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Wow, I didn't realize Murphy has proposed more taxes to cover the $780M budget deficit of NJ Transit in addition to the rate hikes. Seems counterintuitive to punish NJ businesses, to supplement the workforce of NYC.
NJ should just shutdown NJ Transit and watch NYC come over to start pitching in for the woes.
Also, Murphy wants to force everyone into electric cars by 2035 then NO CARS by 2050 whereby everyone is forced to live in high-density housing (except the omnipotent class). They can't even manage a few sets of train tracks that have existed for 150 years.
We need new leadership, no more Murphys or Bidens, this state has gone downhill fast.
Wow, I didn't realize Murphy has proposed more taxes to cover the $780M budget deficit of NJ Transit in addition to the rate hikes. Seems counterintuitive to punish NJ businesses, to supplement the workforce of NYC.
NJ should just shutdown NJ Transit and watch NYC come over to start pitching in for the woes.
Also, Murphy wants to force everyone into electric cars by 2035 then NO CARS by 2050 whereby everyone is forced to live in high-density housing (except the omnipotent class). They can't even manage a few sets of train tracks that have existed for 150 years.
We need new leadership, no more Murphys or Bidens, this state has gone downhill fast.
NJT rail was cobbled together out of the remains of once great railroads such as PRR, CNJ, Erie-Lackawanna, etc.. No one then wanted passenger rail service and highly doubt there would be any takers today either.
For all it's faults NJT buses and trains do serve a purpose. For better or worse much of NJ is made up of bedroom suburban communities that rely upon transit to NYC or parts of PA.
NJT rail was cobbled together out of the remains of once great railroads such as PRR, CNJ, Erie-Lackawanna, etc.. No one then wanted passenger rail service and highly doubt there would be any takers today either.
For all it's faults NJT buses and trains do serve a purpose. For better or worse much of NJ is made up of bedroom suburban communities that rely upon transit to NYC or parts of PA.
I don't know what the answer is, maybe NJ transit should stop early morning, late-night and weekend service. Do less frequent but longer trains during the prime hours.
The trains on the weekends run at low capacity numbers, and are probably taking a loss. So why even bother?
I don't know what the answer is, maybe NJ transit should stop early morning, late-night and weekend service. Do less frequent but longer trains during the prime hours.
The trains on the weekends run at low capacity numbers, and are probably taking a loss. So why even bother?
You don't have even basic knowledge of transit systems, so what might not make sense to you may have solid reasoning behind it for the people who do.
I am amazed at how much NJT train travel has picked up again since the first post-COVID months. However, there are differences. Ridership is significantly lower on Mondays, for example, than it is midweek
But still, the way and structures and systems all have to be maintained and upgraded, and that costs money. If you look at NJT's 5-year capital plan, there is a lot to be done, including station improvements.
I don't know what the answer is, maybe NJ transit should stop early morning, late-night and weekend service. Do less frequent but longer trains during the prime hours.
There's some cold equations here. First of all, you can't do longer trains to NY because of platform length; some of the trains are already too long for some of the platforms, which makes scheduling at Penn harder. Second, cutting less-used trains drops ridership on the more-used trains (because taking transit becomes non-viable for some people).
There's some cold equations here. First of all, you can't do longer trains to NY because of platform length; some of the trains are already too long for some of the platforms, which makes scheduling at Penn harder. Second, cutting less-used trains drops ridership on the more-used trains (because taking transit becomes non-viable for some people).
Thanks. It's always strange when people who haven't a bit of knowledge about a particular industry come up with all these brilliant ideas about what "they" "should" do.
Thanks. It's always strange when people who haven't a bit of knowledge about a particular industry come up with all these brilliant ideas about what "they" "should" do.
Just thinking of ideas because their is a large gap in making enough revenue to cover the costs. Honestly, a 15% fare increase is not enough, they should look at doing a 100%+ fare increase. Its unfair for NJ business and NJ taxpayers to continually pay for a system that is really part of the lifeblood on NYC.
I don't know what the answer is, maybe NJ transit should stop early morning, late-night and weekend service. Do less frequent but longer trains during the prime hours.
The trains on the weekends run at low capacity numbers, and are probably taking a loss. So why even bother?
The answer is that NJ Transit, as any other passenger railroad needs a dedicated source of income that covers at least 60% of the costs. It also needs money for capital projects to continue improving railroad tracks, double tracking, grade separating and eventually electrifying its diesel lines. I hope Murphy pushes through the law that establishes permanent, dependable source of income for NJT.
When was the last time you took an NJT train, especially on a weekend. I take NJT BC line and weekend trains run at decent capacity, probably 50 - 70 full. There is only hourly service on weekends. Plenty of people go to Manhattan/Hoboken/JC for fun and don't want to rot in their cars in traffic. I think actually ridership on Mondays and Friday business hours is lower than on weekends.
Again, running less trains for less hours will turn off more people from the system that will only increase the cost...
Just thinking of ideas because their is a large gap in making enough revenue to cover the costs. Honestly, a 15% fare increase is not enough, they should look at doing a 100%+ fare increase. Its unfair for NJ business and NJ taxpayers to continually pay for a system that is really part of the lifeblood on NYC.
Why are you focused on the NYC part of the equation rather than the huge sums of money that NJ residents bring back from NYC to spend in NJ?
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