Gateway Program (Northeast Corridor)
Gateway Program | |
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standard gauge |
The Gateway Program is the planned phased expansion and renovation of the
The improvements are designed to double train capacity and permit more high-speed rail service along the right-of-way, whose two-track rail line used by Amtrak and NJ Transit Rail Operations (NJT) has reached its full capacity of 24 trains per hour.[1]
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 increased after Hurricane Sandy damaged the North River Tunnels the following year.[2][3][4] It took nearly a decade to line up funding from federal agencies and state governments and to complete regulatory filings. In 2021, the project was formally approved by the federal government. Work officially began in 2023; the total cost was estimated in August 2021 to be $16.1 billion.
Announcement and initial phases
The Gateway Project, as it was originally known, was unveiled on February 7, 2011, by
By late 2011, two parts of the project were underway: the replacement of the
Background
Right-of-way
The right-of-way was originally developed by the
In 1949, the PRR discontinued its
In 1991, NJT opened the
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.
There are three vehicular crossings of the lower Hudson River.
Access to the Region's Core
The Trans-Hudson Express Tunnel or
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 (USDOT) funding for NEC rail corridor improvements be allocated to Gateway and related projects.[64][65] In November 2011, Congress allocated $15 million for 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 U.S. Senate appropriations subcommittee on transportation proposed to provide another $20 million; that awaits further congressional approval.[70][71]
While New Jersey officials have said the state will pay its "fair share" of the project, they have committed to no specific dollar amount.[72] In 2013, it was estimated New Jersey's contribution would be between $3 and 5 billion.[73] The source of further funding remains unclear. The state had planned to spend some $600 million on Access to the Region's Core;[63] some of the completed design and engineering work has been used by Amtrak to develop the Gateway Project.[74]
In September 2012, Schumer estimated that the project would need $20 million in 2013 and $100 million in 2014 to keep it from dying.[75]
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.[76][77][78] That earmark funding, which had been revised to $188 million, was deleted from the legislation.[79] 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.[80]
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][81][82]: 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.[83][84] 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.[85] 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.[86][87] By that August, the projected cost of the tunnels and related projects had increased to $16.1 billion.[88][89]
Development corporation and commission
In November 2015, Amtrak, U.S. Senators Cory Booker and Chuck Schumer, and Governors Christie and Cuomo announced that a new Gateway Development Corporation would be created to oversee the project with the federal government paying for 50% of its costs and the states sharing the rest.[90][91] The Gateway Development Corporation was formed under the Port Authority of New York and New Jersey. The corporation board will be composed of PANYNJ board members from both states, the USDOT, and Amtrak. Staff will be provided by the PANYNJ and Amtrak. The corporation oversees planning, environmental, design, engineering and construction work. It would also seek federal grants and apply for loans.[92][93]
In December 2015, new federal legislation was introduced allowing Amtrak to operate the NEC as a financially separate entity, thus able to re-invest profits from the line into new 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.[94] In March 2016, Amtrak and PANYNJ committed $35 million each for design and engineering work.[95] Additional funding has not been identified.[96]
The group met for the first time on January 12, 2017.[97][98] 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.[99] Shortly afterward, the draft Environmental Impact Study for the project was issued.[4]
The creation of a new bi-state agency to potentially oversee the project required identical legislation in both New York and New Jersey legislatures.[100][101] On June 24, 2019, the state governments of New York and New Jersey passed legislation to create the bi-state Gateway Development Commission, whose job it is to oversee the planning, funding and construction of the rail tunnels and bridges of Gateway Program. This bill stipulates that each state is responsible for 50% of the funding and creates standards for transparency and accountability. The Commission is capable of receiving funds from federal, state, and local sources.[102] The Commission's first CEO, Kris Kolluri, was nominated by New York governor Kathy Hochul and New Jersey governor Phil Murphy in early 2022.[103][104]
Federal funding
The
In September 2017, $900 million was allocated for the project in a House of Representatives spending bill.[114] Following the passage of this allocation, 155 Republican and four Democratic representatives co-sponsored a proposed amendment that would take away that funding. One co-sponsor of the amendment, North Carolina Republican Ted Budd, said that "North Carolina and the other 48 states should not have to foot the bill for this hall of fame earmark."[115][116] Bipartisan groups of representatives from New Jersey disagreed. Rodney Frelinghuysen, a Republican, said: "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."[115][116] Bonnie Watson Coleman, a Democrat, stated: "I support restoring the funding that the Trump administration has sought to cut from the New Starts program, but I certainly oppose it coming at the expense of the Gateway project."[115][116]
On December 14, 2017, Governor Chris Christie committed $1.9 billion, New Jersey's share of the tunnel cost.[117] On December 29, 2017, multiple news sources published a letter from a top Federal Transit Administration official who stated that the Gateway Program was a "local" project, thereby putting federal funding for the project in doubt.[118][119]
In March 2018, Trump talked with U.S. House Speaker Paul Ryan, a Republican from Wisconsin, in an effort to get other Congressional Republicans to oppose federal funding for the Gateway Program in the omnibus spending bill that was then being worked on.[120][116] When the Consolidated Appropriations Act was signed on March 23, 2018, it provided $2.9 billion to discretionary grant programs, which Amtrak and its partners could potentially use to begin financing the project.[121][122] Democrats said that the bill would provide as much as $541 million in the 2018 fiscal year as well as making Gateway eligible to compete for additional funding with other transportation projects.[123] The bill allocated $650 million to Amtrak for improvements to the Northeast Corridor, of which Amtrak planned to spend $388 million directly on the Gateway Program. Another $153 million would come from FTA grants, comprising the rest of the $541 million that would be made available.[122][124] In June 2018, the State of New Jersey approved $600 million in bonds to finance the Portal Bridge part of the project.[125][126][127] In its 2020 budget, the Trump administration cut funding for the Gateway Program by half, from $650 to $325 million.[128][129][130]
With the inauguration of
Final approval
On May 28, 2021, the project was formally approved by the federal government.[134][135][136] The Infrastructure Investment and Jobs Act, passed in November 2021, appropriated billions in funds for the Gateway Project and other upgrades to the Northeast Corridor.[137] The next month, the United States Army Corps of Engineers gave final approval.[138][139] On August 31, 2022, the Gateway Development Commission announced that the new tunnels would be completed in 2035 and that the existing North River Tunnels would be rehabilitated by 2038. The project will use federal funding from the Infrastructure Investment and Jobs Act, with the balance provided by the states of New Jersey and New York.[88][140]
In July 2022, New Jersey officials and New York officials each agreed to pay 25 percent of the project's cost; under the agreement, federal officials would pay 50 percent.[141][142] The New Jersey Turnpike Authority agreed to help fund New Jersey's portion of the project in December 2022.[143][144] Schumer said the same month that construction on the project would commence in 2023 with $292 million in federal funding.[145] Biden subsequently announced that the $292 million grant would be used to complete the final phase of the Hudson Yards "tunnel box".[146][147] The FTA gave a $6.88 billion grant to the project in July 2023, the largest transit grant that the federal government had ever given.[148][149] Another $3.8 billion for the Gateway Program was provided in November 2023.[150][151]
Governance
As of July 2023[update], the board consists of:[152]
- New Jersey Co-Chair - Balpreet Grewal-Virk - Appointed by Phil Murphy
- New York Co-Chair - Alicia Glen - Appointed by Kathy Hochul
- Amtrak Vice Chair - Tony Coscia
- New Jersey Commissioner - Janine Bauer - Appointed by Phil Murphy
- New Jersey Commissioner - Amy Rosen - Appointed by Phil Murphy
- New York Commissioner - Jamey Barbas - Appointed by Andrew Cuomo
- New York Commissioner - Marie Therese Dominguez - Appointed by Andrew Cuomo
As of July 2023[update], the Executive Director is Kris Kolluri.[152]
Project components
The current route, about 11 miles (18 km) long, includes infrastructure that was built in the 1900s and 1910s. The system operates at capacity during peak hours—24 trains per hour—and limits speed for safety reasons.[153] 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
Six tracks connect
Sawtooth Bridges-Kearny Meadows
At the
Portal Bridge
The 1910 Portal Bridge at 40°45′13″N 74°5′41″W / 40.75361°N 74.09472°W, a two-track, rail-only, 961-foot (293 m) swing bridge over the Hackensack River between Kearny and Secaucus, limits train speeds and crossings and requires frequent and costly maintenance.[13][157] Its lowest beams are 23 feet (7.0 m) above the water, so it opens regularly for shipping,[157] though not during weekday rush hours, when trains have priority.[158]
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.[159] In April 2011, Amtrak applied for $570 million for construction from US DOT. New Jersey was expected to contribute $150 million.[65]
Plans call for two two-track bridges, a Portal North Bridge and a Portal South Bridge.[7] 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][160]
In October 2015, a $16 million
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][163]
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.[164] The first phase of the project, the construction of two-track Portal North Bridge, which would not expand capacity, is expected to take 6 years to complete once construction begins.[165] A timeline for the construction of two-track Portal South Bridge has not yet been released. Construction on the new bridge began on August 1, 2022, with a groundbreaking ceremony.[166]
Secaucus Junction–Bergen Loop
Opened on December 15, 2003, at a cost of $450 million,
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".[172]
Tunnels
The Gateway Program would build two new tunnels, doubling the rail capacity.[82]: S-2 to S-3, S-10 [173]: 5B-17 The current North River Tunnels allow a maximum of 24 one-way crossings per hour;[153][174] 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.[175] 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.[174] 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.[176]: 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.[177]
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.[178] 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.[82]: S-2 to S-3, S-10 [173]: 5B-17
Hudson Tunnel
The Gateway Hudson River tunnel, one point of which would be at 40°45′17″N 74°01′00″W / 40.75479°N 74.01677°W, 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.[179] Surveys of properties which would or would not be affected by underground construction at underground eastern end of the ARC Tunnel had been completed.[180]
In April 2011, $188 million in federal funding was requested for preliminary engineering studies and environmental analysis.[65][181] 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.[182]
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
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 [82] The tunnel would be constructed through the use of two tunnel boring machines beneath the river bottom.[82]: 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.[82]: 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.[183][184]
Palisades Tunnel
A
Hudson Yards "tunnel box" and West Side Yard
The air rights over the
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″N 74°00′14″W / 40.754661°N 74.003783°W.[201] 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.[202] Amtrak awarded Tutor Perini a $133 million contract to build a section of box tunnel.[203] 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[204][205] under a viaduct that was rehabilitated in 2009–2011.[206][207] Construction started in December 2014 and was nearing completion as of July 2017[update], though funding disputes stalled the tunnel box's completion.[208] The tunnel box was substantially complete by November 2017.[209] The following phase would extend the casing between 11th and 12th Avenue as the development of Hudson Yards continues westward.[210] Work on the concrete tunnel box resumed in November 2023.[150][211]
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.[173]: 5B-15 to 5B-16
New York Penn Station
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.[215][216][217]
Moynihan Train Hall
In the early 1990s, then-New York Senator
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.[221][222][223] A groundbreaking ceremony took place on October 18, 2010.[224][225][226] 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.[227][228] The West End Concourse opened in June 2017.[229][230][231]
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.[232][233] At that time, the project was renamed Moynihan Train Hall.[234][235] In August 2017, a groundbreaking ceremony was held for the Moynihan Train Hall.[236] The train hall opened to the public on January 1, 2021.[237][238]
Penn Station South
Plans call for Penn Station South to be located on the block south of the current
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.
Related projects
Other projects in the
New Brunswick–Trenton high-speed upgrade
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
Harold Interlocking and Hutchinson River
Over 750 LIRR, NJT, and Amtrak trains travel through the
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).[181] In August 2022, the FRA awarded a $4.5 million grant to Amtrak for the bridge replacement project.[258] 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.[259][260]
Subway service
While not part of the Gateway Project, Amtrak's announcement included a proposal to extend the
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.
See also
- Cross-Harbor Rail Tunnel – freight rail project proposed in 1993
- Fehmarn Belt fixed link - the world's longest road and rail tunnel
- High-speed rail in the United States
- Infrastructure-based development § Trump’s 'America First' Infrastructure Plan
- List of fixed crossings of the North River (Hudson River)
- List of bridges, tunnels, and cuts in Hudson County, New Jersey
- List of bridges and tunnels in New York City
Notes
References
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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.
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Further reading
- "What One Really Expensive Tunnel Means to U.S. Train Travel". Next City. April 4, 2016. Retrieved April 21, 2017.
- Young, Elise (April 20, 2017). "Amtrak CEO Says New York City-Area Railroad Troubles Will Get Worse". Bloomberg. Retrieved April 21, 2017.
External links
- Official website
- Gateway Tunnel Video. New York Governor Andrew Cuomo. October 19, 2018. (5:23)