That is going to be an extremely difficult sell. Duplicates existing PATH and #1 bus service, plus there are two condemned moveable bridges that will have to be rebuilt along the way. I also suspect you'd have build an underground portion as the line enters the more built up portion of the Ironbound. Infamously the ex-CNJ Row between Newark and Jersey City was dubbed the most expensive rail line.

Bare in mind, that outside of the #7 Subway line, those streetcars ran in mixed traffic.

The Summit High Line in Summit is in its early stages. A very tiny portion is built and the rest is being constructed gradually. The NYS&W Rail Trail between Wayne and Pequannock is under construction and making good progress. In New York, parts of the old Putnam and New York Railroad have been converted into a rail trail.

Afghanistan I think.

Belleville Turnpike Bridge, in season 1 or season 2 of the Sopranos you can see the older Bascule drawbridge version of the bridge that the new lift span replaced. The towers house the lift mechanisms for the bridge. I use to walk across that bridge a ton when I lived in Belleville. I even saw the bridge open for marine traffic once.

The 7-Eleven on Broad Street is also closing I believe.

From the hearsay I've heard apparently the changes NJ Transit riders wanted didn't necessarily go like peanut butter and jelly with the constraints NJ Transit placed on the project. So NJ Transit was asked to rework some things on their end, but as far I'm aware NJ Transit wants to see it through. Part of the reason for a possible Microtransit service around EWR and Port Newark is to more efficiently route bus, which was in line with the plan's recommendations.

You're welcome. I went through this process not that long ago.

From an NJMVC document, "If you have a driver license from another state, and it is currently valid or expired less than three (3) years ago, you should make an appointment for an out-of-state transfer. Make sure you bring all the required documents."

"If your license expired more than three (3) years ago, you will have to start over with a first-time driver license or ID. Non-driver ID’s issued by a state other than New Jersey, are noteligible for proof towards qualifying for a NJ standard license."

Thanks for sharing this website. I'll give the petition a sign.

That's Turnpike's money, not NJ Transit's money. It could be NJ Transit money but the way Trenton funds NJ Transit is inadequate. No seperate, dedicated operating budgets and the capital budget is a hand to mouth affair with funds pulled from all over the state budget.

I don't think its case of refusing, I think its more a case of a lack of money stacked against a ton of other capital projects.

Gloucester bus study is going along at a steady pace.

Not really. All of these are things are projects NJ Transit has been working on already. None of these things are really out there.

Lack of money is the simple answer. Trenton doesn't give NJ Transit a sufficient operating budget, let alone a capital budget.

1. I really like the parks in Newark, particularly Branch Brook park in the spring.
2. Overall the mass transit access is pretty good, could be better but better than many places.
3. Food around here is pretty good, just wish places in downtown were open later and on the weekends.
4. Convenient access to both an international airport and a major train station with service to a nice variety of locations.

Official NJ Transit press release about the discontinuation.

I forgot to make a small caveat. Intermodal traffic (containers and truck trailer) which typically operate in their own unit trains and are usually under stricter time constraints than regular general traffic and bulk commodities.

In its present form yes, additionally widening the existing viaduct over Gateway Field would be politically contentious, so would be expanding the Waldo Tunnel and while you could double track Long Dock Tunnel you would succumb to clearance limits which would prohibit certain freight cars from going through, at that point you would have to do some serious engineering/reconstruction work to accommodate those cars while double tracking the tunnel. Its a lot of money for comparatively little benefit. The construction of the Waverly Loop, which was completed this year, bypasses this problem entirely. Double stack container trains can leave Port Jersey go over the Newark Bay Bridge and than turn onto the Passaic & Harsimus Branch to continue north. Here is the slideshow from the NJTPA's Freight Initiatives Meeting which included reps from the Port Authority and Conrail. Its provides details on current projects, future projects and hard numbers for the ExpressRail facilities.

Or just better accounting for how much wear and tear trucks put on our roads and bridges.

Not mind blowing but I like it. Understated but a good step up from what it is currently.

Looks like the drumhead station signs at the corner of Broad and Washington St are being replaced too.

I'm a train nerd and I find the challenges of modern railroading enthralling, if not frustrating. This quote from an article on Freightwaves sums of the situation quite well. "The basic attractiveness of carload freight is its equivalent load factor, tonnage carrying capacity, and cheaper cost per ton-mile relative to truck. A modern 60- to 70-ton boxcar, to cite one example, offers the carrying capacity of three to four truckloads. The volume advantage allows a railroad company to charge the shipper considerably less than what a shipper is charged by a truck service on a per ton-mile price quote. A rail movement might cost in the 4.5 cents per ton-mile price range versus a truck price in the 9 cents or higher range. The trade-off to the shipper, however, can often be a higher inventory carrying cost because carloads arrives a day early or a day late as much as 40% of the time. That poor carload performance makes it difficult for logisticians to schedule."

The problem is that railroads post 1960's struggled to compete with trucks in the less-than-carload freight arena. If you're a low volume shipper, you won't find any coast savings going to the effort of putting your container onto a train, now if you had multiple containers reliably going between the same origin and destination than it starts to make sense. The same basic logic applies to freight traffic shipped in rail cars (box cars, hoppers, tank cars, etc). To borrow from another railroad forum "Anything not going by truck already with the advent of cheap trucking, and still going through some sort of railroad freight house, containerization took care of. There was no reason to put it on a truck, then offload that at a freight house, load that onto a car, offload that at destination, load that back into a trailer, then deliver -- when you could just drop the trailer onto a train."

Thanks for providing that link.