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Reader says , “What is needed are fewer cars more public transportation”

NJT CBD Ridgewood

file photo by Boyd Loving

What is needed are fewer cars more public transportation. NO parking garage here no tearing down of islands at train station. Being satisfied with the room there is without mutilating the town design and encouraging more cars. Stores get enough business the way it is now. Making space for more cars on these narrow streets is wrong from a safety angle, an aesthetic angle, a health pollution angle, a comfort angle meaning more crowding. When town gets built up it will be another city like Hackensack.

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Reader says Hot Real-Estate Markets have One thing In Common a NJ Transit Station

Ridgewood Train Station

file photo by ArtChick

“Glen Rock Makes the List of 19 hottest real estate markets in N.J.”

Glen Rock Makes the List of 19 hottest real estate markets in N.J.

Quote  : A common thread? Trains
The most easily identifiable trend among NJ’s hottest towns is clear — access to transit.  Each of the towns are within minutes of an NJ Transit station, which despite the transit service’s recent woes, remains a tremendous draw for prospective home buyers.

Developers in RIDGEWOOD are trying to crack the safe in RIDGEWOOD, With build sell cut and run tactics leaving behind Traffic,Garagezillas, Water and service impacts to Homeowners.wake up property owners

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Reader Calls Bergen Light Rail a taxpayer ripoff like you’ve never seen

Trolly Car HBLR

What this article omits is that the cost of this boondoggle is $1.3 billion and climbing. So for $130,000,000 a mile, we will get what the proponents project to be 24,000 trips. At $2.25 per trip ( current light rail ticket price) assuming the projected number of rides are taken every single day of the year (a heroic assumption), it will take 65 years to pay this off, not counting interest.

The money for this comes from the newly hiked gas tax which will apparently be diverted from fixing roads and bridges to pleasing a few of Loretta’s constituents.

This is a taxpayer ripoff like you’ve never seen.

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gas station bike


Funds available to take extension project through environmental-impact study, but money from Trump administration now appears iffy

A renewed state Transportation Trust Fund has reignited the planning process for the proposed light rail in eastern Bergen County, a $1.3 billion project that local officials say will ease traffic congestion and stimulate economic growth.

After a long period of delay, last month officials from New Jersey Transit released a draft of the latest revised plan for the proposed 10-mile extension of the Hudson-Bergen Line, which now ends in North Bergen. NJ Transit is in the midst of a 60-day public comment period on the latest plans, which would take the line up to Englewood, where two public hearings were held yesterday.

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Reader says the goal is to reduce (and eventually kill) use of the evil automobile

Bike Lane Traffic Easing Ridgewood

The goal here is NOT to serve the public by improving traffic flow.
The goal is to reduce (and eventually kill) use of the evil automobile. One way to do that is by CREATING choke points (like those created by the bike lane) so that people get frustrated and abandon using their cars – at least in that area of town. Create enough choke points and (according to plan) people will eventually throw up their hands in frustration and abandon their cars and use public transportation.

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Where does Transportation Trust Fund money go?

Ridgewood -bus-station-theridgewoodblog

By Larry Higgs | NJ Advance Media for
on July 14, 2016 at 11:14 AM, updated July 14, 2016 at 12:12 PM

We asked, and you responded with some pretty insightful questions about the state’s road and transit construction shutdown.

While lawmakers and the governor try to hammer out a solution to replenish the state’s cash strapped Transportation Trust Fund and end the shutdown, readers asked questions about the billions of dollars that could be raised and how it will be used.

Q: Is the 23 cent gas tax increase for bridge and road construction, or (is it) funding New Jersey Transit? The seven costliest projects will buy buses and locomotives for NJT (example: $712.7 million for 772 buses). Not one cent goes towards our crumbling bridges and roads. Something is wrong here.

A: Let’s take those in order.

The TTF, which would be supported by a proposed 23 cent increase in the gas tax,  funds both the Department of Transportation and NJ Transit, said Stephen Schapiro, a DOT spokesman. How much each agency receives is determined in the annual capital budget. The DOT will receive $1.017 billion from the trust fund and NJ Transit receives $582 million in fiscal year 2017.

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Hudson River rail tunnel project to get funding, fast-track status

ridgewood train station


After years of discussion and months of only preliminary progress, the Gateway Tunnel under the Hudson River took a big step forward Wednesday when officials announced $70 million in new funding for preliminary engineering work, plus a framework establishing who has decision-making power over the project.

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Mass Transit : Back to the Future ,old plans are new again

menednez_ridgewood trainstation_theridgewoodblog

file photo by Boyd Loving

A train delay for the ages; increasing service in Bergen County among several stalled plans

NOVEMBER 29, 2015    LAST UPDATED: SUNDAY, NOVEMBER 29, 2015, 12:27 AM

In May 1928, a group of forward thinkers in New York City drew a map of North Jersey that envisioned passenger trains running from Englewood to Jersey City on an existing set of railroad tracks, part of a network they confidently named the “Ultimate Suburban Rapid Transit Plan.”

At 1 p.m. on a Thursday this month, 86 years later, three powerful New Jersey senators gathered in a conference room overlooking the same tracks to demand a return of passenger trains to the line.

“This is a project that should have happened years ago,” state Sen. Paul Sarlo, D-Wood-Ridge, said of the project, known as the “Northern Branch.”

Bringing more rail service to Bergen County may be North Jersey’s most stubborn transportation dream. Even now, depending on how one counts, there are between six and 11 efforts to return passenger service to historic train lines. And although passenger trains, bus lines and highways have spread across the region in the post-World War II era, people here have pushed, planned, schemed and begged for even more commuter rail, either to reduce traffic congestion or to connect places that are difficult to reach by mass transit. And the problem grows more acute the closer one gets to New York City. For densely populated towns in eastern Bergen County, like Englewood, Fort Lee and Tenafly, trains simply are not an option, as state Sen. Loretta Weinberg, D-Teaneck, often points out.

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Here’s why N.J. commuters lost 2 weeks of their lives last year


file photo by Boyd Loving

By Larry Higgs | NJ Advance Media for
Email the author | Follow on Twitter
on August 26, 2015 at 8:00 AM, updated August 26, 2015 at 12:10 PM

Why are you almost always late for dinner or constantly missing your kids soccer games last year? Well, New Jersey residents wasted almost two work weeks in 2014 just sitting in traffic.

It’s not just your family and social life that suffered. Traffic in the New Jersey-New York region caused commuters to burn 35 more gallons of gas they wouldn’t have if traffic was flowing freely. And drivers paid $1,739 in fuel costs and wasted time for the privilege of staring at someone else’s brake lights in 2014.

The bad news was delivered in the 2015 Urban Mobility Scorecard, released Wednesday by the Texas A&M Transportation Institute and INRIX, a supplier of travel time data.

Commuters driving in the New Jersey-New York-Connecticut region have the fourth-worst commute out of the 15 largest urban areas for delays. But we spend more money than any other region in the amount of gas we burn to schlep to and from work, the report said.

Don’t feel too smug if you commute elsewhere in the state, because two other New Jersey regions also made the list for crummy commutes in the report.

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Just another editorial on the TTF that fails to address where all the money went


TTF crisis hurts more than roads and bridges

Editors note : once again another editorial that failed to address :
1- what happened to the presidents stimulus money ?
2- where has the TTF money been spent?
3- why does road work cost so much in New Jersey
4- why haven’t we audited the TTF ?
5- we already have enormous revenues from tolls and taxes how is it being spent?
answer any of these questions and you may get some public support for “solutions”June 28, 2015We were disappointed to learn earlier this month that, despite overwhelming opposition from riders and public officials, NJ Transit will be proceeding with the planned fare hikes and service cuts it proposed earlier this year.The action is unavoidable, says NJ Transit, because the agency has a $56 million budget gap; to close it, fares will jump 9 percent, on average, and rail and bus routes will be cut back.This is bad news for commuters, no doubt about it, but it’s bad news for business owners, too. Earlier this month, published a report on the median property values along NJ Transit rail lines, and unsurprisingly, people are willing to pay quite a price to live near access to employment hubs such as Newark, Morristown, New Brunswick, Princeton and others. That gives companies incentive to locate in these areas, which gives developers incentive to make investments in these towns, which in turn brings more businesses — especially smaller ones — and powers downtown revitalization. Towns such as Summit and Montclair would be a much tougher sell for commuters if they lacked reliable rail transportation.This is just another example of New Jersey’s poor transportation planning coming home to roost. The depleted Transportation Trust Fund, starved by an insufficient gas tax, has made major rail investment an afterthought. Raising fares is only going to push more cars on the road at rush hour, exacerbating what many consider to be the Garden State’s worst problem, and will harm investment in rail towns by developers and businesses. No one likes a tax hike, but a small increase in the gas tax is preferable to another big transit fare hike. It would be nice if legislators wised up and ensured this is the last increase for the foreseeable future.

Part of the reason we’re here is poor policy. No public transit agency is going to break even, much less turn a profit, but NJ Transit has often been a victim of not getting what it needs from the state, combined with its own share of dunderheaded decisions, such as rail car storage during Sandy. The state must take a hard look at the impact rail service has on municipalities when it thinks about funding infrastructure upgrades or new station construction. And that goes for bus and light rail projects, too — the tremendous impact of the Hudson-Bergen light rail line on property values was long ago demonstrated. Given that the only new jobs being talked about in New Jersey are at casinos or megamalls, professionals are likely to need reliable access to New York to find the work they want — and they’re paying for that privilege.