Hudson River rail tunnel isn't perfect, but it's good". The Star-Ledger. Archived from the original on July 14, 2011. Retrieved March 6, 2011. One previous ARC design had a new NJ Transit station below Penn Station, which would enable all train platforms to be under one roof. But geologists found softer rock formations from an ancient stream bed that would not provide the necessary structural integrity required of new construction.....But planners found they could not repeat in a built-up city what the Pennsylvania Railroad did when it built the existing tunnel 100 years ago by digging a wide trench through the west side of Manhattan. The only solution was to dig deep – low enough to avoid the historic 90-foot-deep shoreline bulkhead and the New York Subway No. 7 line's extension. From that depth and in a short distance, trains can't reliably rise to make it into Penn Station. After repeated review, it was concluded a spur from the new tunnel was impossible.
^Blumenthal, Sidney (March 14, 1994). "To the Pennsylvania Station". The New York. Archived from the original on October 21, 2012. Retrieved February 19, 2011.
^"Pennsylvania Station, New York Terminal Service Plant, 250 West Thirty-first Street, New York, New York County, NY". HAER. Archived from the original on May 11, 2015. Retrieved November 25, 2014. …constructed as an integral component of the original Pennsylvania Station complex and served as a power generation and control center for the station, its tracks and signal systems. the facade was designed by McKim Mead & White to complement the exterior of the Pennsylvania Station. While much of the original service equipment has been dismantled or abandoned, some of the original power distribution equipment is still in use...
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