The Tunnel Authority suggested that federal funding could be used to pay for the tunnel, and that private financing could also be provided if it was needed. In June 1938, the city requested a $70.9 million PWA grant for the construction of the Brooklyn–Battery Tunnel. The next month, La Guardia met with PWA chairman Harold L. Ickes and Reconstruction Finance Corporation (RFC) chairman Jesse H. Jones, to convince them to help fund the tunnel because the project could now be completed within a year. The city government then published a new financial plan in September 1938, wherein the cost of the tunnel would increase to $77.3 million. The city would reduce its request from the PWA by $19.82 million and raise that money by selling bonds instead, and it would also apply for $45 million from the RFC. Manhattan Borough President Stanley M. Isaacs objected to the tunnel plan because he thought the proposal would not be able to adequately handle traffic on the Manhattan side. In response, Parks Commissioner Moses asked Isaacs to think of a better idea to deal with the traffic. Ickes later rejected the city's request for PWA funds, saying that there were "tremendous financial and practical obstacles" for any further PWA involvement. These impediments included a lack of money, because although the PWA had given the city an appropriation for the Belt Parkway, the money had been used up. Due to the PWA's refusal to grant a loan for the Battery Tunnel's construction, the project was temporarily put on hold.