CapTengu
@captengu.bsky.social
Transit nerd and Weeb. EN/FR OK. Taylor Ham, not "Pork Roll". Go play Touhou. Left-Libertarian/Georgist/De Leonist. Slava Ukraini!
It depends on what one means by "AI". Machine Learning has long had genuine scientific uses (e.g. advanced protein folding simulations). LLM's and other "generative AI" things on the other hand are absolute garbage that only serve the ultra-wealthy.
November 21, 2025 at 9:05 PM
It depends on what one means by "AI". Machine Learning has long had genuine scientific uses (e.g. advanced protein folding simulations). LLM's and other "generative AI" things on the other hand are absolute garbage that only serve the ultra-wealthy.
Virtually all transit systems in "functional countries" are not free. Many of them actually break even or only require a small amount of government subsidy to cover what isn't by farebox revenue, advertising, and real estate holdings.
November 21, 2025 at 3:42 PM
Virtually all transit systems in "functional countries" are not free. Many of them actually break even or only require a small amount of government subsidy to cover what isn't by farebox revenue, advertising, and real estate holdings.
This is not an error; A&C did not number its routes until 2016. The 43 was a NJT route connecting JC and Newark through Harrison that was a casualty of the Christie Cuts. The particular branch here was designated on buses as the 43/87 (regular 43 trips ran to DTJC).
November 18, 2025 at 7:55 PM
This is not an error; A&C did not number its routes until 2016. The 43 was a NJT route connecting JC and Newark through Harrison that was a casualty of the Christie Cuts. The particular branch here was designated on buses as the 43/87 (regular 43 trips ran to DTJC).
Indeed. Requiring either Ventra app payment or paying a conductor cash onboard slows down service enough that TVM installation is more than worth the upfront cost of installation.
November 18, 2025 at 7:29 PM
Indeed. Requiring either Ventra app payment or paying a conductor cash onboard slows down service enough that TVM installation is more than worth the upfront cost of installation.
I know of many places that have never had them to begin with (much of Metra and SEPTA outside the urban core, a handful of very low-ridership LIRR stops on the scoot, the MN hiker stops, some NJT bus terminals) but nowhere where there previously were TVMs available and now are none.
November 18, 2025 at 7:22 PM
I know of many places that have never had them to begin with (much of Metra and SEPTA outside the urban core, a handful of very low-ridership LIRR stops on the scoot, the MN hiker stops, some NJT bus terminals) but nowhere where there previously were TVMs available and now are none.
The source I pulled this from states that the data came from a 2021 survey.
November 18, 2025 at 7:13 PM
The source I pulled this from states that the data came from a 2021 survey.
The data is the latest available from 2021. 96% have a cell phone (just 4% have no cell phone), but only 80% have a smartphone. 16% of New Yorkers still use flip phones and the like.
November 18, 2025 at 7:12 PM
The data is the latest available from 2021. 96% have a cell phone (just 4% have no cell phone), but only 80% have a smartphone. 16% of New Yorkers still use flip phones and the like.
For you the app may be more convenient. In my experience it's a massive pain in the ass to use and frequently runs into problems TVMs do not have.
7% of people in the NYC metro region are unbanked. 20% do not have a smartphone. Excluding at least 20% of people from transit is a nonstarter.
7% of people in the NYC metro region are unbanked. 20% do not have a smartphone. Excluding at least 20% of people from transit is a nonstarter.
November 18, 2025 at 7:00 PM
For you the app may be more convenient. In my experience it's a massive pain in the ass to use and frequently runs into problems TVMs do not have.
7% of people in the NYC metro region are unbanked. 20% do not have a smartphone. Excluding at least 20% of people from transit is a nonstarter.
7% of people in the NYC metro region are unbanked. 20% do not have a smartphone. Excluding at least 20% of people from transit is a nonstarter.
Most major stations still do have humans working the ticket windows during hours where the sales volume justifies it, sometimes multiple. I have been unable to find any data justifying the claim that one TVM is more expensive than paying people to cover one window for equivalent hours.
November 18, 2025 at 6:52 PM
Most major stations still do have humans working the ticket windows during hours where the sales volume justifies it, sometimes multiple. I have been unable to find any data justifying the claim that one TVM is more expensive than paying people to cover one window for equivalent hours.
I see your point to an extent, but massively reducing convenience just to save on costs is not productive. NJT is spending an additional $1.6M/yr on taking over a closing private bus route because forcing seniors to walk to nearby alternatives with shopping bags in hand was judged to be inhumane.
November 18, 2025 at 6:49 PM
I see your point to an extent, but massively reducing convenience just to save on costs is not productive. NJT is spending an additional $1.6M/yr on taking over a closing private bus route because forcing seniors to walk to nearby alternatives with shopping bags in hand was judged to be inhumane.
The transit equity is well worth the cost. The TVMs in NJ are very well-utilized, and courtesy of them being everywhere conductors usually don't have to sell fares onboard beyind pass extensions. With the new fare card rolling out TVMs are the easiest way to load cash onto them.
November 18, 2025 at 6:41 PM
The transit equity is well worth the cost. The TVMs in NJ are very well-utilized, and courtesy of them being everywhere conductors usually don't have to sell fares onboard beyind pass extensions. With the new fare card rolling out TVMs are the easiest way to load cash onto them.
Any fixed-route scheduled transit system where someone has to download an app to use it is a policy failure. People without smartphones and the unbanked are often heavily reliant on transit to scrape by; without ticket machines those groups are effectively locked out from transit.
November 18, 2025 at 6:20 PM
Any fixed-route scheduled transit system where someone has to download an app to use it is a policy failure. People without smartphones and the unbanked are often heavily reliant on transit to scrape by; without ticket machines those groups are effectively locked out from transit.
The two unbuilt sidings (Oradell and Park Ridge) would enable reverse-commuting on the PVL to Hackensack anyways. The single biggest constraint on service levels on the line is that 12-mile single-track section, which effectively limits service to what can fit in Woodbine Yard.
November 16, 2025 at 7:06 PM
The two unbuilt sidings (Oradell and Park Ridge) would enable reverse-commuting on the PVL to Hackensack anyways. The single biggest constraint on service levels on the line is that 12-mile single-track section, which effectively limits service to what can fit in Woodbine Yard.
Respectfully, I disagree. Hackensack already has plenty of direct reverse-commute options available to JC, Newark, and both NYC bus termini. The PVL north of Westwood on the other hand has no reverse direction transit service whatsoever courtesy of the private carriers in the area.
November 16, 2025 at 6:54 PM
Respectfully, I disagree. Hackensack already has plenty of direct reverse-commute options available to JC, Newark, and both NYC bus termini. The PVL north of Westwood on the other hand has no reverse direction transit service whatsoever courtesy of the private carriers in the area.
On the other hand, the SIR stays under FRA regulation at this point despite being completely isolated because it renders its workers immune to the Taylor Law and thus preserves their right to strike, which FTA-regulated MTA employees are barred from doing.
November 14, 2025 at 11:06 PM
On the other hand, the SIR stays under FRA regulation at this point despite being completely isolated because it renders its workers immune to the Taylor Law and thus preserves their right to strike, which FTA-regulated MTA employees are barred from doing.
PATH is required by law to be FRA-regulated due to it bring explicitly defined as a commuter rail operator in the Northeast Passenger Rail Act of 1981. They've previously tried and failed in court to be regulated under the FTA instead; only an Act of Congress can change this.
November 14, 2025 at 11:06 PM
PATH is required by law to be FRA-regulated due to it bring explicitly defined as a commuter rail operator in the Northeast Passenger Rail Act of 1981. They've previously tried and failed in court to be regulated under the FTA instead; only an Act of Congress can change this.
This is not what I personally think; this is the NJ state government and NJT's own justification for supporting implementation of the project. I'm not suprised that PANYNJ is trying to publicly justify funding this on the basis that it benefits their operations, when it almost entirely does not.
November 12, 2025 at 7:18 PM
This is not what I personally think; this is the NJ state government and NJT's own justification for supporting implementation of the project. I'm not suprised that PANYNJ is trying to publicly justify funding this on the basis that it benefits their operations, when it almost entirely does not.
The entire point of this project is to allow the local community to get on rail services that already stop at the station, not more airport vehicle access. What's proposed is a pretty standard kiss-and-ride setup, which is not a bad idea given its location near several highways.
November 12, 2025 at 6:31 PM
The entire point of this project is to allow the local community to get on rail services that already stop at the station, not more airport vehicle access. What's proposed is a pretty standard kiss-and-ride setup, which is not a bad idea given its location near several highways.
Local people probably are not going to be parking at the station. Nearly everywhere within a reasonable distance of the station is easily reached by using one of the three frequent bus routes (24, 37, 107) that already run directly in front of where the station access point will be.
November 12, 2025 at 6:21 PM
Local people probably are not going to be parking at the station. Nearly everywhere within a reasonable distance of the station is easily reached by using one of the three frequent bus routes (24, 37, 107) that already run directly in front of where the station access point will be.
More expensive and problematic. The L would either need to branch or be cut off from its main storage yard, and the M terminal is not set up in a way that allows for the line to be extended without digging out the entire area. The IBX being a single separate line also avoids crowding anything else.
November 12, 2025 at 4:30 PM
More expensive and problematic. The L would either need to branch or be cut off from its main storage yard, and the M terminal is not set up in a way that allows for the line to be extended without digging out the entire area. The IBX being a single separate line also avoids crowding anything else.
Autonomous buses are not ADA-compliant, as wheelchair passengers must by law be manually secured by the bus operator. The same amount of labor is required for an autonomous bus as is required for a normal one.
November 6, 2025 at 10:44 PM
Autonomous buses are not ADA-compliant, as wheelchair passengers must by law be manually secured by the bus operator. The same amount of labor is required for an autonomous bus as is required for a normal one.
Third rail on the Erie lines would be a massive safety hazard in the numerous town centers they run through, conflict with freight clearances, and effectively render electrification past Suffern physically infeasible. Clearance on a hypothetical Erie-Atlantic route is irrelevant.
November 6, 2025 at 4:52 PM
Third rail on the Erie lines would be a massive safety hazard in the numerous town centers they run through, conflict with freight clearances, and effectively render electrification past Suffern physically infeasible. Clearance on a hypothetical Erie-Atlantic route is irrelevant.
It's frankly of no concern to begin with. NJT has a massive capex backlog that would squeeze significant additional capacity out of the existing system without through-running at all, which is apparently a dealbreaker for many so-called "advocates" who insist upon it above all else.
November 6, 2025 at 4:15 PM
It's frankly of no concern to begin with. NJT has a massive capex backlog that would squeeze significant additional capacity out of the existing system without through-running at all, which is apparently a dealbreaker for many so-called "advocates" who insist upon it above all else.
Mini-highs were installed during the decade or so after the ADA was passed when there were still cars with low-only doors running on the Hoboken Division; only cab cars could be guaranteed to have high doors, so that was the solution. NJT stopped installing them around 2003 when those were retired.
November 4, 2025 at 4:41 AM
Mini-highs were installed during the decade or so after the ADA was passed when there were still cars with low-only doors running on the Hoboken Division; only cab cars could be guaranteed to have high doors, so that was the solution. NJT stopped installing them around 2003 when those were retired.