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Like the rest of the network, they suffer from over-use and chronic under-investment.
與其他交通網絡情況類似的是，這些隧道在投資不足的情況下被過度壓榨。
Damage caused by Hurricane Sandy in 2012 has not yet been repaired.
2012年“Sandy”颶風造成的破壞至今都沒有修復。
Another storm, a tunnel crack or a high-speed derailment would be catastrophic.
而當另一次風暴降臨之時，遂道崩塌或高速列車出軌都將是災難性的。
Richard Barone of the Regional Plan Association, a think-tank, puts it bluntly: “We're operating on borrowed time.”
區域規劃協會智囊團的一員Richard Barone直截了當地說：“我們在透支未來。”
The NEC is, however, the only part of Amtrak that turns a profit.
然而，東北走廊卻是美國鐵路客運公司的唯一利益來源。
Amtrak is an odd entity, a commercial service which has its board appointed by the president and receives funding from Congress.
“美鐵”是一個古怪的實體，它具有商業服務性，其中的董事會由總統任命并接受國會的撥款。
Since the funding comes annually, Amtrak struggles to have a multi-year capital plan.
由于有了每年一次的資金撥款，“美鐵”試圖制定本來要數年才能完成的資本計劃。
With a repairs backlog estimated at $28bn, and tunnels and track needing upgrades all over the region, it cannot do much beyond basic maintenance.
維修積壓的工程估約28億美元，整個地區的隧道軌道需要升級，除了基本的維護之外，公司沒有多余的資金做其他項目。
Congress is said to be increasing Amtrak funding to $1.5bn this year, $105m more than last year.
今年國會決定給“美鐵”增加資金至15億美元，比去年多了1.05億美元。
That is pretty small beer where railway tunnels under rivers are concerned.
可是，這筆資金對于水下鐵軌的工程來說是微不足道的。
The proposed Gateway tunnel, a new $24bn rail link between Newark, New Jersey and New York City under the Hudson river, would help to ease pressure on the network.
這項擬定的蓋特韋隧道項目，是在哈德遜和下建起連接紐瓦克，新澤西和紐約市的一條軌道，耗資240億美元，這個項目將會減輕整個交通運輸網負擔。
Last year the federal government agreed to split the cost with New York, New Jersey and Amtrak.
去年聯邦政府同意與紐約，新澤西和紐瓦克分攤工程費用。
But little federal money has been spotted yet.
然而至今，還沒有收到聯邦政府承諾的資金。
Meanwhile, the subway is still operating on a 1930s signal system; Eastside Access, a plan to bring some LIRR riders to Grand Central station, is delayed; the bus terminal needs a complete overhaul; the area's three major airports are at capacity.
同時，地鐵仍然還使用著20世紀30年代的信號系統；Eastside Access——本來計劃將長島鐵路乘客送往中央火車站的項目將被延遲；公交車終點站需要全面地翻修，這個地區的三個主要機場也需要全面開工。
But getting big projects built in New York is a costly, lengthy enterprise thanks, in part, to expensive labour and over-regulation.
然而在紐約建造大型項目是一項耗資巨大、時間長的打算，在一定程度上是因為昂貴的勞動力和過度的監管。
The Second Avenue subway, the first new line in decades, cost $5.5bn for four miles of track and three new stations.
地鐵第二大道——數十年來第一條新型線路將會在四英里鐵軌及三個新建火車站方面將花費5.5億美元。
譯文來源考研英語時事閱讀
