Continuing what seems to have become mainly a dialog (diatribe) between me and 25Hz: As Amtrakowitz points out there are LRVs (streetcars) than currently operate from both high- and low-level platforms, but that question is moot in the current situation. The New Dinky will operate between two high-level platforms ONLY.
Based on the current proposal for GRT coordinating with LRT, supercaps will no longer be required for operation beyond the catenary. But if they were still in the picture, energy would be stored not in one, but in a series of off-the-shelf supercaps, just as electric buses use a series of batteries for energy capture and storage. Furthermore, the VLRTs we are proposing are neither huge nor heavy; they weigh 22 tons. (The current Dinky weighs 140 tons.) Fact after fact, compared with your progressively more hare-brained assumptions and suggested alternatives. Extending Jersey-Avenue trains with a new wye at Princeton Junction: sheer lunacy. Additional operating subsidy would approach $5 million a year, all to serve fewer passengers. Now that goes beyond lunacy to being truly daft.
The New Dinky system will be independently operated with input from NJ Transit limited to schedule coordination, with no financial contribution whatsoever. The widely used Federal "Small Starts" program is designed to provide capital support for projects just like this. Princeton University's capital expenditures for the new station and surrounding infrastructure will provide more than the required "local match".
The LR55 system (concrete lintels in pavement with steel track laid in a polymer matrix) has been in service for 18 years in England with no maintenance, even around curves, with no lateral bracing. In Princeton the entire length of the track extension is on a straight alignment. However, the new track would be obviated by the use of GRT instead, so this also is moot.
Between this topic and the one on NJ Transit Rail, serious comments and criticism seem overwhelmed by petty bloviation.