Everybody seems to agree that the aging Port Authority Bus Terminal in midtown Manhattan cannot cope with the demands that increasing ridership imposes on it, but what is to be done?  Options include building a new terminal, likely some distance closer to the Hudson River than the present edifice, or even terminating buses in New Jersey and forwarding passengers into the Apple by rail -- assuming new rail tunnels would even make that possible. The problem is in the lap of the Port Authority, a bistate agency in which the governors of New York and New Jersey share responsibility for its actions and appointing its leaders. The sharp divide within the Port Authority during the now-famous "Bridgegate" crisis in 2013 is emblematic, as employees loyal to N.J. Gov. Christie closed lanes in an apparent political act, while Port Authority employees loyal to N.Y. Gov. Cuomo tried to get them reopened. The Port Authority, with its vast revenues derived from various sources including ever-increasing tolls on cross-Hudson bridges and tunnels, remains a source of considerable power for both states.  In the case of the bus terminal, cost estimates range from $3.5 to $13.5 billion for the project, but the Authority's ten-year capital plan, drawn up in 2014, did not include any funding at all.  Now, attempts to include the bus terminal in the formal plan have run into a stalemate: New Jersey advocates, notably the Authority's Chairman, John Degnan (a Christie appointee) have demanded that at least $3.5 billion be included in the budget for a new terminal.  New York advocates, apparently at the instigation of N.Y. Gov. Cuomo, have insisted that $2 billion is as far as they will go.  And Gov. Cuomo has at least once directed his appointees to make sure that nothing gets done at the agency's monthly board meeting, and seemed poised to do it again, apparently to make sure that a lot of money does not get earmarked for what New York sees as a project largely benefiting only New Jersey. A full report appeared by Patric McGeehan in the New York Times (Dec. 7).