Transportation Capital Program Fiscal Year 2019
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Highway and Bridge Project Summary by Subregion NJTPA
NJTPA Transportation Improvement Program Fiscal Years 2020 - 2023 Highway and Bridge Project Summary by Subregion ($ Millions) FY 2020 FY 2021 FY 2022 FY 2023 Page Project DBNUM PHASE COST PHASE COST PHASE COST PHASE COST Bergen County Projects ADDITION TO TIP AS OF 12/7/2020 East Anderson Street Bridge (02C0023A) over the N1801 PE 1.90 DES 3.00 1 Hackensack River ADDITION TO TIP AS OF 2/11/2020 Fifth Avenue Bridge (AKA Fair Lawn Avenue Bridge) over NS9606 CON 17.50 2 Passaic River ADDITION TO TIP AS OF 12/7/2020 Kingsland Avenue, Bridge over Passaic River N1601 PE 1.50 DES 2.50 3 Market Street/Essex Street/Rochelle Avenue 98546 DES 1.00 ROW 0.20 4 REVISION 1 AS OF 2/4/2021 Route 4, Bridge over Palisade Avenue, Windsor Road and 065C ROW 1.50 UTI 3.00 CON 23.10 5 CSX Railroad REPLACED BY REVISION 1 Route 4, Bridge over Palisade Avenue, Windsor Road and 065C ROW 1.50 UTI 3.00 CON 23.10 6 CSX Railroad Route 4, Grand Avenue Bridge 08410 DES 4.00 ROW 1.50 7 Route 4, Hackensack River Bridge 02346 DES 4.50 ROW 1.40 8 REVISION 1 AS OF 2/14/2020 Route 4, Jones Road Bridge 94064 ROW 0.60 CON 22.00 9 REPLACED BY REVISION 1 Route 4, Jones Road Bridge 94064 ROW 0.60 CON 22.00 10 UTI 6.00 Route 4, River Drive to Tunbridge Road 12431A CON 7.35 11 Route 4, Teaneck Road Bridge 93134 CON 13.50 12 Route 17, Bridges over NYS&W RR & RR Spur & Central 14319 DES 3.05 13 Avenue (CR 44) Route 17, Pierrepont Ave to Terrace Ave/Polify Rd (CR 55) 15383 CON 6.10 14 REVISION 1 AS OF 2/14/2020 Route 46, Bergen Boulevard to Main Street 12428 CON 4.10 15 REPLACED BY -
New Jersey Statewide FREIGHT PLAN %FDFNCFS
New Jersey Statewide FREIGHT PLAN %FDFNCFS Table of CONTENTS Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the Author(s) and do not necessarily reflect the view of the Federal Highway Administration. New Jersey Statewide FREIGHT PLAN Page left blank intentionally. Table of CONTENTS Acknowledgements The New Jersey Department of Transportation’s Division of Multimodal Services thanks the many organizations and individuals for their time and contribution in making this document possible. New Jersey Department of Transportation Nicole Minutoli Paul Truban Genevieve Clifton Himanshu Patel Andrew Ludasi New Jersey Freight Advisory Committee Calvin Edghill, FHWA Keith Skilton, FHWA Anne Strauss-Wieder, NJTPA Jakub Rowinski, NJTPA Ted Dahlburg, DVRPC Mike Ruane, DVRPC Bill Schiavi, SJTPO David Heller, SJTPO Steve Brown, PANYNJ Victoria Farr, PANYNJ Stephanie Molden, PANYNJ Alan Kearns, NJ TRANSIT Steve Mazur, SJTA Rodney Oglesby, CSX Rick Crawford, Norfolk Southern Michael Fesen, Norfolk Southern Jocelyn Hill, Conrail Adam Baginski, Conrail Kelvin MacKavanagh, New Jersey Short Line Railroad Association Brian Hare, Pennsylvania Department of Transportation David Rosenberg, New York State Department of Transportation Consultant Team Jennifer Grenier, WSP Stephen Chiaramonte, WSP Alan Meyers, WSP Carlos Bastida, WSP Joseph Bryan, WSP Sebastian Guerrero, WSP Debbie Hartman, WSP Ruchi Shrivastava, WSP Reed Sibley, WSP Scudder Smith, WSP Scott Parker, Jacobs Engineering Jayne Yost, Jacobs Engineering -
Transit Appendix
TRANSIT APPENDIX Contains: Future NJ TRANSIT Needs The Port Authority’s Interstate Transportation Role Transit Appendix 1 DRAFT Plan 2045: Connecting North Jersey Draft: Future Transit Needs in the NJTPA Region The following analysis of future transit needs was prepared by NJ TRANSIT to inform the development of Plan 2045: Connecting North Jersey. It will guide the NJTPA’s planning and capital programming activities over the next three decades. The foremost concern in projecting future funding needs is predicated on a fully funded state of good repair program for NJ TRANSIT’s existing public transit system. Addressing ongoing and sustained needs related to rehabilitation and basic systems improvements must also constantly progress in order to maintain a statewide public transit network that is responsive to customer needs. With the need to address a focus on state of good repair as a prerequisite, proposed future expansion projects need to be assessed through a series of physical/operational feasibility, environmental, economic and ridership, fiscal and financial analyses. Ongoing operating and maintenance costs associated with proposed projects are a critical component of analysis, as they have a direct impact on NJ TRANSIT’s annual operating budget. Among the future investment needs being considered for longer term capital funding are the following: Capacity Improvements and Transit Service Expansions Additional Trans-Hudson Public Transit Capacity Various studies are underway to examine ways to increase trans-Hudson bus, rail and ferry capacities. Among the major efforts is the Gateway Program, led by Amtrak, focused on preserving and increasing rail capacity between New Jersey and Manhattan. On a broader level, the Federal Railroad Administration is managing the NEC FUTURE effort examining the future needs of the entire Northeast Corridor from Washington, D.C. -
2. EXISTING CONDITIONS 2.1 History of Circulation in Jersey City 2.2
Jersey City Master Plan / Circulation Element 2. EXISTING CONDITIONS As part of the background work in developing this Circulation Element, a detailed assessment of the history of circulation in Jersey City and an inventory of the baseline conditions of the City’s transportation system were prepared. 2.1 History of Circulation in Jersey City Photo Source: Jersey City Division of City Planning Strategically located on the Hudson River and with easy access to Upper New York Bay, the City of Jersey City was an important center for shipping and maritime activity during the peak of the industrial revolution of the early nineteenth century. This status was reinforced when the Morris Canal was completed at Jersey City in 1836, giving the City shared direct linkage with the Delaware River at Phillipsburg and with important inland points, such as Newark and Paterson. Jersey City continued to serve as a transit point between Upper New York Bay and inland points to the west, but as the industrial revolution progressed, new technologies enabled the development of newer, more efficient forms of transport than canals. Consequently, railroads followed and terminals were constructed along the Hudson River waterfront and other points in the City. One example is the historic Central Railroad of New Jersey Terminal, which originally opened in 1864 and is located in what is now Liberty State Park. With terminals located on the Hudson River, it was not long before ideas about a rail linkage to New York City began to evolve. This led to the construction of what is now known as the Port Authority Trans-Hudson (PATH) train, which commenced operations in 1907 after many arduous years of tunneling under the Hudson River. -
Final Scoping Document
temberMarch 2008 ENT OF TRAN TM SP R OR PA T E A D T . IO .S N U TRANSIT FINAL F E SCOPING D N E IO R T AL RA TR IST ANSIT ADMIN DOCUMENT NORTHERN BRANCH CORRIDOR DRAFT ENVIRONMENTAL IMPACT STATEMENT Sponsored by: U.S. Department of Transportation n Federal Transit Administration n NJ TRANSIT Northern Branch Corridor DEIS Final Scoping Document TABLE OF CONTENTS 1. INTRODUCTION...................................................................................................................................1 1.1 PROJECT DESCRIPTION ...................................................................................................................1 1.2 PURPOSE OF THE SCOPING DOCUMENT............................................................................................3 2. STUDY OVERVIEW..............................................................................................................................4 2.1 HISTORY OF PROJECT PLANNING .....................................................................................................4 2.1.1 West Shore Region Study...................................................................................................4 2.1.2 Post West Shore Region Study Developments ..................................................................5 2.2 SIGNIFICANCE OF POST-WEST SHORE REGION STUDY DEVELOPMENTS.............................................7 2.3 ENVIRONMENTAL IMPACT STATEMENT (EIS) .....................................................................................7 2.4 SCOPING PROCESS -
Rail & Road to Recovery
RAIL & ROAD TO RECOVERY April 2020 Tri-State Transportation Campaign BlueWaveNJ Clean Water Action Environment New Jersey New Jersey Policy Perspective New Jersey Sierra Club SUMMARY Transit and environmental advocates strongly oppose the New Jersey Turnpike Authority’s unprecedented 2020 Capital Plan, which will direct $16 billion toward road expansion projects. The $24 billion capital plan calls for more than 50 major projects to be undertaken on the New Jersey Turnpike and Garden State Parkway in rolling, five-year increments. Thirteen of these projects will ultimately widen over 100 miles of roadway on the Turnpike and Parkway, and none of the projects would allow for any transit expansion or incorporate a transit component. This proposed capital program directly contradicts the state’s Energy Master Plan, released in January after a year-long process, which aims to reduce greenhouse gas emissions and transition the state to 100% clean energy sources by 2050, with an emphasis on expanding public transportation options and reducing vehicle miles traveled (VMT). In contrast, Rail and Road to Recovery, our alternative capital plan, highlights 27 unfunded mass transit projects totaling over $25.8 billion that would create 1.28 million jobs that should be funded with the $16 billion currently slated for highway expansion. NJTA’s plan also doesn’t take getting the state’s roads and bridges into a state of good repair seriously --36% of the state’s highways are deficient (rough and/or distressed), 529 bridges are structurally deficient and 2,367 are in need of repair. The price tag for unfunded fix-it-first projects is over $10 billion --at least $8.6 billion for bridges and $679 million for just the top 500 state road projects over the next few years, which doesn’t even include needed repairs to the far larger network of local and county roads. -
PLAN 2035 Appendix D
PLAN 2035 Appendix D Transit Investment Analysis NORTH JERSEY TRANSPORTATION PLANNING AUTHORITY This document is an appendix to Plan 2035, the Regional Transportation Plan for Northern New Jersey. The full document is available at www.NJTPA.org. Plan 2035 was prepared and published by the North Jersey Transportation Planning Authority, Inc. with funding from the Federal Transit Administration and the Federal Highway Administration. The NJTPA is solely responsible for its contents. Correspondence or questions relating to this report may be addressed to: The Executive Director North Jersey Transportation Planning Authority One Newark Center, 17th Floor, Newark, NJ 07102-1982 Telephone: 973-639-8400 Fax: 973-639-1953 Web: www.njtpa.org E-mail: [email protected] Appendix D: Transit Investment Analysis Introduction The northern New Jersey transit network, consisting of rail, bus and ferry facilities, provides a fast and reliable means of moving nearly 1 million travelers each weekday. In doing so it adds a level of flexibility and redundancy to the transportation system that is matched by only a handful of other metropolitan regions across the nation. It is responsible for diverting hundreds of thousands of trips each day from the region's congested highway networks, safeguarding the region's air quality, reducing greenhouse gas emissions, providing essential travel to the disabled and those without cars and contributing to the quality of life enjoyed by the region's residents. While historically the rail system focused on serving Manhattan-bound commuters, increasingly it is providing travel options for reaching destinations within the state like the Jersey Shore, downtown Newark and Hudson River Waterfront. -
Transportation Capital Program Fiscal Year 2003
Transportation Capital Program Fiscal Year 2003 NEW JERSEY DEPARTMENT OF TRANSPORTATION NJ TRANSIT July 1, 2002 Governor James E. McGreevey Commissioner James P. Fox Table of Contents Section I - Introduction Section II - Program by Activity Section III - NJDOT Project/Program Descriptions Section IV - NJ TRANSIT Project/Program Descriptions Section V – Glossary Section I INTRODUCTION NJDOT/NJ TRANSIT Capital Investment Strategy for FY03-FY07 Introduction The Transportation Capital Program for Fiscal Year 2003 describes all the capital investments planned by the New Jersey Department of Transportation and NJ TRANSIT for the fiscal year beginning on July 1, 2002. A multi-year program, as required under federal law, is also under development. Both of these programs are the products of extensive, ongoing participation by the state’s three metropolitan planning organizations (MPOs) and a wide variety of stakeholders. Both programs are driven by New Jersey’s transportation goals and objectives, as laid out in this “capital investment strategy” report. “Capital investment strategy” is the term used in New Jersey for a method of linking transportation investments with goals, objectives, and performance measures. New Jersey is a national leader in the development of this approach, which ensures that scarce financial resources are used as efficiently as possible to address our most important needs. This report provides an overview of NJDOT’s and NJ TRANSIT’s capital programs and concludes with a summary of the revenues which are planned to be used to finance these programs. NJDOT Smart Growth NJDOT is committed to making transportation investments that implement Governor McGreevey’s “Smart Growth” initiative. -
Transportation Capital Program Fiscal Year 2021
Transportation Capital Program Fiscal Year 2021 NEW JERSEY DEPARTMENT OF TRANSPORTATION NEW JERSEY TRANSIT CORPORATION October 2020 Governor Lt. Governor Commissioner Sheila Y. Oliver Philip D. Murphy Diane Gutierrez-Scaccetti FISCAL YEAR 2021 TRANSPORTATION CAPITAL PROGRAM Table of Contents Section I ................................. Introduction Section II ................................ NJDOT & NJ TRANSIT Project List by Core Mission Section III ............................... NJDOT & NJ TRANSIT Project List by CIS Category Section IV ............................... NJDOT & NJ TRANSIT Project List by Phase of Work Section V ................................ NJDOT Project / Program Descriptions Section VI ............................... NJ TRANSIT Project / Program Descriptions Section VII .............................. NJDOT Five-Year Capital Plan Section VIII ............................. NJ TRANSIT Five-Year Capital Plan Section IX ................................ Glossary SECTIONȱIȱ ȱ INTRODUCTIONȱ FISCAL YEAR 2021 TRANSPORTATION CAPITAL PROGRAM Introduction The Transportation Capital Program for State Fiscal Year (SFY) 2021 describes the planned capital investments for the State fiscal year effectively starting July 1, 2020. It represents the annual element of the New Jersey Department of Transportation’s and NJ Transit’s federal Statewide Transportation Improvement Program (STIP). Focusing on the Department’s and Transit's Core Mission — safety, infrastructure preservation, mass transit, mobility and congestion relief, and operations -
Federal Register/Vol. 67, No. 129/Friday, July 5, 2002/Notices
Federal Register / Vol. 67, No. 129 / Friday, July 5, 2002 / Notices 44929 the Township of Cranford; (3) the The rail lines qualify for a modified SUPPLEMENTARY INFORMATION: Notice is former Rahway Valley Railroad certificate of public convenience and hereby given that the Certificate of Company (Rahway Valley) main line necessity. See Common Carrier Status of Authority issued by the Treasury to the from milepost 0 at the junction with the States, State Agencies and above named Company, under the NJ Transit (Raritan Valley Line) in Instrumentalities and Political United States Code, Title 31, Sections Cranford to milepost 3.9 immediately Subdivisions, Finance Docket No. 9304–9308, to qualify as an acceptable southeast of the Rahway River Bridge in 28990F (ICC served July 16, 1981). surety on Federal bonds is terminated Union, inclusive of the branch line from M&E indicates that, even though effective today. the junction at milepost 3.1 and rehabilitation subsidies are being The Company was last listed as an extending northeast approximately 1.1 provided, the lines will operate without acceptable surety on Federal bonds at 66 miles, and the branch line from the any operating subsidies. M&E also FR 35055, July 2, 2001. junction at milepost 1.1 and extending indicates that there are no preconditions With respect to any bonds, including southeast approximately .50 miles; and for shippers to meet in order to receive continuous bonds, currently in force (4) the former Rahway Valley main line rail service, and that it has obtained with above listed Company, bond- from milepost 3.9 immediately liability insurance coverage. -
Six Trends Report
Trends & Opportunities How Changes in Ridership, Population, and Employment Should Guide Future Metropolitan Transit Planning July 2013 www.realtransit.org Overview Second Avenue Subway (Phase I) 7 Line Extension East Side Access Fulton Center and World Trade Center Transit Hub The New York metropolitan region is in the midst of $25 billion in capital projects due to be completed before the end of the decade. These projects include the extension of the 7 Line subway to 34th Street, the opening of the first phase of the Second Avenue Subway, the completion of the East Side Access program to bring LIRR trains to Grand Central Terminal, and the construction of the Fulton Center and World Trade Center Transit Hub in Lower Manhattan. As government leaders plan for the next round of capital projects within the metropolitan region, it is imperative that investments target regions and populations that will most benefit from transit improvements both now and in the future. Trends & Opportunities outlines a number of metropolitan transit trends and opportunities to consider when it comes to preparing for our future transportation-based planning. 1 Trends in Metropolitan Transit Rail on the Rise From 2002 to 2012, the New York metropolitan area has seen substantial ridership growth in both local and regional rail systems. In terms of local mass transit rail, the New York Subway system added the greatest number of annual riders since 2002 at 241.4 million, which represented a 17.1% rise in ridership over ten years. Hudson-Bergen Light Rail, however, had the most dramatic gains by percentage, growing 329% since 2002 and gaining over 10 million annual passengers. -
Hudson River Waterfront Transitway System
Hudson River Waterfront Transitway System JOSEPH MARTIN, S. DAVID PHRANER, AND JoHN D. WILKINs unique transitway has been pro- 75,000 trips made by bus ultimately posed for New Jersey's Hud- will find their way onto the transitway. son River waterfront. A nar- The core of the proposed transitway is row strip of land is being converted the state-of-the-art light rail transit from railroad yards to large-scale (LRT) facility to carry intrawaterfront mixed use development. At 35 million trips. A busway component and land ft2 of commercial floor space and access roadway have been designated 35,000 dwellings, this new develop- to integrate with the LRT. Transitway ment requires a high-capacity transit- design variations include LRT exclu- way. Add to the trips generated by the sive, busway exclusive, transit in new development nearly 200,000 peak street, bus and LRT sharing right-of- period trips (7 to 10 a.m.) passing way, and, in one location, bus and LRT through the waterfront to the Manhat- sharing travel lanes. tan central business district. At least "RECYCLING" IS A POPULAR buzzword in our environmentally aware society. Along the Hudson River waterfront, the term is being applied in two unique ways: recycling waterfront land and recycling the concept of light rail transit (LRT) in support of development. Imagine the opportunities in a strip of land 18 mi long and never more than a mile wide, largely vacant, and 1,000 yd from Manhattan's central business district (CBD). Five years ago, when commercial rentals approached $40/ft2 in Manhattan, one perceptive J.