Coatings Industry News

Main News Page

Support Pledged for NY Gateway Tunnel

Friday, July 2, 2021

Comment | More

Following a tour at New York City’s 110-year-old Hudson tunnel alongside New York-New Jersey congressional delegation, U.S. Transportation Secretary Pete Buttigieg pledged that the Biden administration was committed to building a new train tunnel under the Hudson River.

Estimated to cost $11.6 billion, Buttigieg proclaimed that the long-delayed Gateway Tunnel was vitally important to the national economy.

“The impacts of this corridor are so great that if there were a loss of service, if one of these tunnels were to go out of service, you would be feeling the economic impact all the way back in Indiana, where I come from,” Buttigieg said. “That’s how important this is.”

Next Steps

Following years of stagnate progress on the project under former President Donald J. Trump’s administration, officials report that efforts have begun moving forward once more.

Joined by U.S. Sen. Chuck Schumer, among other lawmakers, Buttigieg reported that seeing the tunnels in person was an eye-opening experience.

“You go into that tunnel, and you look up, and you see the concrete is falling, you can start to see some of the rebar exposed under it; you see the consequences of seawater that came in accelerated by Superstorm Sandy and further degrading the infrastructure,” Buttigieg said. “You can feel when your infrastructure is the best in the world, you can feel that in the U.S. that’s no longer the case, and that’s why we feel such a sense of urgency to do something about it.”

Construction of the new tunnel is currently projected to start in 2023, but Schumer said he hoped that could be moved up to 2022 and that the tunnel could be completed within seven years. It was also reported that the Gateway Development Commission—a newly formed bi-state agency of commissioners from New York and New Jersey along with Amtrak representation—was tasked with project funding and oversight.

Thus far, the project sponsor has requested nearly $5.5 billion in federal funds, about 44% of the total project cost. Amtrak has committed nearly $1.3 billion, the Port Authority of New York and New Jersey will chip in $2.1 billion, and the remaining $3.35 billion would be split using state funds from New York and New Jersey. Despite all the pledges of support for Gateway, no funding has been secured at this time.

Project History

Part of Amtrak’s massive Gateway Program, developed in 2017 to overhaul parts of New York’s and New Jersey’s transportation infrastructure, included plans to build the Hudson Tunnel from 2019 to 2026.

The tunnel was thought as one of the most important transportation projects in the nation, in part because it would allow for the reconstruction of the North River Tunnel. Completed in 1910, the North River Tunnel was already well into its prime when in 2012, Super Storm Sandy inundated it with millions of gallons of salt water, which left behind corrosive chlorides.

Hudconia, CC-BY-SA-3.0, via Wikimedia Commons

Following a tour at New York City’s 110-year-old Hudson tunnel alongside New York-New Jersey congressional delegation, U.S. Transportation Secretary Pete Buttigieg pledged that the Biden administration was committed to building a new train tunnel under the Hudson River.

An engineering report from 2014 claimed the Amtrak tunnels would require $689 million to repair the corrosion and cracking caused by Superstorm Sandy. The 57-page report, "Structural Assessment of the Amtrak Under River Tunnels in NYC Inundated by Super Storm Sandy," found that chlorides and sulfates caused, and were continuing to cause, significant damage to key tunnel components.

In addition, the report recommended a phased process to take individual tubes out of service for extended periods to perform repair work—ultimately underscoring the urgency to advance the Gateway Program.

To investigate the possibilities of the Amtrak Gateway Program, among other projects in the country, the U.S. Government Accountability Office reviewed the cost of mass-transit infrastructure projects in 2018. As part of its investigation, the GAO oversaw factors including how contracts are written and carried out, and whether regulatory barriers are driving up costs on transit projects, particularly in New York City.

The investigation arose at a time when Congress and President Donald J. Trump attempted to move forward on an infrastructure funding plan that would include $200 billion in spending to spur $1.5 trillion in state, local and private infrastructure investment over the next 10 years.

But funding for the project had been plagued with question marks from the start as a key funding option became unavailable in April 2019 as the Hudson Tunnel and associated rail bridge project in northern New Jersey received low ratings from the Federal Transit Administration, deeming them ineligible for federal grant funding.

In terms of actual project plans, there were question marks there as well with how exactly to move forward. Even after significant saltwater damage, rehabilitation attempts during overnight and weekend hours, deterioration still stands as the biggest issue for the existing tubes.

Though still managing to transport more than 400 trains and 200,000 passengers each day, Amtrak Chairman Tony Coscia said: “In the interim, we have to deal with the reality that we may have to consider some other options that are available to ensure the tunnels are durable for as long as possible.”

Previously approved by the Metropolitan Transportation Authority were plans to remove damaged concrete from the Canarsie tunnel that lines and encases power cables—followed by replacing the cables and rebuilding the concrete walls.

Looking at new ideas, another plan was brought to the table that advised the installation of cables on racks that would run along the inside of the tunnels, abandoning the old cables where they are. The surrounding concrete would also be rehabilitated and encased with a protective fiber-reinforced polymer.

While debates on how the repairs will be carried out continue, urban research and advocacy organization, Regional Plan Association (New York), noted that cables used in the Canarsie tunnels run on 625 volts, while Hudson River’s use 12,000 volts, making them much larger and requiring more protection.

In September of last year, the cost of the project was reported to have climbed in cost and time, increasing $275 million to its current estimation of $11.6 billion, and its start delayed to 2022. According to a statement released by the Gateway Program, the project was submitted in response to the Federal Transit Association’s annual call for projects for the Capital Investment Grant Program.

When infrastructure priorities were being outline for the Biden administration in March, Buttigieg told lawmakers at the time that the Hudson River Tunnel replacement repair and replacement would be a top priority.

In his comments to House lawmakers, Buttigieg said that a true recovery from the COVID-19 pandemic must include “a national commitment to fix and transform America’s infrastructure” and that maintaining the “status quo” of how the U.S. approaches infrastructure is “a threat to our collective future.”

During the same week, the USDOT announced a $230 million discretionary grant program for U.S. port and intermodal construction projects and that the $30.5 billion provided in the American Rescue Plan for the country's transportation programs was available.

The following month, Buttigieg received a letter from the New York State Conference of Mayors and Municipal Officials, in addition to three New York-based contractor groups, requesting that he waive the state's Scaffold Law for the Hudson River Tunnel construction project.

In the letter to Buttigieg, the coalition is again requesting that the regulation be waived, citing the same claims to cost increases regarding the Hudson River Tunnel and Mario Cuomo Bridge made just four years prior. This time around, however, the group suggests that the law be replaced with a comparative negligence standard, where NYDOT would mandate the comparative negligence standard for any project receiving federal grants.

In reporting from their perspective on the matter, the NYCOSH points out that contractors only have liability for fall injuries if they do not provide the proper safety equipment or violate safety and health regulations, suggesting that companies should allow insurance providers to allow an evaluation of their records so that it can be determined if the Scaffold Law is really behind rising policy prices.

In May, New York Representative Ritchie Torres (D, NY-15) introduced bill H.R. 3002, requiring that Amtrak adopt a repair-in-place method for track maintenance, rehabilitation and other purposes. While the legislation aims to target rehabilitation projects on East River train tunnels, according to Torres and other government officials, if passed, the legislation could have a ripple effect on other projects in New York as well, such as the Hudson River Tunnel.

And at the end of the month, the Federal Railroad Administration and Federal Transit Administration issued the final Environmental Impact Statement and Record of Decision for the project.

Currently, New York and New Jersey are slated to split project costs with the federal government, although no federal funding has been dedicated for the project at this time. In the meantime, FTA and the Port Authority, along with other project partners are looking to advance the Hudson River Tunnel project through the Capital Investment Grants Program.

According to FTA spokesperson, after the non-profit agency is made a project sponsor, the FTA will provide technical support to the Port Authority and the Commission as those agencies complete transferring the role.

For the project, crews intend to construct a new Northeast Corridor rail tunnel under the river connecting to the Penn Station rail hub in New York City and rehabilitate the existing North River Tunnel. According to Amtrak, about 450 trains use the Hudson Tunnel daily, including those operated by New Jersey Transit. Before the COVID-19 pandemic in 2020, more than 200,000 daily passenger trips took place.


Tagged categories: Department of Transportation (DOT); Funding; Government; Infrastructure; Infrastructure; NA; North America; Ongoing projects; Program/Project Management; Project Management; Rail; Rehabilitation/Repair; Transportation

Comment Join the Conversation:

Sign in to our community to add your comments.

Sauereisen, Inc.

Tarps manufacturing, Inc.

KTA-Tator, Inc. - Corporate Office

Axxiom Manufacturing

Abrasives Inc.

EDCO - Equipment Development Co. Inc.

HoldTight Solutions Inc.


Strand’s Industrial Coatings


Technology Publishing Co., 1501 Reedsdale Street, Suite 2008, Pittsburgh, PA 15233

TEL 1-412-431-8300  • FAX  1-412-431-5428  •  EMAIL

The Technology Publishing Network

PaintSquare the Journal of Protective Coatings & Linings Paint BidTracker

EXPLORE:      JPCL   |   PaintSquare News   |   Interact   |   Buying Guides   |   Webinars   |   Resources   |   Classifieds
REGISTER AND SUBSCRIBE:      Free PaintSquare Registration   |   Subscribe to JPCL   |   Subscribe to PaintSquare News
MORE:      About   |   Privacy Policy   |   Terms & Conditions   |   Support   |   Site Map   |   Search   |   Contact Us