Three bills of interest have been making their way through the New Jersey Legislature, bringing mostly positive changes to the table.
On the traffic calming front, A2731 (Wisniewski/Greenstein) is awaiting the Governor’s signature after passing both houses the last week in October (Update 12/8: The bill has been signed into law). A2731 would provide municipalities and counties with the authority to make traffic-engineering decisions based upon the expertise of their municipal or county engineer. Previously, the NJDOT Commissioner was required to approve municipal ordinances and resolutions concerning traffic management and signage on local roads. Allowing for local control over traffic management and signage will facilitate good planning decisions based upon local need and eliminate the unnecessary step of DOT approval.
Similarly, S1122 (Sacco/Kean) would eliminate the need for the NJDOT Commissioner’s approval for curb extensions and bulbouts, which are horizontal extensions of the sidewalk into the street resulting in a narrower roadway section and a safer pedestrian environment. S1122 passed the full Senate and the Assembly Transportation Committee, and is now awaiting a vote on the Assembly floor.
Moving over to land use, S2379 (Cunningham/Ruiz) which amends the Urban Transit Hub Tax Credit Act (UTHTCA), recently passed the Senate Economic Growth Committee. During the 2006-2007 Session, the Legislature passed UTHTCA to catalyze economic development. Under the act, a business employing at least 250 employees that makes a capital investment of $75 million within an urban transit hub is eligible for a tax credit equal to the investment. S2379 would allow for greater business participation in the credit program by lowering the investment requirements to $50 million, expanding the qualified capital investments, and expanding the definition of hub to specifically include rail freight hubs and underground light rail stations. This last provision would allow Newark to designate two subway stations as urban transit hubs in addition to its commuter rail stations.
However, one troubling change lies in the bill’s expansion of municipal eligibility to specifically include Secaucus. Businesses are currently eligible for the transit hub tax credit if they invest in Jersey City, Hoboken, Trenton, Newark, New Brunswick, Paterson, Elizabeth, East Orange, and Camden; Secaucus is clearly not in that category. As we have previously reported (see, for example, MTR # 431), Secaucus’ location in the heart of the Meadowlands makes it an inappropriate location for a transit village.
Given that the Secaucus Transfer Station was to be the site of a major office complex when it was first proposed, I find the opposition to development there puzzling. Indeed a major benefit of the location is that it would be transit accessible from most locations. The only reason not to extend the TOD designation is that not in a urban area and should be treated like Metropark in Iselin.
Still, Secaucus is not an urban transit hub and therefore should not be included in the legislation. Its inclusion undermines the bill and its purpose.
I don’t find it puzzling at all…when Newark, Jersey City, Hoboken and other places mentioned above are desperate for redevelopment, we should not allow new development to be dropped from orbit into the middle of nowhere to no benefit except for lining the developer’s pockets.
Article misses the point that Bergenline Avenue would also qualify, not just 3 additional stations in Newark (Military Park, which may already qualify depending on how 1/2 mile radius is drawn, Washington St. and Norfolk Street). Bergenline Ave. is in Union City near to West New York, and it is underground, it requires taking elevators.
NJ TRANSIT owns the development rights at Secaucus, they were bought a few years ago. Also, state paid about $12 million in overbuild construction costs when station was constructed to support development. Horse is out of the barn, 1800 residential units are already under construction nearby, and with access to 6 rail lines (direct), plus rail access to Hoboken and PSNY, plus a new service to the Meadowlands Sports Complex starting in 2009, I think development at Secaucus is warranted given level of investment already. ITs better that it be controlled, and planned right, but given the accessibility, it makes sense to take advantage of the transit access, as development will happen here. Just because its a greenfield site, it is unique. There are also 5 bus routes that go into the sight as well. What does rail freight have to do with transit? Expanding this to rail freight sites seems to really dilute the purpose of the benefit.
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