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Biden Maneuvers to Try to Avoid Devastating Rail Strike

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The Biden administration is considering executive action to try to avoid a shutdown of the nation’s rail network that would harm the economy ahead of the midterm elections.WASHINGTON — President Biden, desperate to avert a damaging freight rail strike that could exacerbate rapid inflation, is pushing rail companies and unions to reach an agreement ahead of a Friday deadline, while exploring whether he can do anything unilaterally to assuage workers’ concerns.Mr. Biden and his economic team have been inserting themselves into final-hour negotiations between rail unions and large rail companies, which are at loggerheads over scheduling and sick time. Labor groups have insisted that employees be able to take unpaid time off for physician appointments, a request railroad companies have been unwilling to grant.On Wednesday, in anticipation of a strike, Amtrak said it would cancel all long-distance passenger trains beginning on Thursday in order to avoid possibly stranding people given that many of its trains run on tracks operated and maintained by freight carriers.Also on Wednesday, members of a small rail union, whose leaders had reached a tentative deal with freight companies, voted down the agreement, signaling more difficulty in negotiations to come. And Mr. Biden’s labor secretary gathered union and company leaders in Washington to try to resolve the impasse, with little progress.The looming strike has plunged Mr. Biden into a difficult position at a critical moment, with midterm elections that will determine whether Democrats retain control of Congress rapidly approaching and rampant inflation chipping away at the president’s support. Mr. Biden, a longtime champion of labor leaders and union employees, is caught between his long-running push to reduce the pandemic-era supply chain snarls that have helped fuel inflation and his efforts to continue to win the enthusiastic support of labor unions.As a result, Mr. Biden is attempting to walk a careful line, taking pains to tell both unions and companies that they have an obligation to the public to keep rail service moving. While he has pushed to elevate the power of organized labor throughout his time in office, he is wary of hurting American consumers and the economy, which could experience shortages and price spikes from even a brief strike.President Biden and his economic team have been inserting themselves into final-hour negotiations between the rail unions and large rail companies.Erin Schaff/The New York TimesOn Monday, Mr. Biden phoned leaders on both sides of the table to urge a deal, stressing the same message to both sides, according to people familiar with the discussions: A strike will hurt rail customers and a broad swath of people and businesses across the country, and a negotiated agreement is the best way to avoid one.Martin J. Walsh, the labor secretary, and White House officials hosted union and company leaders in Washington on Wednesday in an attempt to broker a deal before Friday, when a federally imposed “cooling off period” for negotiations expires. Workers could go on strike immediately, though they will not automatically do so.Inflation F.A.Q.Card 1 of 5What is inflation? More

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    $1 Trillion Infrastructure Bill Pours Money Into Long-Delayed Needs

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    The sprawling, 2,702-page bill includes historic investments in traditional projects as well as broadband expansion and funds for some climate projects.WASHINGTON — Amtrak would see its biggest infusion of money since its inception a half-century ago. Climate resilience programs would receive their largest burst of government spending ever. The nation’s power grid would be upgraded to the tune of $73 billion.The sprawling, $1 trillion bill that the Senate took up on Monday — a 2,702-page bipartisan deal that is the product of months of negotiating and years of pent-up ambitions to repair the nation’s crumbling infrastructure — would amount to the most substantial government expenditure on the aging public works system since 2009.It is also stuffed with pet projects and priorities that touch on nearly every facet of American life, including the most obscure, like a provision to allow blood transport vehicles to use highway car pool lanes to bypass traffic when fresh vials are on board and another to fully fund a federal grant program to promote “pollinator-friendly practices” near roads and highways. (Price tag for the latter: $2 million per year.)The measure represents a crucial piece of President Biden’s economic agenda, and the agreement that gave rise to it was a major breakthrough in his quest for a bipartisan compromise. But it was also notable for the concessions Mr. Biden was forced to make to strike the deal, including less funding for clean energy projects, lead pipe replacement, transit and measures targeted to historically underserved communities.Some of those provisions could be included in Democrats’ budget blueprint, expected to amount to $3.5 trillion, which they plan to take up after completing the infrastructure bill and push through unilaterally over Republican objections.The infrastructure legislation, written by a group of 10 Republicans and Democrats, could still change in the coming days, as other senators eager to leave their imprint have a chance to offer proposals for changes. The Senate began considering amendments on Monday, with more possible in the coming days.But the legislation marks a significant bipartisan compromise, including $550 billion in new funds and the renewal of an array of existing transportation and infrastructure programs otherwise slated to expire at the end of September.For climate, a substantial investment that falls short of the administration’s goals.As states confront yet another consecutive year of worsening natural disasters, ranging from ice storms to wildfires, the measure includes billions of dollars to better prepare the country for the effects of global warming and the single largest federal investment in power transmission in history.Much of the money intended to bolster the country’s ability to withstand extreme weather would go toward activities that are already underway, but which experts say the government needs to do more of as the threats from climate change increase. It also would support new approaches, including money for “next-generation water modeling activities” and flood mapping at the National Oceanic and Atmospheric Administration, which would also receive funds to predict wildfires.The legislation also includes $73 billion to modernize the nation’s electricity grid, which energy analysts said would lay the groundwork for pivoting the nation off fossil fuels. But it contains only a fraction of the money Mr. Biden requested for major environmental initiatives and extends a lifeline to natural gas and nuclear energy, provisions that have angered House progressives.There is also $7.5 billion for clean buses and ferries, but that is not nearly enough to electrify about 50,000 transit buses within five years, as Mr. Biden has vowed to do. The bill includes $7.5 billion to develop electric vehicle charging stations across the country, only half of the $15 billion Mr. Biden requested to deliver on his campaign pledge of building 500,000 of them.The bill would provide $15 billion for removing lead service lines across the nation, compared with the $45 billion Mr. Biden had called for and the $60 billion water sector leaders say is needed to get the job done.The legislation also includes more than $300 million to develop technology to capture and store carbon dioxide emissions from power plants, and $6 billion to support struggling nuclear reactors. It directs the secretary of energy to conduct a study on job losses associated with Mr. Biden’s decision to cancel the Keystone XL Pipeline.The legislation includes $73 billion to modernize the nation’s electricity grid.Jim Wilson/The New York TimesSenators won pet projects and crucial funding for their favored priorities.As one of the few major bills likely to be enacted during this Congress, the infrastructure measure has become a magnet for lobbying by industries across the country — and by the lawmakers whose votes will be needed to push it through, many of whom spent Monday highlighting funds for their top priorities.For the quartet of senators who represent the legions of federal workers who use the Washington Metro — Senators Tim Kaine and Mark Warner of Virginia, and Benjamin L. Cardin and Chris Van Hollen of Maryland, all Democrats — there was a critical annual reauthorization of $150 million for the transit system over a decade.The legislation would authorize funding to reconstruct a highway in Alaska, the home state of Senator Lisa Murkowski, a key Republican negotiator. Special funds are set aside for the Appalachian Regional Commission, a federal economic development body whose co-chairwoman is Gayle Manchin, the wife of Senator Joe Manchin III of West Virginia, one of the bill’s principal authors and a key Democratic swing vote. Mr. Manchin also helped secure funds to clean up abandoned mine lands in states like his.The legislation would set aside funds for individual projects across the country, including $1 billion for the restoration of the Great Lakes, $24 million for the San Francisco Bay, $106 million for the Long Island Sound and $238 million for the Chesapeake Bay.It also includes $66 billion in new funding for rail to address Amtrak’s maintenance backlog, along with upgrading the high-traffic Northeast Corridor from Washington to Boston. For Mr. Biden, an Amtrak devotee who took an estimated 8,000 round trips on the line, it is a step toward fulfilling his promise to inject billions into rail.Unspent pandemic funds and tougher scrutiny of cryptocurrency help pay for the plan.With Republicans and some moderate Democrats opposed to adding to the nation’s ballooning debt, the legislation includes a patchwork of financing mechanisms, though some fiscal hawks have called many of them insufficient.To pay for the legislation, lawmakers have turned partly to $200 billion in unused money from previous pandemic relief programs enacted in 2020.That includes $53 billion in expanded jobless benefit money that can be repurposed since the economy recovered more quickly than projections assumed, and because many states discontinued their pandemic unemployment insurance payments out of concern that the subsidies were dissuading people from rejoining the work force.The bill claws back more than $30 billion that was allocated — but had not been spent — for a Small Business Administration disaster loan program, which offers qualified businesses low-interest loans and small grants. That program has been stymied by shifting rules and red tape, and has disbursed cash far more slowly than Congress (and many applicants) expected.Leftover funds from other defunct programs would also be reprogrammed. That includes $3 billion never deployed in relief funds for airline workers.Marc Goldwein of the Center for a Responsible Federal Budget said that only about $50 billion of the estimated $200 billion represented real cost savings. The rest, he said, amounted to “cherry picking” numbers and claiming savings from projected costs that did not transpire.An analysis of the legislation by the congressional Joint Committee on Taxation estimated that the legislation could raise $51 billion in revenue over a decade, while the Congressional Budget Office is expected to release projections on its overall cost as early as this week.The legislation also includes tougher scrutiny by the I.R.S. on cryptocurrency. But a last-minute lobbying push by the industry to water down the language succeeded, resulting in a scaling back of the new requirements.Still, the provision is projected to raise $28 billion over a decade.New resources for underserved communities — but far fewer than the president wanted.As the United States remains battered by both the toll of the coronavirus pandemic and an onslaught of wildfires, droughts, floods and other weather calamities, the legislation seeks to target its support toward underserved communities historically in need of additional federal support.But while Mr. Biden had called for $20 billion for projects designed to help reconnect Black neighborhoods and communities of color splintered or disadvantaged by past construction, the legislation includes just $1 billion, half of which is new federal funding, over five years for the program. The legislation also creates a new $2 billion grant program to expand roads, bridges and other surface transportation projects in rural areas.The bill would increase support for tribal governments and Native American communities, creating an office within the Department of Transportation intended to respond to their needs. It would provide $216 million to the Bureau of Indian Affairs for climate resilience and adaptation for tribal nations, which have been disproportionately hurt by climate change. More than half of that money, $130 million, would go toward “community relocation” — helping some Native communities move away from vulnerable areas.It would also help improve access to running water and other sanitation needs in tribal communities and Alaska Native villages, with lawmakers determined to take care of all existing project needs.“We are still in an extreme deficit when it comes to our tribal communities,” Ms. Murkowski said in a speech on the Senate floor, adding that the funding level was “unprecedented.” “We’ve got to do right by our Native people.”A major investment in closing the digital divide.Alongside old-fashioned public works projects like roads, bridges and highways, senators have included $65 billion meant to connect hard-to-reach rural communities to high-speed internet and help sign up low-income city dwellers who cannot afford it. Other legal changes seek to stoke competition and transparency among service providers that could help drive down prices.Official estimates vary, but most suggest that tens of millions of Americans lack reliable access to high-speed internet, many of them people of color, members of rural communities or other low-income groups. That need, lawmakers said, was exacerbated by lockdowns during the pandemic that required work and schooling from home.Mr. Biden had initially proposed $100 billion to try to bring that number to zero, but he agreed to lower the price to strike a compromise with Republicans. Democrats also fought to secure the inclusion of legislation to encourage states to develop comprehensive plans to ensure that access to high-speed internet is distributed equitably among traditionally underserved groups and educate them about access to digital resources.Nicholas Fandos More

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    A Look at What’s in the Bipartisan Infrastructure Deal

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    The White House and bipartisan lawmakers have agreed on a package that would provide funding for roads, bridges and other physical infrastructure.After weeks of debate and discussion, the White House and a bipartisan group of senators said on Wednesday that they had reached agreement on an infrastructure bill.The $1 trillion package is far smaller than the $2.3 trillion plan that President Biden had originally proposed and would provide about $550 billion in new federal money for public transit, roads, bridges, water and other physical projects over the next five years, according to a White House fact sheet. That money would be cobbled together through a range of measures, including “repurposing” stimulus funds already approved by Congress, selling public spectrum and recouping federal unemployment funds from states that ended more generous pandemic benefits early.Although Mr. Biden conceded that “neither side got everything they wanted,” he said the deal would create new union jobs and make significant investments in public transit.“This deal signals to the world that our democracy can function, deliver and do big things,” Mr. Biden said in a statement. “As we did with the transcontinental railroad and the interstate highway, we will once again transform America and propel us into the future.”Lawmakers have yet to release legislative text of the bill, and although the Senate voted to advance it in an initial vote on Wednesday evening, it still faces several hurdles. But if enacted, the package would mark a significant step toward repairing the nation’s crumbling infrastructure and preparing it for the 21st century.Here is a look at the bipartisan group’s agreement for the final package.Funding for roads and bridgesThe package provides $110 billion in new funding for roads, bridges and other major projects. The funds would be used to repair and rebuild with a “focus on climate change mitigation,” according to the White House.That funding would only begin to chip away at some of the nation’s pressing infrastructure needs, transportation experts say. The most recent estimate by the American Society of Civil Engineers found that the nation’s roads and bridges have a $786 billion backlog of needed repairs.Highway and pedestrian safety programs would receive $11 billion under the deal. Traffic deaths, which have increased during the pandemic, have taken a particular toll on people of color, according to a recent analysis from the Governors Highway Safety Association. Traffic fatalities among Black people jumped 23 percent in 2020 from the year before, according to the National Highway Traffic Safety Administration. In comparison, traffic fatalities among white people increased 4 percent during the same time period.The deal also includes funding dedicated to “reconnecting communities” by removing freeways or other past infrastructure projects that ran through Black neighborhoods and other communities of color. Although Mr. Biden originally proposed investing $20 billion in the new program, the latest deal includes only $1 billion.Investments in public transitPublic buses, subways and trains would receive $39 billion in new funding, which would be used to repair aging infrastructure and modernize and expand transit service across the country.While the amount of new funding for public transit was scaled back from a June proposal, which included $49 billion, the Biden administration said it would be the largest federal investment in public transit in history.Yet the funds might not be enough to fully modernize the country’s public transit system. According to a report from the American Society of Civil Engineers, there is a $176 billion backlog for transit investments.Big investments in rail and freight linesThe deal would inject $66 billion in rail to address Amtrak’s maintenance backlog, along with upgrading the high-traffic Northeast corridor from Washington to Boston (a route frequented by East Coast lawmakers). It would also expand rail service outside the Northeast and mid-Atlantic.Mr. Biden frequently points to his connection to Amtrak, which began in the 1970s, when he would travel home from Washington to Delaware every night to care for his two sons while serving in the Senate. The new funding would be the largest investment in passenger rail since Amtrak was created 50 years ago, according to the administration, and would come as the agency tries to significantly expand its service nationwide by 2035.Clean water initiativesThe package would invest $55 billion in clean drinking water, which would be enough to replace all of the nation’s lead pipes and service lines. While Congress banned lead water pipes three decades ago, more than 10 million older ones remain, resulting in unsafe lead levels in cities and towns across the country.Beefing up electric vehiclesTo address the effects of climate change, the deal would invest $7.5 billion in building out the nation’s network of electric vehicle charging stations, which could help entice more drivers to switch to such cars by getting rid of so-called charger deserts. The package would also expand America’s fleet of electric school buses by investing $2.5 billion in zero-emission buses.Funding the investmentsHow to pay for the spending has been one of the most contentious areas, with Republicans opposed to Mr. Biden’s plan to raise taxes and empower the I.R.S. to help pay for the package. Instead, the bipartisan group has agreed on a series of so-called pay-fors that largely repurpose already-approved funds, rely on accounting changes to raise funds and, in some cases, assume the projects will ultimately pay for themselves.The biggest funding source is $205 billion that the group says will come from “repurposing of certain Covid relief dollars.” The government has approved trillions in pandemic stimulus funds, and much, but not all, of it has been allocated. The proposal does not specify which money will be repurposed, but Republicans have pushed for the Treasury Department to take back funds from the $350 billion that Democrats approved in March to help states, local governments and tribes deal with pandemic-related costs.Another $53 billion is assumed to come from states that ended more generous federal unemployment benefits early and return that money to the Treasury Department. An additional $28 billion is pegged to requiring more robust reporting around cryptocurrencies, and $56 billion is presumed to come from economic growth “resulting from a 33 percent return on investment in these long-term infrastructure projects.” More

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    Biden Details $2 Trillion Plan to Rebuild Infrastructure and Reshape the Economy

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    The president will begin selling his proposal on Wednesday, saying it would fix 20,000 miles of roads and 10,000 bridges, while also addressing climate change and racial inequities and raising corporate taxes.WASHINGTON — President Biden will unveil an infrastructure plan on Wednesday whose $2 trillion price tag would translate into 20,000 miles of rebuilt roads, repairs to the 10 most economically important bridges in the country, the elimination of lead pipes and service lines from the nation’s water supplies and a long list of other projects intended to create millions of jobs in the short run and strengthen American competitiveness in the long run.Biden administration officials said the proposal, which they detailed in a 25-page briefing paper and which Mr. Biden will discuss in an afternoon speech in Pittsburgh, would also accelerate the fight against climate change by hastening the shift to new, cleaner energy sources, and would help promote racial equity in the economy.The spending in the plan would take place over eight years, officials said. Unlike the economic stimulus passed under President Barack Obama in 2009, when Mr. Biden was vice president, officials will not in every case prioritize so-called shovel ready projects that could quickly bolster growth.But even spread over years, the scale of the proposal underscores how fully Mr. Biden has embraced the opportunity to use federal spending to address longstanding social and economic challenges in a way not seen in half a century. Officials said that, if approved, the spending in the plan would end decades of stagnation in federal investment in research and infrastructure — and would return government investment in those areas, as a share of the economy, to its highest levels since the 1960s.The proposal is the first half of what will be a two-step release of the president’s ambitious agenda to overhaul the economy and remake American capitalism, which could carry a total cost of as much as $4 trillion over the course of a decade. Mr. Biden’s administration has named it the “American Jobs Plan,” echoing the $1.9 trillion pandemic relief bill that Mr. Biden signed into law this month, the “American Rescue Plan.”“The American Jobs Plan,” White House officials wrote in the document detailing it, “will invest in America in a way we have not invested since we built the interstate highways and won the Space Race.”While spending on roads, bridges and other physical improvements to the nation’s economic foundations has always had bipartisan appeal, Mr. Biden’s plan is sure to draw intense Republican opposition, both for its sheer size and for its reliance on corporate tax increases to pay for it.Administration officials said the tax increases in the plan — including an increase in the corporate tax rate and a variety of measures to tax multinationals on money they earn and book overseas — would take 15 years to fully offset the cost of the spending programs.The spending in the plan covers a wide range of physical infrastructure projects, including transportation, broadband, the electric grid and housing; efforts to jump-start advanced manufacturing; and other industries officials see as key to the United States’ growing economic competition with China. It also includes money to train millions of workers, as well as money for initiatives to support labor unions and providers of in-home care for older and disabled Americans, while also increasing the pay of the workers who provide that care.The Biden administration’s infrastructure plan proposes $80 billion for Amtrak and freight rail.Alyssa Schukar for The New York TimesMany of the items in the plan carry price tags that would have filled entire, ambitious bills in past administrations.Among them: a total of $180 billion for research and development, $115 billion for roads and bridges, $85 billion for public transit, and $80 billion for Amtrak and freight rail. There is $42 billion for ports and airports, $100 billion for broadband and $111 billion for water infrastructure — including $45 billion to ensure no child ever is forced to drink water from a lead pipe, which can slow children’s development and lead to behavioral and other problems.The plan seeks to repair 10,000 smaller bridges across the country, along with the 10 most economically significant ones in need of a fix. It would electrify 20 percent of the nation’s fleet of yellow school buses. It would spend $300 billion to promote advanced manufacturing, including a four-year plan to restock the country’s Strategic National Stockpile of pharmaceuticals, including vaccines, in preparation for future pandemics.In many cases, officials cast those goals in the language of closing racial gaps in the economy, sometimes the result of previous federal spending efforts, like interstate highway developments that split communities of color or air pollution that affects Black and Hispanic communities near ports or power plants.Officials cast the $400 billion spending on in-home care in part as a salve to “underpaid and undervalued” workers in that industry, who are disproportionately women of color.Mr. Biden’s pledge to tackle climate change is embedded throughout the plan. Roads, bridges and airports would be made more resilient to the effects of more extreme storms, floods and fires wrought by a warming planet. Spending on research and development could help spur breakthroughs in cutting-edge clean technology, while plans to retrofit and weatherize millions of buildings would make them more energy efficient.The president’s focus on climate change is centered, however, on modernizing and transforming the United States’ two largest sources of planet-warming greenhouse gas pollution: cars and electric power plants.A decade ago, Mr. Obama’s economic stimulus plan spent about $90 billion on clean energy programs intended to jump-start the nation’s nascent renewable power and electric vehicle industries. Mr. Biden’s plan now proposes spending magnitudes more on similar programs that he hopes will take those technologies fully into the mainstream.It bets heavily on spending meant to increase the use of electric cars, which today make up just 2 percent of the vehicles on America’s highways.The plan proposes spending $174 billion to encourage the manufacture and purchase of electric vehicles by granting tax credits and other incentives to companies that make electric vehicle batteries in the United States instead of China. The goal is to reduce vehicle price tags.The money would also fund the construction of about a half-million electric vehicle charging stations — although experts say that number is but a tiny fraction of what is needed to make electric vehicles a mainstream option.Mr. Biden’s plan proposes $100 billion in programs to update and modernize the electric grid to make it more reliable and less susceptible to blackouts, like those that recently devastated Texas, while also building more transmission lines from wind and solar plants to large cities.It proposes the creation of a “Clean Electricity Standard” — essentially, a federal mandate requiring that a certain percentage of electricity in the United States be generated by zero-carbon energy sources like wind, solar and possibly nuclear power. But that mandate would have to be enacted by Congress, where prospects for its success remain murky. Similar efforts to pass such a mandate have failed multiple times over the past 20 years.Bayfront homes in Mastic Beach, N.Y. The infrastructure plan has provisions intended to help communities deal with the effects of climate change.Johnny Milano for The New York TimesThe plan proposes an additional $46 billion in federal procurement programs for government agencies to buy fleets of electric vehicles, and $35 billion in research and development programs for cutting-edge, new technologies.It also calls for making infrastructure and communities more prepared for the worsening effects of climate change, though the administration has so far provided few details on how it would accomplish that goal.But according to the document released by the White House, the plan includes $50 billion “in dedicated investments to improve infrastructure resilience.” The efforts would defend against wildfires, rising seas and hurricanes, and there would be a focus on investments that protect low-income residents and people of color.The plan also includes a $16 billion program intended to help fossil fuel workers transition to new work — like capping leaks on defunct oil wells and shutting down retired coal mines — and $10 billion for a new “Civilian Climate Corps.”Mr. Biden would fund his spending in part by eliminating tax preferences for fossil fuel producers. But the bulk of his tax increases would come from corporations generally.He would raise the corporate tax rate to 28 percent from 21 percent, partly reversing a cut signed into law by President Donald J. Trump. Mr. Biden would also take a variety of steps to raise taxes on multinational corporations, many of them working within an overhaul of the taxation of profits earned overseas that was included in Mr. Trump’s tax law in 2017.Those measures would include raising the rate of a minimum tax on global profits and eliminating several provisions that allow companies to reduce their American tax liability on profits they earn and book abroad.Mr. Biden would also add a new minimum tax on the global income of the largest multinationals, and he would ramp up enforcement efforts by the Internal Revenue Service against large companies that evade taxes.Administration officials expressed hope this week that the plan could attract bipartisan support in Congress. But Republicans and business groups have already attacked Mr. Biden’s plans to fund the spending with corporate tax increases, which they say will hurt the competitiveness of American companies. Administration officials say the moves will push companies to keep profits and jobs in the United States.Joshua Bolten, the president and chief executive of the Business Roundtable, a powerful group representing top business executives in Washington, said on Tuesday that his group “strongly opposes corporate tax increases as a pay-for for infrastructure investment.”“Policymakers should avoid creating new barriers to job creation and economic growth,” Mr. Bolten said, “particularly during the recovery.”Coral Davenport More

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    How the Pandemic Left the $25 Billion Hudson Yards Eerily Deserted

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    The company that built Hudson Yards had said the entire project would be finished in 2024. It no longer offers an estimated completion date.Credit…Todd Heisler/The New York TimesHow the Pandemic Left the $25 Billion Hudson Yards Eerily DesertedThe largest private development in U.S. history has attracted marquee companies, but is struggling with unsold luxury condos and a mall barren of shoppers.The company that built Hudson Yards had said the entire project would be finished in 2024. It no longer offers an estimated completion date.Credit…Todd Heisler/The New York TimesSupported byContinue reading the main storyMatthew Haag and Feb. 6, 2021, 3:00 a.m. ETWhen Hudson Yards opened in 2019 as the largest private development in American history, it aspired to transform Manhattan’s Far West Side with a sleek spread of ultraluxury condominiums, office towers for powerhouse companies like Facebook, and a mall with coveted international brands and restaurants by celebrity chefs like José Andrés.All of it surrounded a copper-colored sculpture that would be to New York what the Eiffel Tower is to Paris.But the pandemic has ravaged New York City’s real estate market and its premier, $25 billion development, raising significant questions about the future of Hudson Yards.Hundreds of condominiums remain unsold, and the mall is barren of customers. Its anchor tenant, Neiman Marcus, filed for bankruptcy and closed permanently, and at least four other stores, as well as several restaurants, have also gone out of business.The development’s centerpiece, the 150-foot-tall scalable structure known as the Vessel, closed to visitors in January after a third suicide in less than a year. The office buildings, whose workers sustained many of the shops and restaurants, have been largely empty since last spring.Even more perilous, the promised second phase of Hudson Yards — eight additional buildings, including a school, more luxury condos and office space — appears on indefinite hold as the developer, the Related Companies, seeks federal financing for a nearly 10-acre platform on which it will be built.Related, which had said the entire project would be finished in 2024, no longer offers an estimated completion date.The project’s woes are in many ways a microcosm of the broader challenges facing the city as it tries to recover.Related said it was counting on wealthy buyers filling its condos and deep-pocketed customers packing the mall to make Hudson Yards financially viable.But that was before the coronavirus arrived in New York.With the pandemic forcing white-collar workers to stay home — and keeping foreign buyers and tourists away — it is not clear when, or if, demand will reignite for the vast supply of upscale aeries and blue-chip office space crowding the city’s skyline.“The challenges facing Hudson Yards aren’t unique,” said Danny Ismail, an analyst and lead of office coverage for the real estate research firm Green Street Advisors. “All commercial real estate in New York City has been impacted by Covid-19. However, I would argue that post-pandemic, Hudson Yards and the area around it will be one of the better office markets in New York City.”The Vessel, left, a 150-foot-tall scalable structure at Hudson Yards, was closed to visitors in January.Credit…Todd Heisler/The New York TimesThe creation of Hudson Yards capped nearly 30 years of planning for the last large, undeveloped parcel in Manhattan, industrial land between Pennsylvania Station and the Hudson River.It is New York’s largest public-private venture and the city’s biggest development since Rockefeller Center in the 1930s, aided by roughly $6 billion in tax breaks and other government assistance, including the expansion of the subway to the West Side. Even with the subway expansion, Hudson Yards is still relatively isolated from the rest of Manhattan, off the beaten path from the busiest avenues for tourists, shoppers and workers.Related acknowledged that it was facing the same financial problems as the rest of the city, but said tenants were still moving into the project’s office buildings and that Hudson Yards would eventually rebound.Four office buildings at Hudson Yards — including 50 Hudson Yards, which is under construction — are 93 percent leased, a spokesman for Related said, though it is unclear how much of that occurred last year. Facebook signed a lease in late 2019 for roughly 1.5 million square feet.“Our strong office leasing, even during the pandemic, is why we’re well positioned to lead New York’s comeback from Covid and why the adjacent neighborhoods and the entire West Side will recover faster,” the spokesman, Jon Weinstein, said.The mall on a recent weekday. Last year, the main anchor, Neiman Marcus, filed for bankruptcy and closed permanently.Credit…Todd Heisler/The New York TimesStill, the troubles confronting Hudson Yards have caused Related to rethink its plans.Led by its billionaire founder Stephen M. Ross, the company set out to build Hudson Yards in two phases. The first phase, which opened in 2019, has four office towers, two residential buildings, a hotel and the mall.The second part was supposed to include 3,000 residences across eight buildings closer to the Hudson River, as well as a 750-seat public school and hundreds of low-cost rental units. At least 265 apartments are meant to be “permanently affordable,” according to a 2009 agreement between City Hall and Related.In total, Hudson Yards was expected to stretch 28 acres over existing rail yards and encompass 18 million square feet of space, roughly double the size of downtown Phoenix.The developer has considered an array of new options, including even a casino, though that idea is no longer front and center, according to Mr. Weinstein.Related cannot construct the second half until it builds a deck over the rail yard. The company, along with Amtrak, has been in discussions with the federal Department of Transportation about a low-interest loan to finance the platform and preserve the right of way for a new rail tunnel under the Hudson that Amtrak is planning to build.Related has been seeking more than $2 billion, according to two officials briefed on the proposal who were not permitted to discuss it publicly.“The residential is going to have to recover, or they switch it up and look at a different product mix over there,” said Robert Alexander, chairman of the tristate region for the real estate brokerage CBRE, which is marketing space at Hudson Yards. “To me, it’s a major development site and there’s very, very, very few major development sites in New York.”Related is also facing pressure from its investors to deliver a fuller accounting of the project’s finances. A group of 35 investors from China — a sliver of the roughly 2,400 who contributed $1.2 billion to Hudson Yards — sued the company last year, accusing it of refusing to open its books or say when it might repay their investments.The developer, the Related Companies, is seeking $2 billion in federal financing to build a 10-acre platform over an existing rail yard for the second phase of the project.Credit…Todd Heisler/The New York TimesAn arbitrator in the case recently denied the investors’ claims and ruled that Related was not required to disclose detailed financial information.The company’s lawyers said that Hudson Yards was facing “significant headwinds as a result of Covid-19” and that because of the economic downturn and lockdown restrictions, it may be unable to recoup its investment in at least one property there, 35 Hudson Yards, a mixed-use tower with a hotel, according to filings in the case obtained by The New York Times.Another group of Chinese investors, whose contributions of $500,000 per person were part of a United States visa program that can grant them a path to citizenship, are said to also be considering filing a similar lawsuit against Related, according to a person familiar with the situation who was not authorized to speak publicly.Related made it clear before the outbreak that it intended to earn the bulk of its money at Hudson Yards through its condos and mall since Mr. Ross said it had been leasing office space at cost, without taking a profit.The pandemic has laid bare the tough road Related faces. In 2020, 30 residential units sold at Hudson Yards, compared with 157 the year before, according to an analysis for The Times by the appraisal firm Miller Samuel.So far this year, several condos are under contract at Hudson Yards, according to Related, a possible sign that the market may be stabilizing.Still, Manhattan has a record number of condos for sale right now, especially luxury units like those at Hudson Yards, and it could take years for sales to truly bounce back, according to Nancy Wu, an economist at StreetEasy.“Hudson Yards was built for a buyer that’s no longer there and maybe partly a tenant that’s no longer there, and that was someone who wanted to live in Manhattan but not live in the city per se,” said Richard Florida, a professor at the University of Toronto’s Rotman School of Management and School of Cities, referring to the development’s homogeneity and somewhat isolated location.Several stores at Hudson Yards have closed and customers have been in short supply.Credit…Todd Heisler/The New York TimesThe retail picture is also bleak. The vast space occupied by the failed Neiman Marcus store will no longer be taken by another retailer. Instead, Related will convert it into more offices.In the meantime, the company has intervened in Neiman Marcus’s bankruptcy case claiming that the department store owes $16 million for breaking its lease and an additional $129,000 for the removal of its signage throughout the mall, including a giant sign that hung in a five-story glass atrium.While the mall was closed by lockdown orders from mid-March to early September, shoppers are still largely absent.Related has battled its other beleaguered retail tenants, even threatening stores with $1,500 per day fines for failing to stay open after the mall reopened.Several stores, including Forty Five Ten, a luxury clothing store from Dallas that opened alongside Neiman Marcus, have shuttered permanently. The mall opened with 79 stores and now has 89, Related said.Related said the mall had added at least 11 stores since September, including Herman Miller, Levi’s and Sunglass Hut.In the weeks before Christmas, tourists and office workers were in short supply and some stores were still closed, while others like Rolex were open by appointment only. Mall employees far outnumbered shoppers inside the cavernous building, where the most crowded spot seemed to be the line at Blue Bottle Coffee.Weekday traffic at the Hudson Yards subway station, part of the No. 7 line extension the city paid for to help make the development possible, plunged to an average of 6,500 riders in December, a sharp drop from the 20,000 daily average in 2019, according to the Metropolitan Transportation Authority, which runs the subway.The lack of shoppers at the mall has cut into Related’s revenue because the company structured some retail leases so that shops pay rent based on a percentage of their monthly sales. In addition, a number of leases were specifically tied to the fate of Neiman Marcus — if it closed, smaller stores would not have to pay rent or could break their leases without penalty.Hudson Yards was meant to transform the Far West Side into a bustling business district. Credit…Todd Heisler/The New York TimesRelated would not comment about its terms with tenants, including whether any were withholding rent payments.Mr. Weinstein, the company spokesman, said that retail would “always be a key element of our new neighborhood.”Despite the uncertainty, Hudson Yards has already helped turn the neighborhood into a key business district and part of a stretch of Manhattan along the West Side that is becoming a major tech corridor.The development has attracted a who’s who of companies, including HBO, CNN, L’Oréal USA, BlackRock and Tapestry, the parent company of Coach, Kate Spade New York and Stuart Weitzman.“I think New York City will be fine, and Hudson Yards will be fine,” Mr. Florida said. “Will Hudson Yards be the same as it is envisioned? That’s the open question.”The developer said three office towers and one under construction were 93 percent leased. Credit…Todd Heisler/The New York Times

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