Engineering News Record
Marge O’Connor
11.17.20
Securely funded transit projects are moving forward while others are waiting for a financial push. Transit industry leaders say that Washington needs to improve the situation
“The federal government’s decision to not provide resources for infrastructure will send shockwaves through organizations like the Metropolitan Transportation Authority (MTA). Playing politics with infrastructure has never happened before. No matter who is heading the federal government, our nation needs a full stimulus plan. President Trump ran on creating the largest infrastructure bill in history, but that has not happened. In fact, we now have the lowest infrastructure funding ever. If we do not get something done in the next six months, we will be in big trouble,” says Carlo A. Scissura, president and CEO of the New York Building Congress.
Others agree that the challenges are widespread. “As far as we are concerned, Washington is dysfunctional. In July 2019, the Senate passed an infrastructure bill out of committee, but Speaker McConnell never took it further, so it is stalled. Now highway funding has a five- to six-year block, so states cannot plan ahead for capital projects,” says Greg Lalevee, business manager for the International Union of Operating Engineers Local 825 in Springfield, N.J.
Lack of support also has safety and employment ramifications. “If federal funding does not happen, MTA will not be able to do essential safety upgrades, such as improved signaling projects, ADA compliance and safety modernization at subway stations. It will also cancel the planned subway extension and addition of subway routes in Brooklyn. It does not just mean that commuting will be terrible, but it also means that thousands of people will not be working, including architects, engineers, construction workers and those from companies on the supply side,” Scissura explains.
The role of the transit industry in all aspects of life and the economy is often misunderstood. “Our work is essential because everyone needs or uses what we build and improve. Infrastructure spending also generates a return on investment in the economy of six to seven fold, and the employment opportunities go well beyond those of us who design, build and maintain our nation’s infrastructure,” says Bill Mascetta, president of Transit Construction Corp.
For MTA, which serves more than 15 million people, the financial dilemma is huge. “With federal funding, the MTA was on pace to invest more than $30 billion in the transit system over the next three years, but now we do not know what the future holds. We are good until the end of the first quarter 2021, but after that, we are in big trouble,” Scissura says.
Essential Projects
Since transit systems, tunnels and roads are intertwined, they are all equally affected. “The greatest need in our area is to replace the tunnels under the Hudson River, which is part of Amtrak’s Northeast line. The tunnels, which are more than 100 years old, flooded during Hurricane Sandy, and the saltwater is wreaking havoc on them. It is a disaster waiting to happen,” Lalevee says.
The lack of understanding about these repair costs is also hindering progress. “Many people in Congress think that this work is tied to the $30-billion Gateway Tunnel project. It is not. Amtrak’s current cost estimate is about $13 billion, which is not out of line. The tunnels are a major choke point between Boston and Washington, D.C., where at least 100,000 commuters travel daily between New York and New Jersey. Amtrak can move 24 trains an hour through the tunnels. If one closes, this drops to six trains. This would turn commuters to cars and increase damage to the bridges that are well past their 50-year life expectancy. Taking a wait-and-see approach on fixing the tunnels is a death spiral. We need to do this now to sow the seeds for economic recovery,” Lalevee says.
Staying Active
The good news is that work that was in progress before March is continuing. “The train tunnel under the East River, a third rail track on the E train in Queens and installing contactless fare systems are all still happening. Replacing track switches on the Fourth Avenue line used by the D, N and R trains is being done. This line frequently goes down, so this is a big improvement project,” Scissura says.
Activity in certain areas may pick up next year. “We think we will have members working on the Portal Bridge during the first half of 2021 in New Jersey’s Kearney area. Replacing it will start to relieve congestion along the corridor. New Jersey has also authorized $600 million in bonding, which is currently on the table and will hopefully push out the door this year with $400 million for blacktop and solid projects,” Lalevee says.
New Jersey has another way to take on the transit financial challenge too. “NJ Transit has a five-year unconstrained capital plan that supports continued investment in frontline personnel, infrastructure and equipment to maintain the system in good repair, advance its 10-year strategic plan and reduce the spread of COVID-19, all without raising fares,” says David Boate, vice president and Northeast transit and rail leader with Gannett Fleming.
Reduced income from rider fares in 2020 is also a major financial factor that must be addressed. “Transportation agencies are being forced to offset the drop in ridership revenue with capital funds, which affects capital improvements. Agencies are expecting to face this deficit over the next two years, which means they may put long-term programs on hold to maintain daily operations,” says Andrew Gillespie, senior vice president and transit and rail director of Northeast and Canada with Gannett Fleming.
From now into mid-2021, the stakes are high. “Anything that was not in progress will not start. This puts thousands of area people out of work and has a nationwide affect. Supplies and materials are not all coming just from New York but from many other states as well. So crippling work in the MTA region is a national event because this area represents the largest percentage of GDP of any other region in the country. Since 2011, it has created as many as 100,000 jobs in nearly all 50 states. Until the president has a change of heart and funds a stimulus plan, the lack of work on infrastructure in our area will affect the entire country,” Scissura says.
The evolution of events through the end of 2020 will keep transit systems and users at bay well into 2021.
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