A theme running through the NYU’s Rudin Transportation Center’s bi-state symposium last week was the region’s need to reduce its dependence on trucks. Tim Gilchrist, NY State DOT’s Director of Planning and Strategy, explained that truck traffic has rapidly increased in the region in the past two decades and will continue to increase to disastrous proportions in the next few decades. "If you think it’s bad now, just wait, and you’ll be waiting," he said, referring to worsening congestion. Rail and marine freight movement need far more priority in public planning investment than they are given now.

Rick Larrabee, the Port Authority’s Director of Port Commerce outlined projects that are increasing rail capacity at Port Newark/Elizabeth, and that will provide rail access to Howland Hook.

None of this is news, however. While the Port Authority is putting some resources into rail freight upgrades, state governments in New Jersey and New York have not developed clear policy frameworks or overall plans to address truck dependence. Governor Pataki signed an important measure reducing property taxes on private railroads several months ago, but has remained silent on issues like the proposed cross-harbor freight tunnel and development of a new rail yard in Maspeth, Queens. Meanwhile, the New York State DOT finished a study of the freight yard potential of part of the Pilgrim hospital site on Long Island some time ago, but has not publicly released it.

McGreevey administration officials recently lauded increased spending on rail facilities, but they were taking credit for Port Authority spending in NJ, not for an increase in commitment by NJ DOT.

New Jersey participants also highlighted the transportation dilemmas caused by the ongoing march of sprawl development, and were hopeful about Governor McGreevey’s efforts to take on the issue and reconnect transportation and land use planning. In NY State, nothing of the scale of the McGreevey smart growth initiative is underway.

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