FOR IMMEDIATE RELEASE
September 23, 2013
ATK-13-105
Contacts:
Cliff Cole (Amtrak) – 212 630 6933
Max Young (Schumer) – 202 380 5990
Paul Brubaker (Menendez) – 202 224 4744
Aaron Keyak (Nadler) – 202 225 5635
Susan Hendrick (Trottenberg) – 202 366 0100
CONSTRUCTION BEGINS TO PRESERVE POSSIBLE PATHWAY
OF NEW TRAIN TUNNELS INTO PENN STATION, NEW YORK
Amtrak, Schumer, Menendez and Nadler say new tunnels critical to expand
capacity, increase reliability and improve resiliency of rail system
NEW YORK – Amtrak Chairman Tony Coscia, U.S. Senator Charles E. Schumer, U.S.
Senator Robert Menendez and Congressman Jerrold Nadler today announced a critical first step
towards preserving a right-of-way for new rail tunnels under the Hudson River designed to
withstand future flooding, with the start of construction of an 800-foot concrete casing at the
Hudson Yards facility in the heart of Manhattan.
The casing is being constructed between 10th and 11th Avenues in order to preserve a
possible right-of-way for two new rail tunnels into Penn Station, New York. It is being built
beneath the Hudson Yards Development project currently under construction by Related
Companies and Oxford Properties Group. In May 2013, Schumer, Menendez and Nadler
announced $185 million from the Department of Transportation’s Super Storm Sandy Relief
funding for the project. Construction of the concrete casing is expected to be complete in
October 2015.
“The value of the work on this concrete casing cannot be underestimated as it preserves a
possible pathway for new tunnels designed to increase the reliability and capacity for Amtrak
and New Jersey Transit’s operations and will step up the resiliency of the rail system against
severe weather events like Super Storm Sandy,” Coscia said.
“Transit is the lifeblood of the metropolitan area, and this project will make sure one of
our critical arteries is in good condition and protected from future breakdowns,” said Sen.
Schumer. “When we learned of the possibility of missing this opportunity to preserve the only
right- of- way for new tunnels into Penn Station, we moved quickly to secure the needed
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funding. Today’s groundbreaking is the fruit of that effort. In the aftermath of Super Storm
Sandy, Amtrak’s Gateway Program is critical infrastructure for our homeland security, making
expedited construction of Hudson Yards Right-Of-Way Preservation project in the national
interest. I am pleased that Amtrak is moving forward with the concrete casing so quickly so that
we can preserve a path for new train tunnels into Manhattan.”
“Today’s groundbreaking is about so much more than making way for the Amtrak
Gateway tunnels,” said Sen. Menendez. “It’s about celebrating a $185 million investment in our
future, in keeping our competitive edge in the New Jersey-New York area, in our preparedness
against severe weather events like Super Storm Sandy. We can’t be satisfied with a 19th century
infrastructure in a 21st century world and expect to stay competitive in a high-tech, fast-paced,
global economy. For the growth of the entire region, it’s critical that we invest in new rail
tunnels across the Hudson.”
“Today, we mark an important step in the development of high speed rail in the Northeast
Corridor,” said Congressman Jerrold Nadler. “I ride Amtrak every week to Washington. Rail is
the most reliable form of transportation, and it should be the main option for all traveling less
than 500 miles. Unfortunately, Penn Station is at capacity. By taking this step, we will be able
to add new flood-resistant rail tunnels underneath the Hudson that will double the capacity of the
Northeast Corridor. I want to thank USDOT for awarding $185 million in Hurricane Sandy
Relief funding. But we are not done yet. We must continue to fight for additional funding for
the corridor. High Speed Rail is absolutely essential for the economic viability and
competitiveness of New York and the entire Northeast.”
“The U.S. Department of Transportation is fully committed to helping the New York and
New Jersey region recover from Super Storm Sandy with funding towards rebuilding and
strengthening critical infrastructure, including the Hudson Yards project,” said U.S. Department
of Transportation Under Secretary Polly Trottenberg. “This project will pave the way for two
flood-resistant tunnels that will improve transportation options and ensure that commuters have a
back-up in the face of another super storm.”
Damage to the Northeast Corridor (NEC) during Super Storm Sandy was significant and,
in some places, unprecedented. The storm surge flooded four of six 103-year old tunnels under
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the Hudson and East Rivers, for the first time in their history. Both Hudson River Tunnels that
serve points south of New York were flooded with 3.25 million gallons of brackish water. The
flooding of these tunnels halted all Amtrak NEC and NJ Transit service into Manhattan for about
five days, impacting nearly 600,000 daily riders and causing significant economic disruption.
The Long Island Rail Road (LIRR) also suffered a significant loss of capacity and service due to
the flooding of two of the four East River Tunnels.
In addition to the lessons learned from Sandy, the Gateway Program has taken on
increased urgency in the past year as engineers have determined the only viable route to connect
the Gateway Tunnels directly to Penn Station, New York will intersect the Hudson Yards, where
Related/Oxford has commenced construction on a multi-billion dollar, mixed-use commercial
and residential development project.
Related/Oxford and LIRR, which owns the maintenance yard and facility also impacted
by the development project and concrete casing, have been willing and diligent partners in this
national transportation priority and homeland security project.
The NEC is at or near capacity at many locations, but nowhere is the demand greater than
in Penn Station, New York. When one or both of the current Hudson River tunnels need to be
taken out of service – such as in the wake of Super Storm Sandy or a homeland security event –
the region loses a vital economic artery and evacuation route. The two existing, 103-year-old rail
tunnels into midtown Manhattan often create a severe bottleneck as the only intercity and
commuter rail crossing into New York City from New Jersey and were shown to be vulnerable to
sea water immersion from storm surges and infiltration.
The placement of the concrete casing involves the excavation of approximately 83,000
cubic yards of soil and bedrock and will be 800 feet long, 50 feet wide and 35 feet tall. The
dimensions of the casing have been designed to ensure that the preserved right-of-way will have
sufficient space for the future construction of a two-track train tunnel.
The contractor selected is Tutor Perini Corporation of California.
About Amtrak®
Amtrak is America’s Railroad®, the nation’s intercity passenger rail service and its high-speed rail operator. A
record 31.2 million passengers traveled on Amtrak in FY 2012 on more than 300 daily trains – at speeds up to 150
mph (241 kph) – that connect 46 states, the District of Columbia and three Canadian Provinces. Amtrak operates
intercity trains in partnership with 15 states and contracts with 13 commuter rail agencies to provide a variety of
services. Enjoy the journey® at Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.
Join us on facebook.com/Amtrak and follow us at twitter.com/Amtrak.
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HUDSON YARDS RIGHT-OF-WAY PRESERVATION
Safeguarding a Vital NEC Rail
Connection to Penn Station, New York
PROJECT OVERVIEW
With funding from Congress and the Federal Railroad Administration, Amtrak is constructing a concrete casing at the Hudson
Yards in midtown Manhattan to preserve an underground rightof-way that could serve as the future alignment for the proposed
Gateway Program into Penn Station, New York. The Gateway
Program is a proposed set of strategic projects that will double
train capacity between Newark, New Jersey, and Penn Station,
New York, including two new rail tunnels under the Hudson River. Currently, 450 commuter and intercity trains enter Penn Station each day from New Jersey through the two existing Hudson
River rail tunnels. These tunnels, built in 1910, are operating at
capacity and are vulnerable to flooding from extreme weather
events; they were closed after being inundated with salt water
during Super Storm Sandy with one tunnel remaining closed for
two weeks due to storm-related damages.
A STRATEGIC LOCATION
PROJECT SUMMARY
Timeline
September 2013 – October 2015
Funding
$185 million in federal funding through the Sandy
Relief Bill.
Key Players
Amtrak
Concrete casing project lead.
Related Companies and Oxford Properties Group
Lead developer of Hudson Yards Project.
Tutor Perini
Contractor for Related Companies & Amtrak.
MTA Long Island Rail Road (LIRR)
Owner of Hudson Yards.
U.S. DOT Federal Railroad Administration
Providing funding for construction of
concrete casing.
A NEW FUTURE FOR THE HUDSON YARDS
In December 2012, Related Companies and Oxford Properties
Group broke ground on the first office tower at the Hudson
Yards, where over the next decade a total of 13 million square
feet of commercial and residential space will be constructed on
a platform over the rail yards, including buildings as tall as 1,250
feet, transforming the far west side of midtown Manhattan into
a bustling commercial and residential district. Platform construction consisting of foundation work for the commercial buildings
will commence in January 2014 with structural steel erection of
the platform commencing in June.
Amtrak has determined that an alignment through the Hudson
Yards provides the only viable route for new Hudson River tunnels to access Penn Station and serve existing tracks and platforms. Emerging from new Hudson River tunnels, the two proposed tracks would traverse the
Hudson Yards below grade in a 50
foot wide right-of-way that provides a direct connection to 18 of
the 21 tracks at Penn Station. This
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Right: A three-dimensional rendering
of the concrete casing (in green) under
construction at the Hudson Yards.
Stre
Concrete
Casing
11th Avenue
SEPTEMBER 2013 | Amtrak Northeast Corridor Infrastructure & Investment Development
Left: Related Companies and Oxford Properties Group are developing a major
mixed-use commercial and residential district above the Hudson Rail Yards,
prompting the need for preservation of the future Gateway Program right-ofway. (Image courtesy of Related Companies.)
FREQUENTLY ASKED QUESTIONS
What is included in the project cost?
The cost of this $185 million project includes: partial demolition and
temporary relocation of activities in the LIRR Maintenance of Equipment (MOE) building at Hudson Yards, excavation for and construction
of the concrete casing between 10th and 11th Avenues, reconstruction of the MOE building, and project management and administration.
What impact will this project have on rail operations at the Hudson
Yards and Penn Station?
The construction of the concrete casing will require some limited disruption to the active rail yard used by LIRR for train storage, switching,
and maintenance, known as the West Side Yard. Amtrak is working
closely with LIRR to minimize any disruption to its services during this
period that may result from the temporary removal of tracks in the
rail yards or construction that would require temporary track outages.
The project is not anticipated to impact commuter and intercity rail
services in and out of Penn Station.
RIGHT-OF-WAY PRESERVATION PROJECT DETAILS
The concrete casing is approximately 800 feet long, 50
feet wide, 35 feet tall, and will extend underground from
10th to 11th Avenues between 30th and 33rd Streets.
The project will entail the excavation of approximately
83,000 cubic yards of soil and bedrock. It is anticipated
that another section of concrete casing, between 11th
and 12th Avenues, will need to be constructed to protect the additional right-of-way in the Hudson Yards site
as commercial and residential development continues
west.
BENEFITS
The construction of the concrete casing will maintain the
opportunity to expand passenger rail services in and out
of New York City and improve the safety and reliability of
rail operations. In the absence of this project, the ability to meet strong growth in intercity and commuter rail
travel demand west of the Hudson and throughout the
Northeast Region while integrating with existing Penn
Station operations would be forever lost. The project
also supports Amtrak’s effort to improve resiliency to potential future disasters, including flooding.
What are the next steps of the Gateway Program?
In addition to the Hudson Yards Right-of-Way Preservation project,
the following activities are anticipated in the next 3-5 years to advance the Gateway Program beyond the conceptual planning stage.
•
Early construction activities by NJ Transit and Amtrak to replace
the 100-year old Portal Bridge over the Hackensack River with
the first of two new, high-level fixed span bridges, critical components of the Gateway Program.
•
Design and construction of an anticipated next phase of the concrete casing between 11th and 12th Avenues in coordination with
the westward development of the Hudson Yards.
•
Advancing the next phase of planning and engineering studies
for the Gateway Program – System Design and Program Development.
•
Obtaining federal project level environmental clearances for the
Gateway Program as required by the National Environmental Policy Act (NEPA).
FOR MORE INFORMATION CONTACT
NEC Infrastructure & Investment Development
[email protected]
THE GATEWAY PROGRAM
Critical Capacity Expansion to the Northeast Corridor
PROJECT OVERVIEW
Why is the Gateway Program needed?
The Gateway Program is a proposed series of strategic rail
infrastructure improvements designed to improve current services and create new capacity that will allow the doubling of
passenger trains running under the Hudson River. The program
will increase track, tunnel, bridge and station capacity, eventually creating four mainline tracks between Newark, New Jersey,
and Penn Station, New York, including two new Hudson River
tunnels. The program also includes updates to, and modernization of, existing infrastructure such as the current tunnels under
the Hudson River, and the electrical system that supplies power
to the roughly 450 daily trains using this segment of Amtrak’s
Northeast Corridor.
The Northeast Corridor (NEC), connecting Washington, DC and
Boston, MA, is at or near capacity at many locations, but nowhere is the demand on the existing rail system greater than in
Penn Station, New York and its associated infrastructure. The
two existing, 100-year-old rail tunnels into midtown Manhattan
– the only intercity passenger rail crossing into New York City
from New Jersey – operate today at 95 percent capacity during rush hour, creating a severe bottleneck that limits NEC train
volume across the entire rail corridor. Trains and stations are
currently severely overcrowded at peak periods, and this will
worsen as demand for service is projected to increase significantly by 2030. Additionally, much of the existing rail infrastructure in this portion of the NEC faces reliability challenges due to
age and the intensity of current use, with the potential of very
significant delays when problems arise.
PROJECT SUMMARY
Timeline
Target Completion: 2025 – 2030
Funding
Amtrak received $15 million in FY 2012 and $15
million in FY 2013 through a special fund set aside
in Amtrak’s federal capital appropriation to initiate Gateway Program planning and pre-construction work. Amtrak also received $185 million in
the Sandy Relief Bill for the Hudson Yards Rightof-Way Preservation Project in FY 2013.
Partners
Amtrak is leading the efforts to develop initial
plans for the Gateway program while recognizing
that a successful program must involve Gateway’s
regional and national partners.
Historic and Projected Growth in Daily Penn Station, New York Train
Movements 1976, 2012, and with Gateway (Illustrative)
Gateway
2025-2030
2012
1976
LIRR
NJT
Amtrak NEC
Empire
Metro North
100
200
300
400
500
600
The vulnerability of access to Penn Station, New York was
brought into national focus after Super Storm Sandy flooded
the Hudson and East River tunnels severing all rail service to
New York. The Gateway Program is intended to create the new
infrastructure essential to hardening the system against future
storms and achieving capacity and reliability-related investments to meet the needs of the NEC’s operators for the next
30-50 years.
What is the current status of the Gateway Program?
The Gateway Program has taken on increased urgency in the
past year as engineers have determined that the only viable
alignment to connect the proposed Gateway tunnels directly
to the majority of Penn Station’s existing tracks and passenger
platforms intersects with the Hudson Yards development over
Long Island Rail Road’s West Side Yard, where Related Companies and Oxford Properties Group have broken ground on a
multi-billion dollar, mixed-use commercial and residential development project. Amtrak is working with the developers and
the Long Island Rail Road to construct an 800-foot concrete
casing that will protect this potential Gateway right-of-way to
create resilient access to Penn Station, New York. Amtrak has
secured $185 million in federal funding to construct this rightof-way preservation project, starting in September 2013.
700
SEPTEMBER 2013 | Amtrak Northeast Corridor Infrastructure & Investment Development
Gateway Program: 2025-2030
Existing NEC
Expanded Secaucus
Frank R. Lautenberg Station
Kearny
Secaucus
(NJ Transit Only)
Weehawken
Hudson
River
Hackensack River
Expanded
Moynihan / Penn Station
Two New Portal Bridges
Connection to Existing NEC
NJ
(Swift Interlocking)
New York
Harrison
Newark
PENN STATION
NY
MOYNIHAN / PENN STATION
New Parallel Alignment in New Jersey
New Trans-Hudson River Tunnels
Manhattan
Jersey City
to Philadelphia
Potential Future
Extension East
PROGRAM KEY COMPONENTS
1. New Hudson River Tunnels: Two new Hudson River intercity and commuter rail tunnels to provide redundancy for the existing Hudson River tunnels that directly connect to the expanded Penn Station, New York, providing operational benefits
for the existing station and increased capacity. Construction is starting in September 2013 on an 800-foot concrete casing
through the mixed-use commercial and residential Hudson Yards development site in west Midtown Manhattan in order to
preserve the only viable alignment for future rail tunnels into Penn Station, New York.
2. Expanded Moynihan/Penn Station, New York: An expansion of the existing Penn Station, New York tracks and platforms
into a new Penn Station South facility and the creation of new concourses with direct connections to the future Moynihan
Station. These improvements will support the long-term commuter and intercity passenger rail growth serving Penn Station,
New York and the historic Farley Post Office Building, which is being transformed into a new Moynihan Station in New York
City. The expanded Moynihan/Penn Station complex creates a consolidated Amtrak operation on Manhattan’s west side
and the high level of service and connectivity required for expanded Amtrak intercity services, including the proposed next
generation of high-speed rail service (NextGen HSR).
3. New Portal Bridges: Two new high-level, fixed bridges, known as North and South Portal Bridges, replacing the existing
100-year-old moveable Portal Bridge over the Hackensack River between Kearny and Secaucus, New Jersey, and doubling
corridor capacity.
4. Newark-to-Secaucus Improvements: An improved Northeast Corridor between Newark and Secaucus, New Jersey, including expanding the mainline from two to four tracks between Newark and the existing tunnel portals at Bergen Palisades,
better connections to the New Jersey Transit Morris and Essex Lines and various bridge upgrades.
5. Reconstruction of Existing Hudson River Tunnels: The existing Hudson River tunnels, completed in 1910 by the Pennsylvania Railroad, will be rebuilt and modernized once the new Hudson River tunnels are completed and rail traffic can be shifted
away to allow for an extended outage. The century-old tunnels will be substantially reconstructed to meet 21-century
standards for structural integrity, operations, fire and life safety, and resiliency to flooding and other potential emergencies.
SEPTEMBER 2013 | Amtrak Northeast Corridor Infrastructure & Investment Development
PROGRAM BENEFITS
By eliminating the bottleneck in New York and creating additional tunnel,
track, and station capacity in the most congested segment on the NEC, the
Gateway Program will provide greater levels of service, increased redundancy, added reliability for shared operations, and additional capacity for
the future increases in commuter and intercity rail service.
Hudson River Tunnels: The existing Hudson River tunnels
are over 100 years old and require service outages every
weekend to perform routine maintenance.
Hudson Yards: The rapid advancement of the Hudson
Yards mixed-use development project by Related Companies and Oxford Properties Group requires early action to
protect the Gateway tunnel alignment into Penn Station.
• Increases Capacity: The Gateway Program will benefit both intercity
and commuter rail passengers, as well as communities and states along
the entire NEC. The program will more than double Amtrak intercity
rail services and provide for up to a 75 percent increase in New Jersey
Transit commuter trains to New York City using one of the most energyefficient, environmentally friendly forms of transportation available.
• Improves Operational Reliability and Resiliency: The Gateway
Program will provide essential Hudson River system redundancy
and operational flexibility critical to both managing and maintaining the system reliably day-in and day-out and in responding to
emergencies. The new Hudson River tunnels will be built to provide enhanced protection from potential future storm surges and
flooding, including design features such as flood gates, greater
pumping capacity and redundant power supply systems, which
will increase the tunnels’ resiliency in the case of emergency.
• Expands Commuter Rail Service: The Gateway Program will enable
the expansion of one-seat ride opportunities to New York City for New
Jersey Transit commuters – a long-standing state transportation goal.
It will also support the introduction of Metro-North Railroad New Haven and Hudson Line commuter services to Penn Station, New York
and provide additional capacity to expand Amtrak high-speed, regional- and state-supported intercity services throughout the entire
Northeast Region.
Moynihan Station: The first phase of construction is
underway to turn the Farley Post Office into an expanded
Moynihan/Penn Station complex, which will benefit from
the connections provided by the Gateway Program.
Portal Bridge: Elements of the Gateway Program, such as
the replacement of Portal Bridge, are in final design and
are ready to move forward as soon as funding is secured.
• Supports Next Generation High-Speed Rail: The Gateway Program
improvements will enable expansion of existing Amtrak high-speed
Acela Express and other intercity services, including Amtrak’s proposed
220 mph, next generation high-speed rail trains. Without the infrastructure and capacity improvements contained in the Gateway Program, it will not be possible to achieve the proposed high-speed goals.
• Boosts Economic Growth: The Gateway Program will grow the economy by making business travel in the Northeast Region more convenient and reliable. The Gateway Program will also increase access to
labor and job markets on both sides of the Hudson River for employers
and employees, creating more comfortable and reliable commuting
options. The expansion of high-speed Acela Express service and introduction of 220 mph high-speed service in the long term will shrink
travel times between major cities in the Northeast Region, forging
new economic linkages critical in today’s globally competitive market.
OTHER FAQS
What is the importance of the Gateway Program beyond New York / New Jersey?
The Gateway Program improvements in New Jersey and at Penn Station, New York will provide
for future expansions of all services throughout the entire Northeast Region, including those
from upstate New York, Connecticut and New England, as well as those from points south, such
as Virginia, Pennsylvania, and North Carolina. Meaningful expansion of passenger rail service to
and through New York City is otherwise not possible without the Gateway Program improvements.
Will the Gateway Program benefit commuter rail passengers in the New York area?
Yes. The Gateway Program is being designed to alleviate the capacity issues between New York
and New Jersey which will benefit Amtrak passengers traveling along the Northeast Corridor and
also extend those benefits to New Jersey Transit, Long Island Rail Road and potentially MetroNorth Railroad commuter rail passengers, through the creation of additional hourly train movements in and out of Penn Station, New York and new station capacity to accommodate additional trains and passengers.
Will the Gateway Program allow for a one-seat ride for NJ Transit commuters from Bergen
County to New York City?
Yes. The Gateway Program is designed to allow this long-standing New Jersey transportation
goal to be realized, but requires the state to make the necessary companion investments for the
connection to be built.
What private sector role is expected in the Gateway Program?
Amtrak anticipates forming alliances and partnerships with both public and private sector entities to fund, support and deliver the construction and operation of the Gateway Program infrastructure. Amtrak’s close consultation with Related Companies and Oxford Properties Group to
preserve the Gateway tunnels right-of-way through the Hudson Yards site is one example of this.
What is the next step?
Amtrak has secured federal funding to construct an 800-foot concrete casing through the Hudson
Yards that will protect the only viable right-of-way for connecting the Gateway tunnels to Penn
Station, New York’s existing tracks and platforms. This project is necessary because of construction that is underway by Related Companies and Oxford Properties Group of a major mixed-use
development project over the Hudson Yards. Construction of the concrete casing begins in September 2013 and is expected to last two years. Other early elements of the Gateway Program
are also underway, such as the recent completion of design of Portal Bridge North. New Jersey
Transit is undertaking early construction activities of this bridge in cooperation with Amtrak.
FOR MORE INFORMATION CONTACT
NEC Infrastructure & Investment Development
[email protected]