Lincoln Tunnel XBL
| Company type | Public transportation |
|---|---|
| Industry | Public transit |
| Founded | 2008 |
| Founder | NJ Transit |
| Headquarters | Newark, New Jersey , United States |
Area served | New Jersey |
Key people | NJ Transit, New Jersey Department of Transportation (NJDOT), Metropolitan Planning Organizations (MPOs) |
| Products | Bus rapid transit services, exclusive bus lanes, bus bypass shoulders |
| Owner | State of New Jersey |
| Website | www |
Bus rapid transit (BRT) in New Jersey encompasses limited-stop bus routes, dedicated bus lanes known as exclusive bus lanes (XBL), and bus bypass shoulders (BBS). Under the initiative titled Next Generation Bus,[1] NJ Transit (NJT), alongside the New Jersey Department of Transportation (NJDOT) and regional metropolitan planning organizations (MPOs), is actively developing multiple new BRT corridors throughout the state.
In 2011, NJT revealed plans to install real-time tracking devices on all buses, enabling passengers to access "next bus" arrival updates at transit shelters. The expansion of BRT services in New Jersey reflects a broader international movement aimed at enhancing public transportation options in densely and moderately populated areas. This approach offers a cost-efficient and adaptable alternative to rail transit, with the goal of decreasing reliance on private vehicles and alleviating traffic congestion.
Greater Newark go bus
The inaugural BRT route by NJ Transit, go bus 25, began operations in September 2008.[2][3] This route operates during peak periods with limited stops at eleven locations between Newark Penn Station and the Irvington Bus Terminal, mainly following Springfield Avenue.[4] Starting in 2026, this line will introduce zero-emission battery electric buses.[5]
The go bus 28 operates continuously throughout the day, linking the North Area Transit Center at Newark Liberty International Airport, airport terminals, downtown Newark, Branch Brook Park, the Roseville district, and Bloomfield. It provides transfer points to both the Montclair-Boonton Line and Newark Light Rail. Plans have been proposed to extend this service westward toward Montclair University.[6]
| go25 peak service Archived March 14, 2012, at the Wayback Machine | via | |
| Newark Penn Station | Four Corners Essex County Courthouse Springfield Avenue |
Irvington Bus Terminal |
Route 9 Bus Bypass Shoulder
Route 9 stands out as one of New Jersey's most heavily trafficked bus corridors. In 2015, buses powered by compressed natural gas were introduced along this route.
The bus bypass shoulders (BBS) on Route 9 support express bus services operating through Monmouth and Middlesex counties. New Jersey Transit (NJT) runs routes 63, 64, 67 serving Hudson County, while routes 130, 132, 136, 139 travel to the Port Authority Bus Terminal (PABT). Additionally, Academy Bus provides service to Lower Manhattan.
In 2006, the New Jersey Department of Transportation (NJDOT) enhanced two shoulder segments by upgrading signals and sidewalks to allow exclusive bus use during peak hours. The first section, located just south of Sayreville in Old Bridge Township, represents phase one of a planned BBS corridor extending through Monmouth and northern Ocean counties.
The southern end of the extended corridor is intended to reach Lakewood, a municipality that experienced notable population increases between 2000 and 2010 alongside nearby Toms River. As of 2011, a $588 million design project was underway for Route 9 expansion in these communities, with construction funding anticipated for 2016-2017. Simultaneously, the Monmouth-Ocean-Middlesex (MOM) rail initiative is being evaluated to connect this area via either the Northeast Corridor Line or the North Jersey Coast Line.
A 2010 study conducted by consulting firm Stantec outlined recommendations for the design and rollout of BBS extensions. The second phase is planned to start near the Lakewood Bus Terminal, while the third phase aims to connect the northern and southern segments through Freehold Township and adjacent areas. This will involve widening roadways to accommodate increased bus traffic.
In 2022, NJ Transit obtained federal grants to analyze transit-oriented development (TOD) effects along a proposed 21-mile Bus Rapid Transit (BRT) corridor stretching from Old Bridge Park and Ride to Aldrich Park and Ride in Howell Township. By 2025, this corridor encompassed approximately 80 bus stops. Furthermore, Old Bridge Township is considering pursuing TOD transit village status along Route 9.
Secaucus to Meadowlands Transitway
In 2021, NJ Transit initiated studies exploring alternative BRT solutions connecting Secaucus Junction with the Meadowlands Sports Complex, designed to complement the existing Meadowlands Rail Line. Among these options is a dedicated bus transitway scheduled to be operational in time for the 2026 FIFA World Cup. The initial design envisioned utilizing both eastern and western spurs of the New Jersey Turnpike, incorporating bus-only connector ramps near New Jersey Route 7. Future development plans include constructing a busway partially aligned with the former Boonton Line right-of-way, which is also set to become part of the Essex–Hudson Greenway state park.
On October 10, 2024, NJ Transit approved moving forward with construction of this transitway. Most infrastructure related to roads and intersections for phase one has already been completed. Plans for a bus terminal adjacent to MetLife Stadium at Route 120 were subsequently abandoned. The final route will utilize County Road, Seaview Drive, Meadowlands Parkway, and cross the Hackensack River via Route 3 bridges.
Princeton Transitway
The Princeton Transitway is designed to run alongside the right-of-way of the Princeton Branch, a short shuttle service operated by the Dinky connecting Princeton Junction station with Princeton Station located on the Princeton University campus. This initiative features a greenway incorporating pedestrian and bicycle lanes alongside a dedicated bus lane.
Greater New Brunswick BRT
Since 2008, NJ Transit in collaboration with the North Jersey Transportation Planning Authority (NJTPA) has been exploring Bus Rapid Transit (BRT) options for the Greater New Brunswick area. The proposed route follows Livingston Avenue and Route 27, linking Metuchen station to North Brunswick while passing through Downtown New Brunswick at New Brunswick station. Existing local bus lines numbered 800 through 880 would be progressively enhanced through phased BRT implementation.
South Jersey BRT
The South Jersey BRT forms part of a broader multimodal expansion across Camden and Gloucester counties, connecting Downtown Camden with Philadelphia via the Delaware River. This network also includes improvements to the PATCO Speedline, the Atlantic City Line, and the development of the Glassboro–Camden Line, which will link to the light rail River LINE. NJT bus routes numbered 400 to 499 serve this region.
The BRT corridor aligns with heavily trafficked routes such as I-676, Route 42, and Route 55. Southern endpoints feature a new park-and-ride facility in Deptford along Route 55 and an expanded lot in Winslow, with buses running every 10 to 15 minutes during peak hours. Routes converge in downtown Camden for transfers at the Walter Rand Transportation Center, before crossing the Benjamin Franklin Bridge utilizing reversible lanes to reach areas near Philadelphia City Hall. In July 2012, NJ Transit was awarded $2.6 million in federal funds to support advancement of this project.
Bayonne–Journal Square BRT
Following the 2000 introduction of the Hudson Bergen Light Rail (HBLR) and increased use of jitneys (dollar vans), travel patterns in Hudson County shifted significantly, causing a decline in traditional bus ridership. Studies have indicated that Bus Rapid Transit (BRT) systems would be well-suited for segments within northeastern New Jersey’s densely populated urban core.
The Bayonne / Greenville / Journal Square Bus Rapid Transit Study, funded by NJTPA and the Hudson County Board of Chosen Freeholders and executed by Parsons Brinckerhoff, recommends a BRT system without exclusive busways—similar to Newark’s go bus or New York’s Select Bus Service—operating primarily on city streets. The study emphasizes optimal placement of boarding kiosks, vehicle choices, branding strategies, and scheduling plans. Potential corridors under consideration include Broadway, Avenue C, Garfield Avenue, Ocean Avenue, along with connections to the Staten Island-bound S89 bus at the HBLR 34th Street Station. Early studies from 2013 identified Kennedy Boulevard, which stretches across the county, as the leading corridor candidate, possibly integrated with Bergen Avenue and MLK Drive.
Anticipating growth from developments at Port Jersey and expansions on Jersey City’s West Side and Bayfront areas, ongoing studies aim to convert routes 440 and 1/9 into a multi-functional urban boulevard featuring grade separations, medians, and traffic circles to facilitate an effective BRT corridor. This proposed route would extend from Droyer's Point to Journal Square via Sip Avenue.
Union County go bus expressway
The envisioned Union County go bus initiative forms a segment of the Liberty Corridor Bus Rapid Transit (BRT) system, which revolves around Newark Liberty International Airport. The central node would be the disused former Central Railroad of New Jersey (CNJ) station located in Elizabeth, positioned next to NJ Transit’s Elizabeth station serviced by the Northeast Corridor Line and North Jersey Coast Line. The plan involves renovating and combining these stations into a Midtown Station, designated as a prominent transit-oriented development (TOD) hub.
Heading northward, the corridor would connect Midtown Station with Newark Airport’s terminals, parking areas, and freight zones, partially tracing the path of the defunct Union County Light Rail line. A branch line would extend service to Jersey Gardens, a major regional shopping destination.
To the southwest, the alignment would utilize an abandoned CNJ mainline corridor between Midtown Station and the Aldene Connection, linking to the existing Raritan Valley Line. Alongside this busway, a greenway featuring pedestrian and bicycle trails is planned. The express bus route would facilitate transfers at Cranford Station and Garwood Station, where it would conclude. This go bus corridor generally runs parallel to New Jersey Route 28.
Bergen BRT
Bergen and Passaic counties depend significantly on bus transportation despite having partial rail service. While projects like the Northern Branch Corridor Project have experienced delays, the Passaic–Bergen–Hudson Transit Project is investigating enhanced east-west transit options using light rail DMUs or buses.
Several analyses have focused on developing an integrated bus network emphasizing BRT corridors along the heavily trafficked commercial stretch of New Jersey Route 17. This corridor connects the Meadowlands Sports Complex with the New York State border between NJT's Main/Bergen and Pascack Valley rail routes. The Hackensack–Paramus region, dense with key "activity centers" such as shopping malls, educational institutions, medical facilities, and government offices near Route 4, serves as a primary focus area. Notably, the intersection of Routes 4 and 17 ranks among the most congested globally. Bergen and Passaic counties are increasingly embracing transit-oriented development strategies that support BRT implementation.
In the 2006 Route 17 Bergen Rapid Transit Study, STV Group proposed two BRT corridors starting or ending at Secaucus Junction, a major NJT rail transfer point. The Blue Route would offer express service from Hackensack via Interstate 80 and the New Jersey Turnpike, while the Orange Route would cover southern Bergen County. This proposal was made under the assumption that the now-defunct Access to the Region's Core (ARC) project would be completed.
The 2010 Vision Bergen report by Parsons Brinkerhoff outlined several primary and secondary BRT routes, recommending that the Blue Route be piloted first with an estimated cost of $45 million.
By October 2011, NJT acknowledged that no funding was currently available for BRT projects but intended to create an action plan if financing became accessible. In November 2011, Bergen County partnered with NJT to allocate $600,000 for a Bus Rapid Transit Implementation Study aimed at identifying two or more BRT corridors and enhancing bus-rail connectivity. The study emphasized that nearly 60% of commuting trips occur within Bergen County itself.
In June 2014, five "preferred" corridors were unveiled: two originating from Port Authority Bus Terminal—one following the Hudson waterfront to Garden State Plaza in Paramus and another running along Route 17 to Montvale Park & Ride; two departing from Secaucus Junction—one heading to Bergen Community College via Route 17 and another reaching Englewood Hospital through local streets and the Turnpike; plus one connecting Paterson’s Broadway Bus Terminal to George Washington Bridge Bus Station along Route 4. By November 2014, three candidate routes were selected for additional analysis:
| Route | Route | Route |
|---|---|---|
Secaucus Junction
Montvale Park and Ride |
Secaucus Junction | Broadway Bus Terminal (Paterson)
|
A study released in September 2017 further refined these into four preferred BRT corridors designated A through D.
External links
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