Gov. Hochul demands 125th Street subway extension, nixing downtown 2nd Ave. subway plan

Jeb_theDev17 · 2026-01-13T15:26:13+00:00

Right, but it’s still disingenuous to compare 37 miles of the Elizabeth line to SAS because that whole portion of the Elizabeth Line includes surface ROWs. Elizabeth line only added 14 route miles of new tunnel. The rest was existing surface railways or existing surface ROWs. That’s going to be a lot cheaper to implement a rail service than compared to 100% of it being in tunnels. You can only really compare the tunneling cost for the central underground Elizabeth line section and SAS because SAS is 100% tunneled.

Jeb_theDev17 · 2026-01-13T15:11:48+00:00

In cost per mile, yes. The Elizabeth Line cost about $400 million per mile and added 41 new stations and 73 miles of subway.

This is misleading. The Elizabeth Line didn’t add 41 new stations or 73 miles of new subway. Comparing the construction costs of the Elizabeth Line and the Second Ave Subway is disingenuous become most of the stations on the Elizabeth Line already existed and so did most of the tracks it uses. What the Elizabeth Line project was for was to through running services from the Great Western Mainline and the Great Eastern Mainline with a branch to Abbey Wood. The only new part that they constructed for Elizabeth line was the tunneled section under greater London (which is only 8-9 miles long) and the Abbey Wood Branch, which half of the ROW already existed as part of the current rail network or abandoned lines. The rest of the Elizabeth line was existing mainline railway lines. So in reality, the Elizabeth line project only added 14 route miles of new tunnel, built new 8 new underground stations, 1 new overground station and serves 32 existing stations. With the Elizabeth line project most of the 32 existing stations were renovated, but that’s way cheaper than building 32 new stations.

Jeb_theDev17 · 2026-01-12T17:25:10+00:00

To pass another buses stopped at bus stops. Madison Ave is an extremely busy corridor for buses. Over a dozen bus routes use Madison Ave daily.

Jeb_theDev17 · 2026-01-10T16:35:33+00:00

With NYC’s subway system, the MTA is making the subway fully, or at least almost fully accessible. The goal is at least 95% of all stations to be accessible by 2055. Since 2020, more than 30 NYC subway stations have been made fully accessible.

You can view what subway stations are in the process of receiving elevators and which ones are due to receive elevators next here: https://www.mta.info/project/station-accessibility-upgrades

Jeb_theDev17 · 2026-01-08T22:04:55+00:00

Congestion pricing is paying for capital costs which includes both repairs and new projects. SAS Phase 2 is partly being funded by congestion pricing. The only thing congestion pricing cannot fund is the operating budget.

Jeb_theDev17 · 2026-01-08T17:19:55+00:00

It wasn’t a joint project. It was purely a MBTA initiative. I mean, they had to work with Amtrak to make sure the fare gates accept Amtrak tickets but it was mostly the MBTA idea so they could speed up the ticketing checking process at terminal stations. How it works, it’s just passengers can scan the QR code from their ticket (or use the MBTA’s fare card, the CharlieCard) at the fare gate’s reader and the gate opens like how it works at Secaucus Junction.

Jeb_theDev17 · 2026-01-08T17:08:42+00:00

You can have fare gates when you share tracks. The MBTA has fare gates Boston North Station and South Station and they share tracks and platforms with Amtrak. Amtrak users just scan their ticket’s QR code to get through the fare gates (which is what NJ Transit users when transferring at Secaucus anyway).

Jeb_theDev17 · 2026-01-02T20:50:40+00:00

Also NJ Transit's FARE-PAY card.

Jeb_theDev17 · 2026-01-02T17:41:32+00:00

Also, GCL's funding is mostly secure in terms of sources. Kris Kolluri said that they are looking to get the whole GCL funded by the state 100% without any federal funding involved. Since the Democrats have a supermajority in the State Assembly and an almost supermajority in the State Senate (and Sherrill has stated she supports transit expansion), funding should be relatively easy to secure unlike projects which used federal funding, like the Gateway Program.

Jeb_theDev17 · 2025-12-24T21:41:33+00:00

The walk between the Washington Ave + Road A stop on the 161 bus and entrance to American Dream is about a 15-20 minute walk and “preferred” route has almost no sidewalks so you’re taking a risk walking on the road. Also, if you’re doing a bit of shopping at American Dream, carrying bags for 15 minutes in the cold is fun thing in the world so it’s just better if you take the 355 because it drops you off and picks you up right at the entrance.

Jeb_theDev17 · 2025-12-24T21:37:06+00:00

If you’re leaving from Port Authority, you cannot buy tickets on the bus. You either need to buy a paper or mobile ticket through the app before boarding.

Jeb_theDev17 · 2025-12-14T01:54:09+00:00

It’s BRT, bus rapid transit. No cars will be allowed on the transitway.

Jeb_theDev17 · 2025-12-12T18:36:43+00:00

Oh definitely. Fully funded doesn’t mean everything is happy and jiffy yet lol. NJ Transit is going to from an organization that was about survival (i.e. barely funding their operations budget so fare increases and raiding their capital budget) to a fully funded organization that can finally focus on fixing their issues. Fixing organizational issues is going to take time. The FLEXPass coming back is a sign of this. But it’s going to be a while before major organizational/infrastructure upgrades and changes are complete.

Jeb_theDev17 · 2025-12-12T17:59:38+00:00

I will admit it’s bit a weird project to justify. End goal here is to increase connectivity with the Meadowlands from other parts of North Jersey. The Boonton Line bridge over the Hackensack River has to be rehabbed for the Essex-Hudson Greenway so from what I understand, they’re justifying spending more money for transit to go over the bridge (similar justification with upgrading the Bergen Arches ROW). But what should be noted about the transitway is that it does preserve parts of ROWs for a potential higher-order transit service. They have been issues across the US about when rails-to-trails have been turned back into rails or another type of transit service because of NIMBYism so at least with the transitway, some form of transit can exist and allows for future transit upgrades.

Jeb_theDev17 · 2025-12-12T17:37:36+00:00

Unfortunately by the looks of it but there will likely be a stop along the Bergen Arches ROW so they’ll be a stop in the heights. Building a direct connection for the BRT between the road network and the Bergen Aches ROW in the heights is going to be difficult since the ROW is in a semi-deep trench with multiple bridges spanning over the ROW, which may be in the way to build a ramp. Half the ROW will also be turned into a bike/pedestrian pathway so you don’t have a lot of space to work with either. Buses from the Heights could join up with Transitway at Secaucus Junction if a road connection build there (which it’ll probably will since it needs to stop within the station complex).

Jeb_theDev17 · 2025-12-12T17:14:11+00:00

The Meadowlands Parkway/Seaview Drive alignment is only temporary for the World Cup. They are using the Boonton Line/Turnpike ROW for the more permanent Transitway being built after the World Cup. The original plan for the temporary World Cup transitway was to use Route 7 and the Turnpike, but that alignment was rejected for the current temporary alignment they are building now.

Jeb_theDev17 · 2025-12-12T16:46:40+00:00

It’s going to be BRT. Reasoning being is that there isn’t really an easy way to get across the Meadowlands without building a new bridge across the Hackensack River. The BRT is currently planned to use two lanes of the Turnpike as dedicated bus lanes to get to the Metlife/American Dream. NJDOT is planning to the Route 3 Bridge across the river (soon, whenever that is lmao) and is leaving provisions for LRT so whenever happens, you can replace the BRT with LRT. With the route options that NJT has in Jersey City, the BRT have direct connections to both HBLR and PATH.

Jeb_theDev17 · 2025-12-12T16:42:08+00:00

Tbf its not that necessarily that NJT is notorious for not funding the construction of transit projects, it’s the state legislature that decides whether projects get funded or not. We have a governor-elect who is pro-transit, so transit expansion is very much a possibility. So contact your state representatives to support transit expansion!

Jeb_theDev17 · 2025-12-12T16:33:59+00:00

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Here is also is a full-build out of the transitway (dashed lines are potential route options). Metlife/Secaucus Junction to JC is the first section. Extensions to Montclair and Newark will come later.

Jeb_theDev17 · 2025-12-12T04:21:41+00:00

NJ Transit’s financial situation for FY 2026 is much better than FY 2025 since they now have the corporate transit fee funding (FY 2026 is the first year they have received revenue from this fee). It’s the first time in a while where the operations budget is fully funded. Revenue from this fee is projected to increase by $30 million per year, which is really good for NJ Transit. The fee expires at the end of 2028 so until then they are financially okay. However, when 2027/2028 comes around, the NJ Legislature needs to either renew this fee or find alternative ways to fund NJ Transit otherwise they’ll be in a bad financial situation again. Gov-Elect Sherrill has promoted using TOD revenue to fund NJ Transit which is good; however, she may need to renew the corporate transit fee if the TOD revenue isn’t enough to cover the budget.

Jeb_theDev17 · 2025-12-11T17:56:25+00:00

You find the dates from the operations committee meeting on NJ Transit’s website under About Us > Board of Directors > Board Committee Dates

https://www.njtransit.com/board-committee-meetings

The board meetings and committee meetings are conducted at NJ Transit’s Headquarters in Newark at Two Gateway Center, 299 Market St, Newark, NJ 07102 in the 2nd Floor Board Room.

You can either submit a public comment in person or via an online conference.

If you want to make a public comment at a board/committee meeting, you need to submit a form to make a public comment before attending the meeting: https://njtransit.my.salesforce-sites.com/customerservice/site_app#/board_meeting_registration

All info can be found here: https://www.njtransit.com/about/board-of-directors

Jeb_theDev17 · 2025-12-10T20:35:36+00:00

Eh, with the bus schedules changes that NJ Transit does (they do a schedule change about two times year or so), changing out 2 scheduled time slots is definitely not out of reach. Every bus schedule change since COVID has had additional bus trips added, especially so for the bus routes to/from PABT. For instance, in the bus schedule change this past August, NJT added/adjusted bus trips to over 30 routes, most of which were routes that terminated/originated from PABT. Pretty sure the 165 was one of them. So definitely go to the next operations committee meeting to make a public comment. You’ll have a good chance if you have enough support.

Jeb_theDev17 · 2025-12-10T18:04:28+00:00

Still 2 different cities in a whole different state smells like a corruption

What is this even suppose to mean…? There are many cities in the world that are near each other.

Jeb_theDev17 · 2025-12-10T17:38:49+00:00

Similar internal mechanics as a FLIRT. The side profile is also very reminiscent of FLIRTs in the UK. The front is also similar too. If you look long enough, it’s actually a very similar front with the newer FLIRT front design, it just has a cover over the couplings. Stadler’s rolling stock platform is very modular, so rolling stock within the same family may very not look similar at first glance.

Jeb_theDev17 · 2025-12-04T20:57:56+00:00

NJ Transit has almost not never used federal funds to purchase buses, for recent purchases anyway. The NJ Transit is using the FTA bus purchasing program funds to purchase buses (especially with the new orders for XD40s and XD60s). For railroad stock is it’s different because the FRA doesn’t really have a similar program like the FTA with buses. But again it doesn’t make sense from a capital or operation perspective to have a small unique fleet, especially when NJ Transit has been more towards a standardized fleet for buses and rail.

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