Gateway Program (Northeast Corridor)

Gateway Program

Company type	Public infrastructure project
Industry	Rail transportation
Founded	2011
Headquarters	Newark, New Jersey , United States
Area served	Northeast Corridor (Newark to New York City)
Key people	Joseph H. Boardman (Amtrak President at announcement)
Products	Rail tunnel and bridge construction, rail capacity expansion
Parent	Amtrak

Gateway Program

The Gateway Program represents a significant upgrade and enlargement of the Northeast Corridor rail segment stretching from Newark, New Jersey, to New York City. Key components include the erection of new rail bridges across the New Jersey Meadowlands, tunneling beneath Bergen Hill (part of the Hudson Palisades) and the Hudson River, refurbishment of the century-old 1910 tunnel, and construction of an additional terminal annex. These enhancements are designed to double the rail capacity and facilitate increased high-speed rail operations along the existing two-track passage, which currently services both Amtrak and NJ Transit Rail Operations and has reached its maximum throughput of 24 trains per hour.

Initiated in 2011 after the termination of the comparable Access to the Region's Core (ARC) initiative, the Gateway Program’s importance intensified following damage to the North River Tunnels caused by Hurricane Sandy in 2012. It took nearly ten years to obtain funding from federal and state agencies and complete necessary regulatory clearances. Official federal approval was granted in 2021, with construction commencing in 2023. The project’s total estimated expenditure is $16.1 billion, with a projected completion date set for 2035.

Right-of-way

The corridor’s right-of-way was initially established by the Pennsylvania Railroad (PRR) concurrent with the 1910 inauguration of New York's Pennsylvania Station. This development included building the Portal Bridge over the Hackensack River and constructing the North River Tunnels beneath the Hudson Palisades and Hudson River. The following year saw the opening of the Manhattan Transfer station in the Kearny Meadows, which facilitated locomotive exchanges and passenger transfers to or from Exchange Place in Jersey City or the Hudson and Manhattan Railroad (H&M), a predecessor to today’s Port Authority Trans Hudson (PATH). The Dock Bridge spanning the Passaic River was inaugurated alongside Newark Penn Station in 1935. By 1937, H&M had expanded over a second bridge span, making the transfer station obsolete.

In 1949, PRR ceased operations of its Hudson ferry service, followed by closing Exchange Place station in 1961. Due to declining ridership, New York Penn Station’s above-ground structure was demolished in 1963 while underground concourses were preserved; air rights were sold for Madison Square Garden’s construction. The 1967 Aldene Plan redirected several struggling railroads—including Central Railroad of New Jersey (CNJ), Reading (RDG), and Lehigh Valley (LV)—to route through Newark Penn Station for continued access to New York Penn. Facing financial difficulties, PRR merged with New York Central (NYC) in 1968, forming the Penn Central (PC), which filed for bankruptcy two years later.

In 1976, Amtrak took over PC’s long-distance routes, encompassing portions of today’s Northeast Corridor and Empire Corridor, while Conrail consolidated commuter services from various private railroads in the Northeast. Passenger operations were spun off from Conrail in 1983, transferring authority to NJ Transit (NJT).

NJT expanded its network with the 1991 debut of the Waterfront Connection, allowing non-electrified trains from Newark Penn to continue to Hoboken Terminal. In 1996, some trains originating westward were rerouted from Hoboken Terminal directly to New York Penn via the launch of Midtown Direct. The opening of Secaucus Junction in 2003 created transfer opportunities among multiple NJT lines but did not include stops for Amtrak services. Between 1976 and 2010, NJT weekday train crossings through the North River Tunnels increased substantially—from 147 to 438—under an arrangement with Amtrak.

Trans-Hudson crossings

The Northeast Corridor stands as the most heavily trafficked rail route in the United States and is distinct in its passage beneath the Hudson River within New York City. Another significant rail link, initially developed by the Hudson and Manhattan Railroad with involvement from the Pennsylvania Railroad, was taken over by the Port Authority of New York and New Jersey (PANYNJ) in 1962 and rebranded as PATH, a rapid transit network. PATH offers direct trans-Hudson service connecting Newark Penn Station to Lower Manhattan, with additional stops at the World Trade Center and Herald Square in Manhattan, as well as Hoboken Terminal and Journal Square in New Jersey. In 1971, New Jersey Governor William T. Cahill put forward a proposal for a new rail tunnel from Weehawken to Midtown Manhattan.

Three primary vehicular crossings span the lower Hudson River. The Holland Tunnel, opened in 1927, links Jersey City to lower Manhattan but experiences limited public transit utilization. The George Washington Bridge, inaugurated in 1931, connects Fort Lee, New Jersey, to upper Manhattan and accommodates suburban bus routes terminating at the GWB Bus Terminal; its lower deck, which opened in 1962, was the last new crossing constructed over the river. The Lincoln Tunnel comprises three tubes opened between 1937 and 1954, connecting Weehawken with Midtown Manhattan and facilitating over 6,000 bus trips daily. Its eastern end connects via ramps to the Port Authority Bus Terminal, a central hub for New Jersey Transit buses entering Manhattan. Despite an express bus lane during morning rush hours in the Lincoln Tunnel, congestion and limited terminal capacity frequently result in delays.

Access to the Region's Core

Access to the Region's Core (ARC), initiated in 1995 by PANYNJ, NJ Transit (NJT), and the Metropolitan Transportation Authority (MTA), was a Major Investment Study aimed at enhancing public transit within the New York metropolitan area. The study highlighted improved linkage between major Midtown Manhattan rail stations—Penn Station and Grand Central Terminal—as essential for achieving long-term transit objectives. Completed in early 2023, the East Side Access project includes tunnels beneath the East River and Manhattan’s East Side, redirecting some LIRR trains to Grand Central, thereby increasing track availability at Penn Station.

The Trans-Hudson Express Tunnel (THE Tunnel), named after the ARC study, sought to expand rail capacity beneath the Hudson River. Due to engineering limitations, constructing a terminal directly connected to Grand Central or existing Penn Station was not feasible. Instead, plans called for tunneling under the current rail yard to establish a new subterranean terminal beneath 34th Street. Amtrak identified this corridor as a critical national bottleneck and initially targeted completion by 2040, but accelerated timelines partly resulted from ARC’s termination. The ARC initiative did not include direct Amtrak participation, and was ultimately cancelled in October 2010 by New Jersey Governor Chris Christie, who cited concerns over potential budget overruns. Although Amtrak briefly engaged with Governor Christie about reviving ARC and leveraging preliminary work, it declined to acquire any existing developments. Senator Menendez later suggested that some preparatory ARC efforts might be adapted for future tunneling projects.

The project's expenses encompassed $117 million allocated for initial engineering studies, $126 million dedicated to final design phases, $15 million spent on construction activities, and $178 million for real estate acquisitions ($28 million in New Jersey and $150 million within New York City). In addition, a $161 million partially refundable insurance premium prepayment was made.

Announcement and initial phases

Following New Jersey Governor Chris Christie's decision to cancel the ARC tunnel, the Gateway Project was unveiled on February 7, 2011, by Amtrak President Joseph H. Boardman alongside New Jersey Senators Frank Lautenberg and Robert Menendez. This effort sought to enhance capacity through the New Jersey chokepoint of the Northeast Corridor, much like ARC intended, but proposed constructing two new tunnels beneath the Hudson River with direct connections to Penn Station. This approach would allow for the renovation of the existing North River Tunnels, with Amtrak spearheading funding initiatives.

By the end of 2011, two complementary projects were progressing in tandem with Gateway: the replacement of the Portal Bridge over the Hackensack River and the development of Moynihan Train Hall in Manhattan. Environmental impact assessments had been finalized, and design and engineering efforts for new bridge structures had commenced. The ceremonial groundbreaking for transforming the James Farley Post Office into Moynihan Train Hall took place in October 2010, supported in part by funds from the American Recovery and Reinvestment Act of 2009.

Projected costs

The estimated budget in 2011 was $13.5 billion spread over nine years, with Amtrak requesting $1.3 billion from the United States Department of Transportation to support NEC rail corridor enhancements dedicated to Gateway. Congress approved $15 million for preliminary engineering that November. By April 2012, a Senate subcommittee recommended an additional $20 million allocation. In September 2012, Senator Schumer forecasted a requirement of $20 million for 2013 and $100 million for 2014 to maintain project momentum.

After Hurricane Sandy struck in 2012, Amtrak petitioned Congress for $276 million to repair infrastructure along the Gateway right-of-way damaged by the storm. Although Congress did not include this funding in Sandy relief bills, the U.S. Department of Transportation allocated $185 million from its own disaster relief and resiliency funds to build a "tunnel box" beneath Hudson Yards redevelopment and reconstruct a Maintenance of Equipment facility serving the Long Island Rail Road.

Development corporation

In November 2015, Amtrak joined forces with U.S. Senators Cory Booker and Chuck Schumer, as well as Governors Christie and Andrew Cuomo, to announce the formation of the Gateway Development Corporation. This organization was created to manage planning, environmental review, design, engineering, and construction activities related to Gateway while pursuing federal grants and loan opportunities. Its board comprised representatives from the Port Authority of New York and New Jersey, USDOT, and Amtrak, with operational staff drawn from PANYNJ and Amtrak personnel.

Federal legislation introduced in December 2015 authorized Amtrak to operate the NEC as an independent financial entity capable of reinvesting earnings into infrastructure improvements. The law also broadened access to low-interest financing by adjusting provisions within the Railroad Rehabilitation and Improvement Financing program and Capital Investment Grant initiatives. By March 2016, both Amtrak and PANYNJ had pledged $35 million each toward design and engineering efforts.

The corporation held its inaugural meeting on January 12, 2017. However, on June 30, 2017, the U.S. Department of Transportation permanently withdrew from its board seat. Shortly thereafter, a draft Environmental Impact Study was published estimating total project costs at $12.9 billion.

Obstruction during initial Trump administration

Under the Obama administration, Gateway was recognized as a vital infrastructure initiative for the United States. Governors Chris Christie of New Jersey and Andrew Cuomo of New York pledged to finance half the expenses if the federal government covered the rest. However, following President Donald Trump's inauguration, his administration raised concerns about funding. Despite Transportation Secretary Elaine Chao emphasizing Gateway as "an absolute priority," Trump proposed reductions to the Federal Transit Administration’s New Starts program.

In September 2017, a House spending bill earmarked $900 million for Gateway, but under Trump’s influence, a bipartisan amendment to eliminate this funding gained traction. By December of that year, an official from the Trump administration dismissed Gateway as merely a "local" project, casting uncertainty over federal financial support.

In March 2018, President Trump urged House Speaker Paul Ryan to oppose Gateway funding within the omnibus spending legislation. The Consolidated Appropriations Act passed that month allocated $2.9 billion for discretionary grants; Democrats estimated that up to $541 million could benefit Gateway—comprising $388 million from Northeast Corridor improvements and $153 million from FTA grants.

New Jersey approved $600 million in bonds in June 2018 specifically for the Portal Bridge segment. Nonetheless, the Trump administration’s 2020 budget proposal sought to reduce federal contributions to Gateway by half—from $650 million down to $325 million—complicating financing efforts amid escalating repair demands for existing tunnels.

Establishment of a governing commission

By 2019, consensus among involved parties led to the creation of a bi-state entity responsible for managing planning, financing, and construction of the rail tunnels and bridges. The Gateway Development Commission was formed through identical legislation enacted by New York and New Jersey on June 24, 2019. This statute required transparency, accountability, and equal financial commitment from both states. The Commission is authorized to receive funds from federal, state, and local sources. In early 2022, Kris Kolluri was appointed as the inaugural CEO by governors Kathy Hochul of New York and Phil Murphy of New Jersey.

Project approval, financing, and construction initiation during Biden administration

Following Joe Biden’s January 2021 inauguration, discussions on funding Gateway resumed. Senate Majority Leader Chuck Schumer collaborated with Transportation Secretary Pete Buttigieg to secure a $12 billion allocation for the program.

The federal government officially approved Gateway on May 28, 2021. Subsequently, the Infrastructure Investment and Jobs Act enacted in November 2021 dedicated billions toward Gateway and improvements along the Northeast Corridor. Final approval came from the United States Army Corps of Engineers in December 2021. Early in 2022, the Federal Transit Administration upgraded the tunnel’s grant rating, qualifying it for additional funding.

By July 2022, New Jersey and New York agreed to each contribute 25% of project costs while federal authorities would cover the remaining half. The Gateway Development Commission announced in August 2022 that completion was targeted for 2035 with an overall budget of $16.1 billion. Construction timelines were adjusted; Senator Schumer confirmed a 2023 commencement supported by $292 million in federal funds dedicated to finishing the Hudson Yards "tunnel box".

In July 2023, the FTA granted $6.88 billion—the largest transit grant ever awarded in U.S. history—to the Gateway Development Corporation, which achieved full funding by July 2024. An additional grant of $3.8 billion was provided in November 2023. By the time of the 2024 presidential election, federal commitments totaled $12 billion toward this $16 billion endeavor, signifying a critical "point of no return."

Construction activities commenced in 2023 with significant progress anticipated by 2025: completion of the Tonnelle Avenue overpass expected by October 2025; concrete casing near Hudson Yards projected by 2026; ground stabilization beneath the Hudson River scheduled for March 2027; Palisades tunnel approach on New Jersey’s side targeted for completion by 2027; and clearing of Manhattan tunnel pathways planned by October 2029. The new tunnel is slated to open in 2035, with rehabilitation work on existing North River Tunnels concluding by 2038.

Governance

As of July 2023, the board's composition included:

• 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 Commissioners – Janine Bauer and Amy Rosen, both designated by Phil Murphy
• New York Commissioners – Jamey Barbas and Marie Therese Dominguez, appointed by Andrew Cuomo

Kris Kolluri served as Executive Director until his resignation on July 18, 2024, following references to South Jersey political figure George Norcross in an indictment. He was succeeded in 2025 by Thomas F. Prendergast.

Project components

The existing route, stretching approximately , incorporates infrastructure originally constructed in the early 20th century. Operating at maximum capacity with 24 trains per hour and subject to speed restrictions for safety reasons, the system experiences operational limitations. The planned new alignment will run alongside current tracks, providing increased dispatching flexibility, potential enhancements in speed, and capacity for up to 24 additional trains per hour.

Newark Penn, Dock Bridge, and Harrison PATH station

Six tracks span between Newark Penn Station and the adjacent Dock Bridge over the Passaic River (). The station and the western bridge section (three tracks) date back to 1935; the eastern span (opened in 1937) carries one outbound track plus two tracks dedicated to the Port Authority Trans Hudson (PATH) rapid transit system. Northeast of this is PATH’s Harrison station. Amtrak and NJT utilize three central tracks through both the bridge and station, while PATH operates from side platforms. The Gateway Program envisions adding a fourth Northeast Corridor track through this segment.

The bridge is under the ownership of the Port Authority of New York and New Jersey (PANYNJ) and underwent repairs in 2009.

During the 2010s, Harrison station was extensively rebuilt and expanded at a cost of $173 million, financed by PANYNJ and the Federal Transit Administration, independently of Gateway Program funds.

Sawtooth Bridges-Kearny Meadows

At the location of the Sawtooth Bridges (), situated east of the former Manhattan Transfer, multiple rail lines operated by Amtrak, PATH, and NJT converge and run parallel. Although there is no direct connection with PATH here, NJT trains have the ability to switch tracks to link Midtown Direct services on the Morris and Essex Lines with the Northeast Corridor. A seldom-used single track known as the Waterfront Connection connects certain diesel-powered trips from Hoboken Terminal to the NEC. Plans call for replacing these bridges and expanding from two to four tracks, necessitating new structures within the Kearny Meadows near both Newark Turnpike and Belleville Turnpike.

Portal Bridge

The Portal Bridge Replacement initiative aims to substitute the existing two-track, 961-foot swing bridge built in 1910 over the Hackensack River between Kearny and Secaucus with a new structure called Portal North Bridge. As of 2025, funding has not been secured for a proposed Portal South Bridge.

Currently, this aging bridge restricts train speeds, demands frequent expensive maintenance, and must open regularly for maritime traffic except during weekday peak hours when rail traffic is prioritized. Its deteriorating condition leads to frequent operational disruptions affecting NJ Transit and Amtrak services.

In December 2008, the Federal Railroad Administration authorized a $1.34 billion project to replace it with two new bridges: a three-track northern bridge and a two-track southern bridge. In 2010, New Jersey obtained $38.5 million from the American Recovery and Reinvestment Act for design work; subsequently, Amtrak sought $570 million for construction funding in 2011, with New Jersey expected to provide an additional $150 million.

Early plans included incorporating a bike path as part of the East Coast Greenway—an idea supported by Senator Lautenberg—but this feature was ultimately omitted from final designs.

A $16 million TIGER grant awarded in 2015 enabled initial construction activities such as utility relocations and building access roads.

Although originally slated for completion in 2017, progress was delayed due to funding gaps amid opposition from then-Governor Chris Christie of New Jersey and President Donald Trump. Opposition was lifted by President Trump in June 2020 once financing issues were resolved.

The Portal North Bridge will replace existing tracks sequentially to enhance reliability but will not increase capacity. The unfunded Portal South Bridge would add two additional tracks consistent with Northeast Corridor standards. Construction commenced on August 1, 2022. By May 2024, work was reported as halfway finished and within budget. In November 2024, the first of three arch segments arrived on-site after being assembled off-site. The initial track is planned to open in March 2026; the second track is expected by February 2027.

Secaucus Junction–Bergen Loop

Inaugurated on December 15, 2003, Secaucus Junction (located at ) represents a $450 million investment and functions as a transfer hub for nine New Jersey Transit rail lines. It sits at the intersection where trains from Hoboken Terminal meet the Northeast Corridor. While it facilitates passenger transfers, there is no physical rail junction present. Although the Access to the Region's Core initiative proposed a loop to establish an actual junction, the initial Gateway Program designs did not incorporate such a feature. Amtrak trains pass through this station without stopping, and there are no plans to add an Amtrak stop here.

In April 2012, Amtrak introduced the concept of a "Bergen Loop" that would link the Main Line, Bergen County Line, Pascack Valley Line, and Port Jervis Line directly to the Northeast Corridor at Secaucus Junction. Various MTA stakeholders have advocated for including funding for this loop in upcoming capital budgets.

If realized, this loop would enable direct travel to New York Penn Station without requiring passengers to transfer at Secaucus Junction. However, trains operating on this loop would place additional strain on the already congested Northeast Corridor—a challenge the Gateway Program seeks to address. Property values along the Main Line, Bergen County Line, and Pascack Valley Line could see significant appreciation as improved commuter rail services offering "single-seat rides" tend to enhance local real estate markets.

Tunnels

The Gateway Program envisions constructing two new tunnels, effectively doubling current rail capacity. The existing North River Tunnels can handle up to 24 trains per hour in one direction; the new tunnels would provide capacity for an additional 24 trains per hour.

North River Tunnels

More than a century old, the North River Tunnels suffered flooding during Hurricane Sandy in 2012. Without constructing a new Hudson Tunnel, maintenance would require single-track closures that could reduce weekday train operations from 24 down to as few as 9 trains per hour—a reduction of approximately 63%—due to two-way traffic being forced onto a single track. During such periods, commuters would face overcrowded alternatives including PATH trains, buses, and ferries. In 2014, Amtrak’s CEO Joseph Boardman cautioned that one or both tunnels might need to be closed within twenty years due to their deteriorating condition.

Frequent component failures caused by storm damage and aging infrastructure result in delays. Between 2014 and 2018 alone, the North River Tunnels combined with Portal Bridge issues accounted for roughly 2,000 hours of delays. Repairing these tunnels without significant service interruptions requires first building new tunnels. Once operational, these new tunnels will permit sequential repairs of the existing ones while maintaining current service levels. Due to track layout constraints, the new tunnels will be constructed further south, limiting access to some existing tracks.

The Hudson Tunnel Project aims to double capacity by 2030 while enhancing the Northeast Corridor’s resilience through redundant infrastructure that improves reliability and ensures service continuity.

Hudson Tunnel

The Gateway Program’s Hudson River tunnel will extend from Weehawken Cove beneath the Hudson River to an eastern portal located south of Manhattan’s West Side Yard. Earlier ARC engineering assessments deemed a direct spur into Penn Station unfeasible because of geological difficulties and structural limitations along this route. Property surveys for the tunnel’s eastern portal have been completed.

In April 2011, $188 million in federal funds was requested for preliminary engineering and environmental studies. On May 2, 2016, the Federal Railroad Administration issued a Notice of Intent to prepare an environmental impact statement (EIS) jointly with NJ Transit for this project, coordinating efforts with Amtrak and the Port Authority of New York and New Jersey.

The ARC Tunnel had been planned in three segments: beneath the Hudson Palisades, under the river itself, and through Manhattan streets where it would have terminated abruptly. The Hudson Tunnel will follow similar alignments under the Palisades and river but will allow trains to connect with existing interlockings beyond this point. A flying junction is planned in later phases to maintain use of East River Tunnels and Sunnyside Yards for staging Amtrak Northeast Corridor trains.

The Draft Environmental Impact Study (DEIS) published in June 2017 analyzed four alignment alternatives beneath the Hudson River and Palisades. Option 4—adopting the ARC FEIS horizontal alignment with a shaft site south of 18th Street—was selected despite marginally higher tunneling expenses because it avoids operational disruptions and property acquisitions required by other options.

This tunnel will adhere to NFPA 130 safety standards and consist of two tubes connected by cross passages every 750 feet equipped with fire-rated doors. Construction will employ two tunnel boring machines operating beneath the riverbed.

While this project doubles track capacity under the Hudson River, constraints at Penn Station—including limited operational capacity, insufficient train storage facilities, and East River Tunnel bottlenecks—will keep train frequencies between New Jersey and New York steady through 2030 unless additional station improvements occur.

The initial construction contract for stabilizing the riverbed was awarded in February 2024. The first tunnel boring machine is slated to commence excavation in late 2024 or early 2025; the second machine is expected to begin work in 2026. Each machine is projected to require approximately two years to complete its respective tunnel segment.

Palisades Tunnel

On June 8, 2009, a ceremonial groundbreaking took place for the ARC project’s new underpass beneath Tonnelle Avenue in North Bergen, situated near the western entrance of the tunnel passing through the Hudson Palisades just south of the North River Tunnels. This $26.3 million property is owned by NJ Transit. The tunneling contract was assigned to Skanska on May 5, 2010. According to maps, this section is planned to extend toward the Weehawken–Hoboken boundary. In October 2012, NJ Transit purchased a parcel in Weehawken for $8.5 million to facilitate the tunnel’s alignment.

In June 2023, federal authorities approved $25 million to complete an overpass carrying U.S. Route 1/9 above the New Jersey tunnel portal. Subsequently, in September, the Gateway Development Commission granted contracts valued at $47.3 million to elevate Tonnelle Avenue over the portal. Construction on this overpass commenced in November 2023.

Hudson Yards "tunnel box" and West Side Yard

The airspace above the West Side Yard is being transformed into a mixed-use residential and commercial zone atop a platform developed as part of the Hudson Yards initiative. The introduction of a new Amtrak portal in Manhattan posed potential conflicts with Hudson Yards, which began construction in late 2012. In February 2013, Amtrak revealed plans to safeguard a right-of-way beneath Hudson Yards by constructing a "tunnel box," financed with $120–150 million in federal funding. By June 2013, an allocation of $183 million from Hurricane Sandy recovery funds was directed toward this tunnel box.

The initial phase of construction started on September 23, 2013, spanning between 10th and 11th Avenues from 31st to 33rd Streets. This subterranean concrete structure measured roughly 800 feet in length, 50 feet in width, and rose 35 feet tall. Amtrak awarded Tutor Perini a contract worth $133 million for this segment, which was finalized in 2014. Amtrak, NJ Transit, and the MTA jointly pursued a $65 million matching grant from the Federal Transit Administration to build an additional 105-foot section at 11th Avenue beneath a viaduct rehabilitated between 2009 and 2011. Construction on this portion began in December 2014 and approached completion by July 2017; however, disputes over funding delayed its finalization. By November 2017, the tunnel box was largely finished.

The subsequent phase intends to extend the tunnel casing between 11th and 12th Avenues as Hudson Yards expands westward. Work resumed on this concrete tunnel box in November 2023 with $3.8 billion in fresh funding secured. In July 2025, construction crews plan to reroute 12th Avenue to initiate ground freezing of the riverbed, enabling excavation for the tunnel beneath the Hudson River.

Integrating the tunnel with Penn Station necessitates significant modifications to existing track layouts. Multiple tracks must be lowered to match the new tunnel elevation at the portal located within A Yard. The I Ladder track will be extended to link with new tunnel tracks, facilitating train access to Tracks 1 through 18. Some tracks inside A Yard will undergo reconfiguration, requiring temporary relocation of stored trains due to limited storage capacity during construction. Near Tenth Avenue, the Empire Line tunnel will be lowered approximately 100 feet to connect with A Yard’s adjusted lower track level. This work will take place over weekends across a span of about 20 months or alternatively through a full closure lasting two to three months, culminating in roughly 21 months of construction activity.

New York Penn Station

The current Penn Station, constructed in 1968 as a replacement for the original 1910 edifice, is recognized as the "most heavily trafficked and congested passenger transportation hub in North America" on a daily basis. It accommodates services from Amtrak, New Jersey Transit, and the Long Island Rail Road (LIRR), and provides access to several New York City Subway routes. Between 1976 and 2010, weekday train operations increased by 89%, rising from 661 to 1,248 movements, reaching the facility's full capacity. In 2010, the station managed approximately 550,000 daily passenger boardings and disembarkations.

Penn Station forms part of the larger Pennsylvania Plaza complex, which also includes Madison Square Garden (MSG). In 2013, the New York City Council extended MSG’s Special Permit by up to ten years to support plans for relocating the arena and facilitating the construction of a new station building.

Moynihan Train Hall

In the early 1990s, then-New York Senator Daniel Moynihan proposed repurposing the James Farley Post Office building into a train station. This historic structure, opened in 1912 and situated near Penn Plaza, was originally built over railroad tracks leading to the first Pennsylvania Station from the west.

Phase 1 of this project commenced in 2010 with a $267 million budget aimed at expanding the Long Island Rail Road’s underground West End Concourse beneath the Farley Building’s primary entrance. This phase also added two new access points to Penn Station platforms via the Farley Building on Eighth Avenue. The official groundbreaking took place on October 18, 2010. By May 2012, the Port Authority of New York and New Jersey awarded a $270 million contract for this work. The West End Concourse became operational in June 2017.

Phase 2 focused on developing a new train hall within a fully restored Farley Building. Governor Cuomo announced plans for an integrated Penn-Farley Post Office complex in January 2016, with an estimated cost of $3 billion, renaming the initiative Moynihan Train Hall. Construction officially began in August 2017, and the train hall opened to the public on January 1, 2021.

Penn Station South

The Penn Station South project envisions constructing a new terminal on the block immediately south of the existing New York Penn Station, located at 31st Street and diagonally across Eighth Avenue from the post office on privately owned property. Although the PANYNJ acquired land along ARC’s route, no land acquisition has started south of Penn Station. The entire block is planned for clearance to accommodate high-rise development following completion of the terminal expansion. The design proposes seven tracks served by four platforms as an annex to the existing station complex. In April 2011, Amtrak sought $50 million in federal funds for initial engineering studies and environmental review.

By 2014, acquiring 35 properties within this area was projected to cost $404 million. According to estimates from New York City Planning Commission guidelines at 2015 price levels, purchasing the block bounded by 30th and 31st streets and Seventh and Eighth avenues could range between $769 million and $1.3 billion. Real estate prices have since increased roughly two-and-a-half times since 2012, based on data from Cushman & Wakefield. Furthermore, acquisition efforts are complicated by the presence of a local shrine within the site, adding additional challenges to development plans.

Associated initiatives

Additional undertakings within the New York metropolitan area are proposed under the NEC's Next Generation High Speed Rail program, encompassing both the northern and southern approaches linked to the Gateway Project.

New Brunswick–Trenton high-speed enhancement

In May 2011, a $450 million investment was designated to expand capacity along the corridor between New Brunswick and Trenton, New Jersey. This project, spanning six years, focuses on upgrading signaling and electrical infrastructure, including catenary systems, to boost reliability, accelerate train velocities, and facilitate more frequent high-speed operations. Although a House bill in July 2011 threatened to withdraw funding, the allocation was reinstated in August. Alongside new train procurements, this initiative is projected to increase speeds on this segment to . By September 2012, Acela test runs achieved speeds of here.

This track enhancement is part of multiple efforts targeting the "New Jersey Speedway" section of the NEC. These include constructing a new station at North Brunswick, implementing the Mid-Line Loop flyover to reverse train directions, and rebuilding County Yard in coordination with NJ Transit.

Harold Interlocking and Hutchinson River improvements

Daily, over 750 trains operated by LIRR, NJT, and Amtrak traverse the Harold Interlocking, resulting in frequent delays. In May 2011, a federal grant of $294.7 million was awarded to alleviate congestion at this busiest U.S. rail junction located in Queens. The project entails creating a dedicated track for Amtrak trains utilizing the New York Connecting Railroad right of way, thereby bypassing NJT and LIRR traffic. Additionally, a new flying junction will allow Amtrak trains heading toward Sunnyside to avoid conflicts with LIRR and NJ Transit services. Although funding faced uncertainty in July 2011 due to House budget reallocations, it was ultimately restored, enabling construction commencement in 2012. Some components were finalized by early 2023, with further work anticipated through late 2025.

In 2011, Amtrak requested $15 million for environmental assessments and initial engineering related to replacing the aging low-level movable Pelham Bay Bridge over the Hutchinson River in the Bronx. The replacement bridge is designed to support increased service capacity and speeds up to 110 mph (177 km/h). In August 2022, the FRA granted $4.5 million toward this endeavor. By June 2023, Amtrak had applied for additional FRA funding to progress multiple Northeast Corridor improvements, including ongoing work on the Pelham Bay Bridge replacement.

Subway expansion plans

Although not directly part of the Gateway Project, Amtrak proposed extending the Metropolitan Transportation Authority (MTA) 7 Subway Extension three blocks eastward from 11th Avenue and 34th Street to New York Penn Station. This extension would serve the Javits Convention Center and provide a direct ride to Grand Central Terminal, Manhattan’s East Side rail hub. Before Gateway’s announcement, the New York City Economic Development Corporation allocated up to $250,000 for a feasibility study examining a Hudson River tunnel connection to Secaucus Junction, contracted to engineering firm Parsons Brinckerhoff. In October 2011, NYC Mayor Michael Bloomberg endorsed this $10 billion project envisioned over ten years pending environmental and business planning reviews. However, Gateway and this subway extension competed for available funding.

By April 2012, citing fiscal limitations, MTA leadership effectively suspended the subway extension proposal in favor of Gateway as a more feasible solution for Hudson River transit congestion. An April 2013 report revisited the extension concept. Later that year, industry stakeholders and the New Jersey Assembly supported extending the line through shared tunnels with Gateway toward Secaucus and Hoboken stations, reflecting sustained interest in enhancing cross-Hudson transit connectivity.

See also

• Cross-Harbor Rail Tunnel – freight rail initiative introduced in 1993
• Fehmarn Belt fixed link – the longest combined road and rail tunnel worldwide
• High-speed rail in the United States
• Infrastructure policy of Donald Trump
• 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

External links

• Gateway Tunnel Video. Presented by New York Governor Andrew Cuomo, October 19, 2018. (5:23)