Experts say plans to extend 7 line subway to New Jersey are a dead end, feds won't fund it

[Tokkemon]

FRA status is a bitch to get rid of. TA Subways can't outright control it otherwise (which is why SIRTOA exists).

 

Naturally. But assuming the legal hurdles *could* be overcome, how impractical would it be to combine the PATH and NYCTA?

[T to Dyre Avenue]

You don't get it:

 

This closed-door system would only work in New Jersey, not within the city limits. Depending on how many stops there are built in Jersey, make them all side platform stations so all Secaucus-bound platforms have an exit turnstile but don't allow entries, and Manhattan-bound stations have an entrance turnstiles and don't allow exits. This would ease the "unfair interstate competition" between the line and New Jersey Transit and PATH, and if a passenger wants to get from Point A to B within Jersey, let 'em use NJT/PATH.

 

Ah, I gotcha. That does make sense. You could even save on the construction of the stations because you'd be able to construct elevators that go from the train platforms directly to the street.

[Pablo M 201]

You don't get it:

 

This closed-door system would only work in New Jersey, not within the city limits. Depending on how many stops there are built in Jersey, make them all side platform stations so all Secaucus-bound platforms have an exit turnstile but don't allow entries, and Manhattan-bound stations have an entrance turnstiles and don't allow exits. This would ease the "unfair interstate competition" between the line and New Jersey Transit and PATH, and if a passenger wants to get from Point A to B within Jersey, let 'em use NJT/PATH.

Why not? That's a stupid idea. The MTA will still get $2.25 if people use the system within New Jersey (thats even if they decide to add a stop in say Weehawken or Union City).

 

Where they plan to extend the line will in no way affect the PATH in terms of intrastate service. For intra-Jersey, it will have little competition against a New Jersey Transit line.

 

The extension alone to Secaucus is in direct competition with NJT Rail service between New York and Secaucus.

[LRG]

Why not? That's a stupid idea. The MTA will still get $2.25 if people use the system within New Jersey (thats even if they decide to add a stop in say Weehawken or Union City).

 

Where they plan to extend the line will in no way affect the PATH in terms of intrastate service. For intra-Jersey, it will have little competition against a New Jersey Transit line.

 

The extension alone to Secaucus is in direct competition with NJT Rail service between New York and Secaucus.

 

The reason I added the "closed door" in was because of how the S89 operates in New Jersey making only one stop at the terminal as well as how the LIB routes operate when in Queens so why not do it with this extended line should it come to light?

[Joel Up Front]

LIB routes that run into Queens can still drop people off if they got on in Nassau. Exception to the rule is the N31/32.

[Pablo M 201]

The reason I added the "closed door" in was because of how the S89 operates in New Jersey making only one stop at the terminal as well as how the LIB routes operate when in Queens so why not do it with this extended line should it come to light?

Long Island Bus is Long Island Bus. That is what the other local service is for. Same with Bee Line.

 

The S89 doesn't necessarily run closed door because it's all highway once it gets on the Bayonne Bridge in Staten Island all the way to the 34th Street HBLR station, so it doesn't have much a choice to stop.

 

If the MTA wants to lose out on $2.25 for every person who would like to ride from say Weehawken or Union City to Secaucus, fine. The only real line that would be affected by intra-Jersey service would possibly be NJT bus route #129, but even then that line is heavy in areas away from Secaucus Junction.

 

The extension leads to a Secaucus Junction station in the middle of nowhere (which is slowly developing, but surely the subway extension will quicken that process). There hasn't even been any mention of other possible stations along the line in NJ so this discussion is pretty pointless.

[metsfan]

I think going over the former CNJ line from west side ave, crossing the point, curving around hitting the airport, maybe using the old electrified freight ROW there, before crossing a new lower bay rail bridge where it could meet HBLR before crossing over the bayonne bridge to meet a restored FRA compliant rapid transit north shore line would be best. Add a new line, perhaps DMU from the PRR embankment down CC blvd to meet up with HBLR at the cove, put a loop there so the line will be like a bobby pin with a loop on one end and a buffer on the other end. You could have one end serve journal square, and the "bumpy" side of the "bobby pin" could be a route through the various streets back up to the PRR embankment.

 

 

- A