When I was in college I used to walk over to Riverside Park, or down to the built-but-as-far-as-I-know-never-used ferry docks at 125th Street and enjoy the view across the Hudson River to New Jersey. Until the new store on 72nd Street opened, Google Maps would taunt me by telling me about how the Trader Joe’s (yeah, yeah) in Edgewater was the closest geographically to my dorm on 120th between Amsterdam and Morningside Drive. And yet, I didn’t make it over there a single time during college. Why? Because the Hudson River is a pretty damn formidable barrier to decent transit that could integrate northern New Jersey more fully into New York City.
And that’s a shame, because northern New Jersey, and especially Hudson and Bergen counties, is getting increasing attention as one of NYC’s numerous proposed Sixth Boroughs. There’s a reason for that; it’s close (at least as the crow flies), more affordable than most of the city (with certain exceptions), and, like NYC, an extreme outlier from the national norm in terms of density. According to Wikipedia, Hudson County’s overall population density (including uninhabited areas) checks in at 13,495/sq mile, and Union City and tiny little Guttenberg have claims to be among the densest places in the entire country.
Bergen County is considerably less dense, but still has significant high-rise development, and other high-density built environments, clustered along the river.
Existing transportation options into New York City are limited. Southern Hudson County has decent access to PATH trains, and buses run into the Port Authority Bus Terminal and the George Washington Bridge bus terminal. PABT-bound buses enjoy use of the Exclusive Bus Lane in the morning but not for the return, a rather intolerable situation. Within New Jersey, the Hudson-Bergen Light Rail provides north-south travel, but its routing is kind of loopy. More north-south riders use the very frequent combination of jitneys and NJT buses along Bergenline Avenue. As such, Alon Levy has proposed that Bergenline should eventually get a subway, perhaps in combination with a new regional rail station on the Gateway project or the existing Hudson tunnels.
All that is well and good. But–and to be clear, this is purely me indulging my crayonista side on a lazy Sunday–if New Jersey is going to be the 6th Borough, it needs a subway system, right? After all, even Staten Island–less dense than Hudson County–has a semi-subway (well, it runs subway cars). That ties in with a question that Tod Newcombe asked in Governing magazine just about exactly three years ago, and that Daniel Hertz tweeted out semi-recently: when will the US build its next subway? The article is a little out of date–construction on Los Angeles’ Subway to the Sea, probably the single strongest subway project remaining in the entire country, is now underway–but it’s still an interesting and provocative question. So my answer is: why not the “Sixth Borough”?
So here’s my suggestion.
I also recommend looking at the PDF version: sixth borough subways final .
I drew the new lines in Google My Maps before importing them to GIS, and you can view them here:
The system is built around the Bergenline Subway, which connects along its length with several extensions of the existing NYC subway system, as well as HBLR and PATH. We’ll run through each line in some kind of order.
I’ve broken the full-length Bergenline subway into three sections.
Phase I is from Journal Square in Jersey City–a key transfer to PATH–north to Fairview, where the line would connect with an extension of the city system coming across from 125th Street. I’ve placed the line under JFK Boulevard and Summit Avenue south of the Union City transfer to the Midtown line, but it could just as easily be under Bergenline proper (for part of the distance at least) or Central Avenue.
Phase 2 is from Fairview north to Fort Lee at the foot of the George Washington Bridge, and a connection with the decades-overdue (due to no one really caring) extension of the C train across the bridge.
Phase 3 extends the line south from Journal Square through some dense areas of Jersey City to a transfer with the HBLR near Liberty State Park (once upon a time, a railroad terminal). Phase 3 could take a slightly different routing; there seems to be one available just to the east along railroad ROW that would presumably be much cheaper, but isn’t as close to some residential neighborhoods.
C to Fort Lee
It’s semi-common knowledge in railfan and transit circles that the George Washington Bridge was originally supposed to carry trains on the lower deck, and that provision exists within the subway system for the C train to be extended across it.
Given that two subway tracks can carry far more volume than two road lanes, it’s well past time to retrofit the bridge, but there are no plans on the horizon (God Forbid planning focus on moving people rather than cars!). My plan assumes that the line will be a short stub terminating in Fort Lee, where it would meet the northern end of the Bergenline line:
It could, however, (and eventually should) go further west, as Alon points out.
The obvious target for a rapid transit extension from Fort Lee would be Paterson, which can be reached via I-80 and is dense and poor.
125th to Edgewater
This is the one that would have been useful to college-student Sandy. Yonah Freemark and others have made the case that when (if?) Phase II of the Second Avenue Subway is completed to 125th Street, the logical next step is to turn it west along 125th rather than continuing north to the Bronx, since funding for the huge network originally intended to sprout from the new trunk is unlikely to be forthcoming. As such, I’ve colored this line teal to correspond to future SAS services. But why stop there? 125th Street lines up relatively nicely with the abandoned NYS&W tunnel under the Palisades to Edgewater. The tunnel would need to be fundamentally rebuilt for subway service (it doesn’t seem large enough for double track, for example) but it’s better than having no starting point at all. In my scenario, there would be the further incentive of a north-south Bergenline subway to interchange with. And once you’re under the Palisades, it would be easy to extend to a massive Park’n’Ride (yes, I’m for them under some circumstances) at the Vince Lombardi rest stop.
Theoretically, the line could also be extended east across the Hell Gate to LaGuardia.
59th Street-Weehawken Line
The BMT line under 59th Street in Manhattan lines up almost perfectly with the Weehawken Tunnel, a former steam railroad facility now used by HBLR. In this vision, the tunnel would be converted to subway use, with HBLR ending at a transfer point at Port Imperial. A branch off of the BMT could make a quick stop at a new lowest level of Columbus Circle before heading under the Hudson to an interchange with the Bergenline line and then a terminus at Tonnelle Avenue. Really, this branch could come off of any of the numerous subway lines in the area just south of Central Park, but the 59th Street line should have extra capacity with the Q shifting over to SAS in a few years.
7 to Hoboken
Sending the 7 train to Secaucus to meet commuter rail passengers has been a hot topic of discussion for a few years. It’s not really that great an idea, but here’s a different (which, full disclosure, I’m not sure is any better): send the 7 down to Hoboken. The tail tracks already extend to 26th Street, so there’s a little less tunneling to do. The new branch could make a stop or two in the lower part of Hoboken before terminating at Hoboken Terminal, or–since the IRT and PATH loading gauges are thisclose–someone could figure out a way to continue service onto existing PATH tracks and create a Flushing-Newark service. (I’d pay money to read a profile of someone who would ride that whole line)
A 7 extension would be somewhat redundant with PATH’s existing 33rd Street branch, but they do serve different areas of Midtown, and the 7 is probably better for most people, since it would open up part of the East Side.
L to Secaucus
Alon offered a tepid evaluation of this route in his post on the 7, but, while low-priority (like, honestly, most of what’s proposed here), it seems to make more sense than the 7. I also think the presence of a Bergenline subway makes either extension more attractive in this scenario. The extension would traverse some fairly dense areas of Hoboken and offer a transfer to the Bergenline subway (and possibly also to the 7 near the campus of Stevens Institute of Technology) before ending at Secaucus Transfer; it could, theoretically, be extended across the Meadowlands on an existing ROW through Kearny into northern Newark. Alon suggested on Twitter combining the 7 and L alignments through Hoboken. That’s potentially doable but would require either four tracks or some fancy work with platform edges, since the loading gauges don’t match.
This is all, of course, extremely speculative, and while obviously I’d love to see it happen in a fantasy world–and I think it would be excellent for both New York and New Jersey to have the Palisades towns better incorporated into NYC’s transit sphere–I don’t expect much if any of this to come about. The Bergenline subway from Journal Square to Fort Lee, and the C extension across the GWB, is almost certainly the strongest part of this vision. The areas along the Palisades are already dense enough to support high-order, expensive transit, and the C extension would offer a capacity upgrade over the existing all-road format on the GWB.
The other trans-Hudson crossings would likely be beneficial, but the need for them could be ameliorated somewhat by better incorporation of PATH into the NYC network. I’m particularly fond of the 59th Street and 125th Street plans and more lukewarm on the 7 and L personally, but hey, this is about vision and dreaming. And that’s something that I think many of us feel is sorely lacking in the NYC-area planning world at this moment.