Subway nyc jersey city 9k,woodland park co,thomas and friends lego videos - PDF Review

31.08.2014
The conception of this new plan is unique because it would be the first subway to go outside New York City’s borders. Extending the 7 Line across the Hudson River to New Jersey should be high priority for the two states. Left: Operation Diagram of the North Jersey Rapid Transit System Showing the Five Routes Proposed by the Commission. Principal features of a comprehensive plan for passenger transportation between communities in the nine northern counties of New Jersey and the city of New York are outlined in a report submitted on Jan.
As the result of the study of these problems the commission has recommended a program consisting of six principal parts.
Construction of this comprehensive system cannot be realized in any large way at the outset, the report states. The North Jersey rapid transit system, part one of the program, would consist of the following five lines: (1) Interstate loop line, running north and south between the Hackensack River and Bergen Hill in New Jersey, passing under the Hudson River via a tunnel at the Battery, up through Manhattan to 57th Street and back through another tunnel to New Durham. Because the expense of building this system is thought to be too great to permit proceeding with it as a single project, the commission suggests that it be undertaken progressively. This state of affairs has almost saturated the existing suburban facilities serving northern New Jersey. To throw light on how the New Jersey lines should be routed, the traffic survey made by the commission included investigation of the actual destinations of the Manhattan-bound New Jersey traffic.
Although the New Jersey traffic enters from the west, slightly more of it is bound east of Broadway than west of Broadway. Analysis of the traffic distribution in Manhattan indicates, according to the report, that the first additional transit facilities provided for New Jersey should enter at or near the Battery, and be routed up through Manhattan at least far enough to serve the 59th Street district. Having determined that the north Jersey rapid transit line should cover Manhattan north and south, the next thing was to determine the streets along which it should be routed. The proposed route is from the Battery under Washington and Barclay streets, Park Row, Mulberry Street, Lafayette Street, Irving Place, Lexington Avenue and 57th Street to the Hudson River.
Because it would be utilized in both directions the capacity of the proposed interstate loop line would be equivalent, it is said, to two two-track lines or one four-track line from New Jersey to New York City, although it consists only of a two-track line up and down through Manhattan. According to the commission a 10-cent fare will be possible on the interstate loop if the interest and sinking fund charges on the construction costs can be eliminated. Besides possibly using the Battery line section of the interstate loop as a temporary transit measure, at some time in the future the Hudson & Manhattan System can be extended in New Jersey to advantage.
Similarly the Interborough Rapid Transit Company in time may have extensions constructed under the Hudson River to New Jersey. Later on additional lines may be added to the north Jersey rapid transit system, thereby extending the advantage of rapid transit to a larger part of the inner ring area. During the past year the work of the commission has dealt largely with the engineering features of the proposed plan. In submitting its report to the Legislature the commission expresses the belief that the scope of its work is most clearly set forth by simply transmitting the report of Daniel L. Perspective of Proposed Meadows Transfer Station Near the Present Croxton Yard of the Erie Railroad. Marked efforts toward elimination of former physical objections and definite recommendations for the speedy realization of the interstate rapid transit loop are features of the new report of the North Jersey Rapid Transit Commission, which was presented to Governor A.
In order to obtain definiteness and clarity the report is presented in three major sections: Status of the physical plan, prepared by Glenn C. These new plans are predicated on a detailed study of passenger traffic into New York City on the various routes from New Jersey points. The commission has laid the situation before the managements of the roads affected and has obtained the co-operation of practically all of them. On the basis of a request from the engineering staff of the Port of New York Authority, the advisability was considered of revising plans for the proposed 178th Street and Fort Lee Bridge so as to permit of at least four rapid transit lines passing over this structure. Taking into account the colossal problem of financing the Interstate loop as a single unit and based upon suggestions of John H.
Left: Scheme "F" -- Proposed Physical Connection of the North Jersey Transit Line with the West Side Interborough Subway South of Rector Street and with the Local Tracks of the East Side Interborough Subway South of Brooklyn Bridge Station.
Left: Scheme "I" -- Which Proposes Physical Connections with the West Side and East Side Interborough Subways and Also with the Independent Subway of the Board of Transportation.
Scheme G, on the other hand, proposes connections to both Interborough subways and also with the Board of Transportation's independent line in Church Street. According to the report, "all of the studies for one entrance into Manhattan have been made with the thought in mind that at some future time it would be necessary to have an independent commuter subway through Manhattan to connect with New Jersey. Of the four plans presented, Scheme D provides for a complete separation of the Erie and West Shore Railroad tracks and platforms by a passageway or driveway leading to the ticket offices and other facilities. In order that this transfer station might be of service to the commuters, the minimum rapid transit construction required would be either the 57th Street trunk of the Interstate loop or the 41st Street extension of the Interborough subway. This would furnish Newark with a rapid transit service in addition to that rendered by the Pennsylvania Railroad (Hudson & Manhattan) and at the same time would afford the suburban passengers of the Erie and the Lackawanna Meadows Transfer access to a rapid transit line for distribution in New York City. In the event that the complete Interstate loop commuter subway cannot be developed and financed as a unit, then the first section of that loop constructed should be an express and local service line from and including Meadows Transfer station to a physical connection with the downtown Manhattan subways. Should the subway policy of New York prevent this physical connection to downtown Manhattan subways, then the first step of construction should be (in conjunction with the Westchester County of New York State) the Westchester-Meadows Transfer-Newark commuter subway. The commission also frowns on anticipated revenues as a means of financing the project and makes it clear that the only revenues that could be made available for construction costs would be those derived from taxes as special assessments. The only remaining alternative is that of basing the financial plan, in part at least, in anticipating future revenues in other words, the issuance of bonds to be supported out of operating revenues, taxes, special assessments, or a combination of all three. The nearest comparable service rendered in the district is that supplied by the Hudson & Manhattan lines whose fare is 5 cents for intrastate passengers and 6 or 10 cents for interstate passengers, depending on their destination in New York.
A concrete example will serve to illustrate the relative advantages and disadvantages from the standpoint of the taxpayer of using this supplementary source as a basis for a bond issue, or of making a direct levy for construction funds as they are needed. In order to provide this from current tax revenues a levy amounting to $5.44 on every $1,000 in the net valuation taxable for 1926 in the North Jersey Transit district would be necessary. If current revenues from special assessments were to be relied on, the increased burden would, of course, remain the same, but the base against which it was levied would be considerably narrower. A study of the portion of this report dealing with the physical and financial aspects of the transit situation shows that no type of agency now in existence, except that of state authority financed by general state tax or by state bond issue, similar to the existing Highway Commission, can bring to the problem powers adequate for its solution. And yet the problem, despite its magnitude and the large territory involved, is essentially a district problem, in which other portions of the state have naturally either no interest at all, or, if we bear in mind the rapidly growing Camden metropolitan section at best so slight an interest as to make the proposal of state-wide authority supported by the contribution of the whole state, whether in the form of direct tax or of bonds, one which must seem obnoxious to the voters of those parts and therefore, quite naturally and properly, one which, except under unusual conditions, would scarcely receive the support of the senators and assemblymen from those counties. Electric Railway Journal, McGraw Hill Company, Digitized by Microsoft, Americana Collection, archive.org.
For the first time ever, the MTA has made a regional public transportation map for New York and New Jersey. It includes Manhattan's subway lines, as well as New Jersey Transit, Amtrak, and PATH trains between Manhattan and New Jersey.
For out-of-towners staying in Manhattan and using public transportation to get to the game, it will come in handy. For New Yorkers, it's a cool new take on the plain old subway map, at least the Manhattan portion of it. Stewart Mader places his proposed MTA map on top of the current subway map at Fulton Station in Lower Manhattan. Laminated New York Metropolitan Commuter Rail Map - Folding pocket size travel map with LIRR, Subway, Path Trains, Amtrak 2015 Updated TRANSITWISE® NY Transit Map is a unique map of the New York Metropolitan area. New Jersey's Hudson-Bergen Light Rail ties together cities in New Jersey's Hudson and Bergen Counties.
Starting in Bayonne at 8th Street, the HBLR runs north along the former Jersey Central Railroad (CNJ) Main Line northward to Communipaw Junction ("CJ").
North of CJ, a stop is made serving Liberty State Park at Johnston Avenue, then ducking under the NJ Turnpike along a private right-of-way to intersect Jersey Avenue. At the riverfront, the line turns northward along brand new trackage and snakes its way past the former Colgate properties, Exchange Place, and into Harborside, Harsimus Cove, and Newport. Future plans have the line being extended northwestward into Bergen County, to the Vince Lombardi Park and Ride adjacent to the New Jersey Turnpike, and to other Bergen County destinations. Right: Construction of an Interstate Loop Line Connecting All the North Jersey Commuters' Railroads with Manhattan Is Recommended by the Commission.
The first was to furnish rapid transit facilities for the area within 20 miles of New York City and to connect this area with Manhattan by facilities providing service comparable to that of present subways.
Listed in the order of their importance, they are as follows: (1) Construction of a new North Jersey rapid transit system. The interstate loop line constitutes the Manhattan circulating and distributing unit for the whole system and it is held to be logically the first construction step. During 1924 the suburban railroads and ferries serving northern New Jersey transported to and from their terminals 246,000,000 passengers. The railroad and ferry traffic during the past ten years has increased about 46 per cent, or at an average rate of about 4 per cent per year. A rapid transit line will conveniently serve a district a half mile on each side of the line, the report states. It is proposed, however, to construct only one such line at the start, and the East Side line has been selected for the reason that it enters Manhattan from the west and therefore will have to cross all the west side and central New York City rapid transit lines.
The loop will be a two-track line for its entire length excepting only a short distance in New Jersey where it will be four-track to permit Hudson & Manhattan trains to operate to the proposed Meadows transfer station. However, if these interest and sinking fund charges must be included, or in other words, if all of the money must be borrowed and therefore the most costly method of financing must be adopted, then a 15-cent fare will be required. It is recognized that as a temporary expedient and as an emergency measure it may be necessary to start with a project requiring an even smaller expenditure than the $154,000,000 required to construct the interstate loop line.
Ultimately an electric suburban system for the commuters from the outer ring area may be inaugurated by electrifying the existing railroad facilities traversing the area, and thus furnishing a through service into and through Manhattan eventually for all commuters in New Jersey. Co-operation was received from the Transit Commission and Board of Transportation of New York City, the Public Service Commission, the Westchester Transit Commission, the Port of New York Authority, the Regional Plan of New York and the various railroads. 6, 1926, page 239, the commission, during the five months at its disposal, has by exhaustive studies broadened the entire scope of the project and developed several new features of outstanding importance.
The accompanying table summarizes the information which was secured from an elaborate traffic count.
Returning to the outstanding modifications of and additions to the 1926 plan, the Journal Square Station, Jersey City, has been given considerable study because it is the locus of most of the bus and trolley passenger traffic on the west bank of the Hudson River.
Delaney, chairman of the Board of Transportation of New York City, the commission made nine different studies to determine the most advantageous routing for the North Jersey transit subway in order to make connections not only to the east side and west side Interborough lines but also to the independent system of the Board of Transportation.
Right: Scheme "G" -- Alternate Plan for Physical Connection of North Jersey Transit Line with East and West Side Interborough Subways and Subway of the Board of Transportation Now Being Built In Church Street. Directly over this passageway and parallel to the axis of the steam station platform are the electric tracks and platforms.
At this point recommendation is made that should the 57th Street tunnels be constructed before the Interstate loop, they should be made of sufficient size to accommodate standard railroad equipment. All plans for the New Durham Transfer Station provide for the extension of the 41st Street Interborough subway line as part of the rapid transit system almost in a direct line under the river through Palisades hill to the New Durham transfer station, with a subway station on Franklin Street between Boulevard and Bergenline Avenues, Union City, N.


On this project the commission makes some very definite observations based upon the uncertainty of the present subway policy of New York City, which it believes might prevent the construction of connections to the subways.
Such a line would be economical of operation in that the loaded trains from Westchester County would distribute their passenger load through Manhattan; then these same trains would continue to Newark and Meadows Transfer and return with another load of Manhattan-bound passengers.
The section of the report dealing with finance, comprising some eight chapters, is a powerful argument as to the fallacy of financing such a project by a private corporation.
It is open to question, therefore, whether it would be feasible, wise or desirable to rely solely on anticipated future operating revenues as a means of supporting construction costs. The preliminary estimates made by the engineers of the cost of constructing the interstate loop (exclusive of land costs) totaled $154,000,000. The weighted average tax rate imposed on the same base in 1926 for all purposes was $39.63 per $1,000.
It would increase, 31 cents per year during the remaining six years of the construction period and would then remain constant at $2.19 per year for 28 years. It is evident, therefore, that no plan for financing construction costs direct from current revenues, and without resort to bond issue, can be carried out for a work of the magnitude of the proposed Interstate loop without bringing about an unduly severe increase in the current burdens which already fall on taxable or assessable property.
That the bonds to be issued for construction costs be supported by supplementary pledges of full faith and credit based on the taxing power.
That the maximum term of all bonds issued for transit developments, regardless of the specific part of the work for which they are to be issued, be fixed at 35 years. All rights reserved (About Us).The material on this site may not be reproduced, distributed, transmitted, cached or otherwise used, except with the prior written permission of PennLive LLC. With his campaign "Subway NY, NJ," Mader hopes to get Jersey City and Hoboken, including their five PATH stations, added to the maps of the NYC subway system. The initial operating segment connected Bayonne and Jersey City, with a second phase reaching Hoboken Terminal.
A second branch originates from the west side of Jersey City near NJ Route 440 and an old Bethlehem Steel plant, along the former CNJ Direct Line (more recently known as the Conrail West Side Industrial Track) to Communipaw Junction. The route turns north along the east side of Jersey Avenue, then east again in private right-of-way as far as Van Vorst Street.
Several bridges carry the line over streets and parking lot access in the Newport Mall and office complex area, finally rising to a viaduct across Newport Parkway, several ground-level parking lots, and 18th Street, turning eastward to reach a station on the south side of the Hoboken Terminal property.
Some discussion of these extensions have the new trackage operated with DMU vehicles instead of extending the electrification, possibly requiring vehicle transfer at Tonnelle Avenue.
The terminus of the West Side Jersey City branch is located on the east side of West Side Avenue, near the intersection of West Side Avenue and Claremont Avenue in a mostly residential neighborhood. Located on the east side of Martin Luther King Drive, near the intersection of MLK Drive and Virginia Avenue, this site was the location of a former station on the Jersey Central. Garfield Avenue station is located between Randolph and Garfield Avenues just south of Union Street in Jersey City. The terminus of the Bayonne Branch is located at West 8th Street and Avenue C, in the city of Bayonne. East 34th Street station, a single island platform centered approximately on East 34th Street on private right of way adjacent to Avenue E.
The Danforth Avenue station, a single island platform, is located at the foot of Danforth Ave. Richard Street station, a single island platform, is located at the foot of Richard Street near Garfield Avenue and Bayside Terrace, alongside Bayside Park. Liberty State Park station is located just north of the junction of the West Side and Bayonne Branches, alongside a large (large) park and ride lot. The Jersey Avenue station is a single island platform station located on private right of way immediately east of Jersey Avenue, south of Grand Street in Jersey City.
Marin Boulevard station (two side platforms) was also located at the time of its construction really in the middle of nowhere, at the foot of Marin Blvd. The corner of Van Vorst Street and Essex Street is not the location of a station (although it probably should be), but it is noteworthy as the location of the start of the street running portion of the HBLR.
Essex Street station consists of two side platforms located between Greene Street and Hudson Street, in a "street running" section that is closed to cars. The light rail tracks turn north along Hudson Street in a private reservation dedicated to the trains, until reaching the intersection of Hudson Street and York Street where they enter the Exchange Place station. From Exchange Place station the tracks have a short stretch of street running on Hudson Street between Montgomery Street and Christopher Columbus Drive, then turning left onto Columbus then immediately north onto private right of way along the western side of the Harborside Financial Center buildings. The tracks wend their way through the Harborside development, until finally crossing Washington Blvd.
From Newport, the tracks ascend onto a viaduct that winds its way through the Newport complex and through a set of strip mall developments, crossing above Newport Parkway and then 18th Street before entering New Jersey Transit's Hoboken Yard limits. This first station on the northern extension of the HBLR is a long distance from the station at Hoboken Terminal. This station, located between the ends of 8th and 9th Streets in Hoboken along the private right of way adjacent to Jackson Street, has an elevator and pedestrian bridge up the "Palisade" to the foot of Congress Street, Jersey City, at its intersection with Paterson Plank Road. Lincoln Harbor is a central island station located just north of the intersection of 19th Street and Waterfront Terrace, along the west side of the Lincoln Harbor office, hotel, and residential complex. A short walk north of Port Imperial is the east portal of the Palisade Tunnel, and good views can be had through the fence from the street. It would have solved all the traffic problems on the nearby highways as well as the fact that the sole rail tunnel under the Hudson River, both used by NJTransit and Amtrak, is overcrowded. A preliminary report presented about a year ago was abstracted in Electric Railway Journal for Feb. The second problem was to provide eventually for a commuter or suburban transit service for the area within 40 miles of New York City. A so-called Meadows transfer station would be located near the intersection of the Erie and D., L. Construction cost of the entire undertaking is estimated at $260,000,000 with $122,000,000 additional for equipment, or $382,000,000 altogether. The need for relief is so urgent, the report states, that temporary measures must be resorted to at once. First, additional terminal facilities might be provided to relieve the present and increasing congestion. Manhattan Island at Chambers Street is about 1 mile wide, its width gradually decreasing to nothing at the Battery. All under-river tunnels and all underground portions of the line will be constructed large enough to accommodate standard steam railroad equipment so that electric locomotives may haul commuter trains and standard steam trains around the loop pending the electrification of the suburban lines, after which it is assumed that multiple-unit equipment will be used. The daily passengers is based on a rush-hour load ratio of 40 per cent of the daily one-way traffic being carried in the maximum hour. Private capital may be called upon either to assist in the financing or to provide all of the money necessary.
It is considered that the quantity of service provided would permit a comfortable rush-hour travel without excessive overloading. In such an event the report states that the only recourse is to utilize some of the existing rapid transit facilities and to extend them somewhat. These extensions are all for two tracks and are roughly estimated to cost $150,000,000 for construction and equipment.
In addition, it has apparently established an entente cordiale not only with the managements of the steam roads entering New York but with the transit officials of New York City. A so-called Meadows Transfer station would be located near the intersection of the Erie and Delaware, Lackawanna & Western Railroads. In this stand the Erie has been joined by the Lackawanna and the Central Railroad of New Jersey, whose traffic loads are 23 and 19 per cent respectively. On a typical day the buses alone deliver 52,000 one-way passengers, most of whom use the Hudson & Manhattan tubes to New York City, so that any plan for traffic relief at this location affects both the Pennsylvania and H. These plans include a Manhattan terminal building such as the present Hudson Terminal, utilization of the empty reverse movement capacity now existing on the local subway tracks during the morning and evening rush hours, and a general scheme that will not only collect the greatest number of commuters conveniently, but at the same time form a part of the final loop. J., for Commuters on Several Branch Lines of the Erie Railroad and for the West Shore Railroad. In all of these the North Jersey Transit Commission's subway line would enter Manhattan at the Battery. Scheme I also proposes a connection to each of these three subways, but would include a cross-connecting track at Barclay Street.
Four studies have been made for this station, any one of which would mean the removal of steam railroad passengers and local ferry passengers from the waterfront terminals. To reach these platforms passenger bridges leading to a distributing concourse over the driveway and directly under the electric platforms are provided over the steam tracks. J., which would serve a large portion of those local ferry commuters now depending upon the Weehawken ferries for transportation to New York City. In such an event the commission urges a co-ordination of effort with the authorities of Westchester County, New York, for the construction of an independent subway from some point in that county through the entire length of Mahattan, under the Hudson River to the Central Railroad of New Jersey terminal at Communipaw. This is a slight modification of a part of the comprehensive plan as presented in the 1926 report. If that be granted, revenues derived through the taxing power would be needed at least to supplement operating revenues. Assuming a seven-year construction period and equal yearly expenditures throughout that term the annual requirements would amount to $22,000,000.
Assuming that all other governmental expenditures were to remain constant and that there were to be no change in assessed valuations, this additional burden would require an aggregate average tax rate of $45.07 per $1,000 for the seven-year period.
It is true that the only rapid transit system now operating in the North Jersey transit district was provided by private capital.
Regardless of the types of revenues which are to be pledged to the support and retirement of bonds, the supplementary pledge of full faith and credit is essential to obtaining the lowest interest rates. The completion of a rapid transit system in this region will inevitably bring new population, and an attendant increase in problems, for whose solution further bond issues will be needed. Future extensions covered the west side of Hoboken, Weehawken, Union City, and North Bergen.
The terminal for this phase of construction will be located adjacent to Tonnelle Avenue in North Bergen. There is some possibility of an additional station south of Bayonne-West 8th Street, and occasionally, a Bayonne Bridge-Staten Island line has been mentioned, but no real plans for that have been floated as of yet.
The station is on an embankment above the street, and consists of an island platform and two tracks. The station consists of two tracks around a central island platform, and is located on an elevated viaduct parallel to NJ Route 440.
A pedestrian bridge with elevators connects the station to a large park and ride lot east of the station. A decorative archway featuring sculptures of people with wheels adorns the entryway to the station from the park.
When this station was built, there was literally nothing around it, but since then, a new facility for the Jersey City Medical Center has been constructed between the tracks and Grand Street.


Tracks run down Essex Street to the Hudson River waterfront; the westbound track is shared with the westbound traffic on this one-way street, and the eastbound track has its own private reservation where on-street parking used to be located. Not much was nearby when this station was opened but since then two large condominium towers and New Jersey's tallest building (built for Goldman Sachs) were constructed adjacent to the station. Exchange Place has an island platform between the tracks and a side platform adjacent to the northbound track on the east side. The Harborside development was built up on the Pennsylvania freight yards of the same name. Adjacent to 18th Street on the viaduct is a wye allowing trains to head east into the Hoboken station or west to the northern extension of the line along the west side of Hoboken into Weehawken. It doesn't appear that any provision for future stations have been made, for instance at Marin Blvd, Grove Street, or Jersey Avenue, where there is plenty of undeveloped former industrial land just begging to be built on.
The highlight here is a million dollar view of the New York City Skyline as seen across Port Imperial Blvd., although the view from the station is quickly being blocked by condominium development on the waterfront.
There are two tracks and an island platform which somewhat resemble Exchange Place on the PATH in that there is a center curtain wall between the sides of the platform. It is located in a cut and features a loop at the north end which diverges from the main tracks just north of the station. I know that there would be cost overruns but this does not mean that we should shut down a very important project. The third was to utilize the existing rapid transit facilities, the Hudson & Manhattan, the Interborough and the Brooklyn-Manhattan systems to serve North Jersey more effectively than at present. A 24-hour traffic survey was made by the commission and the railroads working in co-operation. This is the basis upon which the plans of the commission have been developed and upon which its recommendations have been made, despite the fact that piecemeal rapid transit development is thought to be undesirable.
This would require all passengers to alight at the terminals just as they do now and to find their way by other facilities to their destinations. Therefore a north and south line located anywhere below Chambers Street will conveniently serve that area. Seating capacity per car is assumed to be 72 and the average rush-hour load 100 passengers. Construction of the proposed new Battery tunnel and the continuation of the line in New Jersey to and including the Meadows transfer station, constituting the southern part of the proposed interstate loop, will afford the easiest, cheapest and most effective means of securing immediate relief for northern New Jersey, the report states.
This is a total of 9.4 route-miles and the cost is approximated at $75,000,000, including equipment. At the Battery these extensions would require their own tunnels so the operation could be entirely independent of the interstate loop. Cornick, specialist in taxes and assessments, and opinion of counsel relative to district organization, prepared by Spaulding Frazer, counsel. The Hudson & Manhattan (which receives 31 per cent of its total passengers from steam railroads) has agreed to the extension of its lines to the proposed Meadows Transfer Station. In Scheme F the line would bifurcate to make connections with local lines of the east side and west side Interborough subways, the former connection being south of Brooklyn Bridge with deep level stations under the east side line. It also contemplates running the new line under Washington Street for the southern portion of the route, making connection with the east side subway at a point north of Worth Street. Thence one section would continue along the Newark branch of that road to its present Broad Street station in Newark, while the other section would extend to Meadows Transfer through the Journal Square section of Jersey City. The main points of difference, however, are only temporary in that the southern trunk of the proposed North Jersey Transit System would terminate at Newark until the comprehensive plan can be fully developed instead of continuing to Paterson or Elizabeth, and the Manhattan trunk would be continued to Westchester County until the 57th Street line or northern trunk of the Interstate loop could be constructed. It is probable, furthermore, that certain of the railway companies which handle large numbers of commuters in this district have the capital and credit necessary to provide rapid transit connections with New York City for their passengers.
The imposition of long-deferred burdens which will fall on future generations, who will have abundant current burdens of their own, is therefore to be avoided. Bumper blocks are at the west end of the station, although the CNJ right of way formerly continued west across Newark Bay. In CNJ times, the station here was located in the deep cut, but the track level was raised to keep the HBLR station on the surface adjacent to the surrounding streets.
The residents of Essex Street were predictably up-in-arms about the choice to run the light rail down their street, although the resulting boom in townhouse and condo construction on the three blocks between Van Vorst Street and Greene Street has driven up the value of real estate in the area by a tremendous amount. The station itself is an island platform located between what would be the extensions of Steuben and Morgan Streets were those streets to be brought through into the Harborside property. Turning north on a private right of way the Harsimus Cove station, with its two side platforms, is located between the grade crossings at 2nd Street and Metro Plaza Drive. The Hoboken HBLR station is located at the very south end of the Hoboken Terminal property, which is not very conveniently located for access to Hoboken streets. The 2nd Street, Hoboken station has two side platforms and is located between 1st and 2nd Street, on a private right of way alongside Marshall Street. We are already spending enough money on highway related funds but my concern is that as of today, cars are among the most unsustainable way of traveling. The ultimate object of the program recommended is the creation of a new electric railway system comprising 82.6 miles of route, and the electrification of 399 route-miles of railroad now operated by steam. On the day of the survey 264,000 New Jersey commuters arrived in New York City, of whom 204,000 were railroad passengers. Second, the existing terminals might be abandoned and through service to New York City established, thereby delivering all passengers directly to their destinations without requiring them to transfer or use any other facility. Above Chambers Street Manhattan increases to about 2 miles in width at Canal Street, and from there north to 125th Street its width remains constant. A benefit assessment plan may be used to raise the money under which each beneficiary, the rider, the taxpayer, the land owner and the steam railroad traversed may pay a share of the cost of the line and the service on it proportional to the benefit that each receives. Such a line might be operated either by the Interborough Rapid Transit Company, or the Hudson & Manhattan Railroad.
Garber, follows an earlier report presented in 1926, and which gave somewhat similar recommendations although not in such complete form.
The Pennsylvania Railroad, which enters New York directly and hence is not particularly concerned in the steam commuter problem, has raised no particular objection to the plan. This contemplates provisions for development of the Board of Transportation's subway plans. The most advantageous route extends from Fourteenth Street and Sixth Avenue westward under the Hudson, emerging to the surface about Clinton Street, Hoboken, to pass into the side of Palisades Hill at Congress Street, where the route turns southward in subway into Palisade Avenue.
Nevertheless, all such operations, desirable though they may be, can provide only local and temporary relief; and there is slight probability that any one company, or any group of companies, can provide the necessary capital for a transit system of the type which the North Jersey Transit Commission believes to be essential to the continued and symmetrical growth of the territory comprised within the district.
Many commissions have been granted assessing powers, and this has been upheld not only in state courts but in the broadcast terms by the federal Supreme Court as in no way violating the due process and equal protection clauses of the federal Constitution. Then, the line runs in the right-of-way of Essex Street, with the eastbound track in a private reservation and the westbound track sharing a traffic lane with automobiles.
An aerial photograph of the area clearly shows the former right of way and bridge pilings in the bay.
A fine view of the lower New York City (and now, downtown Jersey City) skylines can be had from the platforms. This station is directly adjacent to 101 Hudson Street, formerly New Jersey's tallest building until the Goldman Sachs building opened near Essex Street in 2004. Several other office towers and hotel properties have been built in this area bounded by Columbus Drive on the south, Washington Blvd.
Since the station opened a large condominium development sprung up directly adjacent to the station. As the first step it is proposed to construct an interstate loop line 17.3 miles in length connecting with all of the north Jersey commuters' railroads and passing under the Hudson River into New York City by two tunnels, one uptown and one downtown. During the maximum half-hour period in the morning between 8 and 8:30 more than 25 per cent of the daily one-way traffic was carried, amounting to about 97,000 passengers.
North of Chambers Street two lines located about half a mile away on each side of the center will conveniently serve Manhattan from river to river. If the Interborough becomes the operator the local tracks of the east and west side subways will be connected with the line at the Battery as a temporary measure, the west side subway by a short connection from Morris and Greenwich Streets, the East Side Subway by continuing the construction of the interstate loop line as far as Vesey Street, and further connecting it with the subway at Spruce Street. Continuing under Palisade Avenue, the line turns into Franklin Street and thence into Manhattan Avenue, where, after the Hudson County Boulevard has been reached, it emerges in the western slope of the Palisades to continue on trestle to Meadows Transfer Station. Located across West Side Avenue is a large park and ride lot, connected to the station by a pedestrian bridge and elevator. Departing MLK Drive the tracks descend again into the deep cut, which ends just prior to the next station at Garfield Avenue.
A freight service track (former CNJ railroad right of way) runs directly adjacent to NJ Rt. The PATH Exchange Place station is not even a half-block walk east along Montgomery Street. The residential buildings along Harrison Street north of the station provide the bulk of the ridership at 2nd St.
The area around the tracks is industrial and former industrial land in the northwest corner of Hoboken, and it is likely that future development will require an additional station, perhaps located between 15th and 16th Streets at their intersections with Madison Street.
If the Hudson & Manhattan becomes the operator the Battery line will be continued as a part of the interstate loop to the first station in Manhattan at Morris Street, and there stop temporarily. This line will be stub-ended and the rapid transit electric trains will be returned over the same rails to New York City. This station opened April 22, 2000 and acted as the northern terminal of the HBLR from April 22 to November 19, 2000. There is an artwork at the street plaza by Maria Mijares, entitled Between Manhattan and Meadowlands, which consists of four murals in porcelain enamel on steel, named: "Beneath the Palisade", "To the Point", "Night Bus", and "Across the Street". Construction costs of this preliminary project are estimated at $154,000,000, with $40,000,000 additional for equipment.
Some 71 railroad trains arrived at all the terminals combined during this period, or one train every 25 seconds on the average. A headhouse built to replicate the former CNJ station at this location is located at ground level.
The station is to extend between the Hudson County Boulevard Bridge and a point some 250 ft. Occasionally the thought of extending the HBLR over the Bayonne Bridge into Staten Island has been mentioned but so far, nothing's come of that idea.
This infinitely more useful routing was of course shot down by Hoboken NIMBYs who now complain the light rail isn't very useful or accessible. Power was enabled on the viaduct north of Newport on August 16, 2002, and the Hoboken station opened on September 29th, 2002.
The rapid transit electric station platforms below are reached by ramps and stairs from a mezzanine over the electric tracks, which in turn is reached from the street level by additional ramps, one connecting with the Boulevard Bridge, another from Bascot and Magnolia Avenue, and another connection with the Public Service trolley plaza and the Hudson & Manhattan platforms.



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