Northern Branch Corridor Project

Northern Branch Corridor Project
Company type	Planned transit project
Industry	Public transportation
Founded	2001
Headquarters	Bergen County, United States
Area served	Bergen County, New Jersey
Products	Light rail transit extension
Parent	New Jersey Transit

The Northern Branch Corridor Project represents a planned extension of the Hudson-Bergen Light Rail (HBLR) system, stretching from its current northern endpoint into the eastern portion of Bergen County, New Jersey. This initiative was initially introduced in 2001. The proposed route would utilize the existing right-of-way along the Northern Branch, a line formerly operated by the Erie Lackawanna Railroad until 1966 and now primarily a lightly trafficked freight corridor owned by CSX Transportation. The alignment follows the western flank of the Hudson Palisades through the valley of the Hackensack River, running mostly parallel to Overpeck Creek. After gathering public feedback on a draft environmental impact statement (EIS), the plan as of 2013 designated the line’s terminus at the Englewood Hospital and Medical Center. In March 2017, the Federal Transit Administration approved a Supplementary Draft EIS, opening it for public comment. A critical component for operation, a separately funded bridge at 69th Street in North Bergen, has been completed. NJ Transit projected a service launch in 2029 as of 2017. Nevertheless, in 2023, the FTA withdrew its intention to proceed with an EIS due to substantial changes since 2007.

Hudson-Bergen Light Rail

Early proposals for the HBLR envisioned extending service to the Vince Lombardi Park-and-Ride located at the New Jersey Turnpike in Ridgefield, Bergen County. Despite its designation, HBLR currently operates solely within Hudson County. Service commenced in April 2000 and expanded incrementally over the following decade, culminating with the opening of its southern terminus on January 31, 2011. The line generally parallels the course of the Hudson River and Upper New York Bay, with its western branch and northern segment traversing the lower Hudson Palisades. Comprising twenty-four stations across just over 20 miles of track, HBLR accommodates more than 40,000 passengers on weekdays. Beginning at its southernmost station at 8th Street in Bayonne, the line passes through Jersey City, Hoboken, and parts of North Hudson before reaching its present northern terminus at Tonnelle Avenue. Nearby, a balloon loop located at North Bergen Yard enables trains to reverse direction close to where the Northern Branch extension is planned.

Passenger and freight service

The area served by this corridor, historically referred to as the English Neighborhood, experienced significant growth following the introduction of rail service in the mid-19th century. Until passenger rail operations ceased in the 1960s, this region was connected to intermodal terminals along the Hudson River, facilitating transfers to ferry services bound for Manhattan. Passenger service on the West Shore Line terminating at Weehawken Terminal ended in 1959, while operations on the Northern Branch to both Pavonia Terminal and later to Hoboken Terminal concluded in 1966.

At present, this stub-ended rail line is utilized for industrial freight transportation. Because Federal Railroad Administration regulations prohibit simultaneous freight and light rail usage on shared tracks, any new passenger service would be restricted to operating between 5:30 a.m. and 10:30 p.m.

In 2001, both a Major Investment Study and an environmental impact statement were commissioned by the Federal Transit Administration and New Jersey Transit (NJT) to evaluate extending HBLR along the Northern Branch right-of-way. This expansion sought to establish direct transit connections between communities in Bergen and Hudson Counties adjacent to the Hudson River. Implementing light rail service would necessitate additional track construction or scheduling freight operations outside passenger hours, alongside infrastructure enhancements such as overhead catenary systems and power substations.

Given challenges related to construction complexity, operational conflicts with freight traffic, and associated costs, NJT explored deploying FRA-compliant diesel multiple unit (DMU) vehicles capable of running on existing tracks with minimal disruption to freight service. In 2006, NJT obtained $3.6 million in federal funding dedicated to engineering and environmental assessments for this approach. The DMU service would have operated independently from HBLR electric trains and terminated at North Bergen, where passengers would transfer to HBLR lines. This plan encountered opposition from transit advocates due to inconvenient transfers and was eventually discontinued following the bankruptcy of DMU manufacturer Colorado Railcar.

Terminal station

Two alternatives were proposed for the northern terminus of the line. One option included stops in North Bergen near Fairview, Ridgefield, Palisades Park, Leonia, and Englewood, ending at a park-and-ride facility adjacent to New Jersey Route 4. NJ Transit's preferred plan extended beyond Englewood to include two stations in Tenafly, concluding at the boundary of Cresskill.

Reactions from communities varied: southern municipalities largely favored the project, while northern towns raised concerns. Officials from Englewood, Fairview, and Ridgefield welcomed the addition of new stations as a boost for public transportation. Conversely, Leonia residents expressed doubts about the advantages and highlighted potential traffic issues related to station siting. Tenafly’s leadership and residents opposed the proposal, citing worries about adverse effects on their quality of life without meaningful benefits. Although Ridgefield, Leonia, and Englewood authorities supported the system overall, they flagged potential problems with station placement and parking that might increase congestion.

Opposition was most pronounced in Tenafly, where a non-binding 2010 referendum saw voters reject the rail proposal, and public hearings in 2012 reflected strong local resistance. Despite this opposition, Bergen County officials encouraged the North Jersey Transportation Planning Authority to endorse NJ Transit’s favored route. The New Jersey Association of Railroad Passengers also backed the longer alignment. An editorial in The Record suggested that terminating at Englewood would be sufficient to accelerate project delivery. Meanwhile, Tenafly’s historic preservation commission criticized the Draft Environmental Impact Statement (DEIS) for inadequately addressing effects on historic properties.

Following additional environmental assessments in 2013, the decision was finalized to end the line at Englewood Hospital and Medical Center. A Supplemental DEIS was issued in March 2017, accompanied by a public meeting held in Englewood the following month.

EIS, estimated costs, and funding

The project’s total cost is estimated to approach $1 billion, with about $40 million currently allocated. Initially planned to commence in 2012 and finish by 2015, it was expected to serve roughly 24,000 passengers daily. After nearly three years of preparation, the Federal Transit Administration (FTA) published a draft environmental impact statement (DEIS) in December 2011.

In February 2012, the Environmental Protection Agency reviewed this DEIS and raised issues concerning wetlands mitigation banking and plans for grade separations. By September 2012, NJ Transit had yet to complete its review of comments on the DEIS or secure funding sources.

Reaching a consensus on the northern terminus location enabled progress toward finalizing the environmental impact statement. Initially uncertain whether a supplemental draft environmental impact statement (SDEIS) would be necessary for terminating at Englewood Hospital, state legislators urged the FTA to avoid delays.

In February 2014, the FTA instructed NJ Transit to develop an SDEIS, which was completed by fall 2014 and received approval in March 2017. While federal funds may be pursued, matching contributions from the state are required. The Transportation Trust Fund—strengthened by a gasoline tax increase enacted in 2016—was anticipated as a primary funding source for the line. NJ Transit’s capital budgets earmarked $95 million between 2018 and 2020 specifically for environmental cleanup efforts.

In August 2023, due to substantial changes since 2018 and requests for further information, the FTA declined to approve the EIS supplement, resulting in an estimated two-year delay for the project. As of mid-2025, no response had been provided to the FTA’s inquiries, with plans for a new study postponed until a consultant is engaged around mid-2026.

69th Street

While the 69th Street Bridge in North Bergen is not officially included in the HBLR Northern Branch extension, it represented a crucial infrastructure investment supported by NJ Transit. This bridge replaced a troublesome grade crossing located near the CSX North Bergen Yard and the NYSW siding between Tonnelle Avenue and West Side Avenue. The former crossing frequently caused extensive traffic congestion due to lengthy trains, adversely affecting both local business operations and daily commuting.

Initially projected to cost $67 million in 2005, construction commenced in October 2008 but encountered setbacks stemming from contractor complications and contract terminations. The bridge finally opened in February 2019, enhancing safety measures and easing traffic circulation in the vicinity.

Situated between the current terminus near 49th Street and the planned 91st Street station, this location was once considered as a potential stop on the Northern Branch line; however, present proposals do not include a station at this site.

Separately, NJ Transit’s Passaic–Bergen–Hudson Transit Project seeks to reinstate passenger rail service along a segment of the NYSW right-of-way spanning Passaic, Bergen, and Hudson counties by deploying FRA-compliant diesel multiple unit trains. This initiative contemplates a possible station at 69th Street.

Project status

In March 2014, mayors from Jersey City, North Hudson, and municipalities within Bergen County established a commission dedicated to advancing the line’s development. By July 2014, Englewood had retained an engineering firm to evaluate environmental impact reports and coordinate communications with NJ Transit.

In October 2016, state lawmakers designated this project as a high-priority transportation initiative. NJ Transit estimated the extension’s cost at $1.18 billion USD as of 2020. As of December 2022, the project remains in its design stage, bolstered by a $600,000 federal grant aimed at analyzing transit-oriented development opportunities along the proposed corridor. Nonetheless, progress is anticipated to be delayed until 2025 due to the Federal Transit Administration’s decision not to review the 2018 supplement to the Environmental Impact Statement.

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