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  #21  
Old Posted Feb 22, 2012, 1:50 PM
miketoronto miketoronto is offline
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You got the wrong Tuckahoe, as those photos are of the one in New York .

This is the New Jersey one. Still a nice rail station, and used as an event hall now.


photo from wikipedia
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  #22  
Old Posted Feb 23, 2012, 5:30 PM
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Quote:
Originally Posted by Nexis4Jersey View Post
Theres alot of people who use the Atlantic City line from Philly , and Bus network to Ocean City and the Wildwoods so I have little doubt of a year round or seasonal Cape May line not being extremely popular.

Tuckahoe has a nice train station...


METRO-NORTH--Tuckahoe Station by milantram, on Flickr


METRO-NORTH--8007 passing Tuckahoe IB by milantram, on Flickr
Yes - that stretch between White Plains and Bronxville has nice stations - most of the station renovations are occurring on the Hudson line though . . .
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  #23  
Old Posted Mar 18, 2012, 1:08 PM
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Nexis4Jersey Nexis4Jersey is offline
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Location: In the Pascack Valley
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2010 & 2030 Ridership Projections based on Rail oriented development and growth along the lines and future gas prices.... The Urban development push along some lines was factored in the projections. I have some of the Development proposals , and plans.... I might post some later if requested.


Regional Impact projects by 2030

Gateway Project - 250,000
East Side Access - 220,000


Hudson Valley and Connecticut

New Haven line - 118,050 (2012) > 280,000 (2030)
New Canaan Branch - 6,370 (2012) > 12,300 (2030)
Danbury Branch - 5,800 (2012) > 17,800 (2030)
Waterbury Branch - 690 (2012) > 1,300 (2030)

Harlem line - 75,200 (2012) > 122,000 (2030)
Hudson line - 55,000 (2012) > 83,700 (2030)
Port Jervis Line - 7,600 (2012) > 14,200 (2030)
Shore Line East - 3,200 (2012) > 12,400 (2030)
Knowledge Corridor - 4,200 (2012) > 84,800 (2030)

Future lines
Beacon line - 6,300
West Shore line - 45,000
I-287 Railway/Cross Chester line - 182,000
Danbury Branch Extension to New Milford - 6,500
Hell Gate line - 73,000
West Side line - 13,000
Infill Stations on the Regional Rail system - 18,200

New Jersey Transit

Light Rail - Commuter Rail Hybrid

Riverline - 11,000 (2011) > 25,000 (2030)

-Regional Rail

Atlantic line - 1,760 (2012) > 5,000 (2030)
Northeast Corridor - 115,700 (2012) > 210,000 (2030)
North Jersey Coast line - 17,800 (2012) > 35,000 (2030)
Raritan Valley line - 12,100 (2012) > 25,000 (2030)
Main Line - 9,160 (2012) > 30,000 (2030)
Bergen County Line - 5,600 (2012) > 17,000 (2030)
Pascack Valley Line - 9,150 (2012) > 16,000 (2030)
Montclair-Boonton Line - 10,142 (2012) > 27,000 (2030)
Morristown Line - 54,000 (2012) > 85,000 (2030)
Gladstone Branch - 3,036 (2012) > 6,500 (2030)

Future Regional & Light Rail lines

Glassboro LRT - 25,000
West Trenton LRT - 15,000

MOM Rail Network (Red Bank - Forked River line ,Monmouth JCT line ,Matawan line ,Amboy Branch) - 130,000
West Trenton line - 15,000
Philpsburg Connections - 30,000
Pompton Branch - 4,600

Lackawanna Line - 9,400
Northwest line - 15,000
West Shore line - 45,000
Kingsland Branch - 5,000
Southern Jersey Network - 35,200
Pennsville LRT - 5,800
Millville LRT Extension - 13,000

Infill Stations on the Regional Rail system - 30,000



NJT & MNRR Ridership - 2010/2011 > 424,625
NJT & MNRR Ridership - 2030 > 1.8 Million

Last edited by Nexis4Jersey; May 25, 2013 at 10:28 PM.
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  #24  
Old Posted Mar 19, 2012, 2:49 PM
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Kingsland Branch? Where would that go?
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  #25  
Old Posted Mar 19, 2012, 9:28 PM
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Quote:
Originally Posted by hammersklavier View Post
Kingsland Branch? Where would that go?
Between the Main line and Morristown line. The RPA pushed NJT to restore once the ARC tunnel was completed....now we wait intill the Gateway is completed. The City of Kearny is banking on this line to revatizle there downtown.

http://www.rpa.org/pdf/Kearny_TOD_Vision_Plan.pdf
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  #26  
Old Posted Mar 23, 2012, 10:18 PM
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Quote:
Originally Posted by hammersklavier View Post
Yeah fantasy maps are fine.

A good map with all those proposals would be sweet. I've actually been working on a South Jersey network and I'm looking at what it would take to effect it. See here.

BTW if you're interested here's the map.
Awesome map man, I first noticed it on your blog a month ago and really appreciate the work you've put into this. Never thought anybody else in the world besides me was thinking about SJ rail. The one thing I will say is that your Walter Rand-Hammonton line seems way too close to the PATCO line to be viable, at least in my opinion.


(BTW, you should put up your complete set of future Philly subway posts on this forum or City-Data or somewhere else, if you haven't already.)
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  #27  
Old Posted Jul 19, 2012, 9:23 AM
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Nexis4Jersey Nexis4Jersey is offline
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Slightly old map...alot has been added or put on the shelve since then



All Commited Projects are completed...

10 , on hold till the CSX tunnel Expansion and upgrade , it will service a gap in the Rail Network in Eastern Bergen and Rockland County , Projected Ridership is about 50,000

11 , 2018 Target Date , it will bring HBLR into Bergen County and add 60,000 daily users

12 , Could Be merged with #22

13 , Completed opened 2009

14 , Newark - Elizabeth LRT on hold for some reason even though Ridership was projected to be 85,000 and there were developments tied into it...

15 , On hold , was tied to the Newark - Elizabeth LRT

16 , On Hold , needs to studied again and expanded , Projected Ridership expected to 120,000

17 , On Hold , could be up and running by 2015 as a seasonal service though

18 , 2019 Target Date , would branch a LRT from Camden to Glassboro servicing 25-40,000 daily Riders and a growing corridor

19 , On hold till CSX and NS upgrade their trackage could be up and running by 2022 and would service Central Jersey with about 15,000 daily Riders

20 & 21 , Could be done later this decade after NS trackage upgrades ,Daily Ridership will be around 45,000

22 , will be Rail line servicing the NJ-23 Corridor , some plans have it running from Sparta to Hawthrone and others send it to the West Shore line #10 over # 12 plans , Ridership would be about 10,000 for this line.

23 , is Under Construction from Port Morris JCT to Andover and is set to Open by 2014 , Phase 2 will go into PA and open by 2019 if funded

24 , Is on hold and tied to 2 developments in the Amboys

25 , is on Hold , it was tied to a development that tanked after the recession

26 , was canceled and rebranded as the Amtrak Gateway Project

27 , Preparations were made for the first Phase of the Project to Belleview , but no other movement. NJT is in talks with NS to buy the line.
28 , was completed in 2009...Full BRT is under study

29 , would come with # 22

30 , is under study , could be a Rail shuttle

31 , a Private firm would due the LRT , the Busway is being studied by the DOT it would run down Route 27

32 , Its on hold for now , but could come with # 19

33 & 34 , have yet to be studied but wouldn't require that much


Theres also the following projects being studied by the state...and some private groups

- I-80/280 Bus Rapid Transit from Parsippany - Troy Hills to University Heights - Newark

- I-80 Bus Rapid Transit from Wayne to Bogota then Express service to Manhattan

- NJ 4 Busway from Paramus to Englewood Transit Center w/ connections to future Northern Branch LRT , Express Service to Manhattan

- US 1 Bus Rapid Transit from Princeton to New Brunswick

- US 1 Bus Rapid Transit from Edison to Elizabeth

- US 9 Bus Rapid Transit from Freehold to South Amboy , Express service to Newark and Jersey City

- NJ 18 Bus Rapid Transit from New Brunswick to Old Bridge

- NJT Mount Holly - Fort Dix Rail line

- NJT Amboy Branch - South Amboy - East Windsor Rail

- NJT Red Bank Branch Extension to Forked River

- Journal SQ - Historic Downtown Streetcar Network

- Bayonne Streetcar lines

- Princeton Streetcar line , replaces Dinky , Extends service into the Downtown

- NJ 55 Busway from Camden to Millville

- Vineland Commuter Rail line
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  #28  
Old Posted Jul 19, 2012, 12:26 PM
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  #29  
Old Posted Jul 19, 2012, 12:35 PM
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Station by Station

Current , Proposed or Under Construction stations

East of the Hudson

New Haven line - GTC route
Grand Central Terminal
Harlem - 125th Street
Yankees – East 153rd Street (Game Days only)
Fordham
Mount Vernon East
Pelham
New Rochelle
Larchmont
Mamaroneck
Harrison
Rye
Port Chester
Greenwich
Cos-Cob
Riverside
Old Greenwich
Stamford
East Stamford
Norton Heights
Darien
Rowayton
South Norwalk
East Norwalk
Wesport
Green Farms
Southport
Fairfield
Fairfield Metro Center
Bridgeport
East Bridgeport
Stratford
Milford
Orange
West Haven

New Haven Union Station
New Haven State street


Hell Gate line
New York Penn Station
Sunnyside JCT
Astoria
Hunts Point
Parkchester
Morris Park
Co-Op City
City Island-Orchard Beach
South Rochelle

New Rochelle
Larchmont
Mamaroneck
Harrison
Rye
Port Chester
Greenwich
Cos-Cob
Riverside
Old Greenwich
Stamford
East Stamford
Norton Heights
Darien
Rowayton
South Norwalk
East Norwalk
Wesport
Green Farms
Southport
Fairfield
Fairfield Metro Center
Bridgeport
East Bridgeport
Stratford
Milford
Orange
West Haven

New Haven Union Station
New Haven State street



New Canaan Branch
Stamford
East Stamford
Glenbrook
Springdale
Talmadge Hill
New Canaan


Danbury Branch
South Norwalk
Wall Street
Merritt 7
Wilton
Cannondale
Georgetown
Branchville
Redding
Bethel
Danbury
North Danbury
Brookfield
New Milford



Waterbury Branch
Stamford
Bridgeport
Stratford
Derby-Shelton
Ansonia
Seymour
Beacon Falls
Naugatuck
Waterbury


Harlem line
Grand Central Terminal
Harlem-125th Street
Melrose
Tremont
Fordham
Botanical Garden
Williams Bridge
Woodlawn
Wakefield
Mt. Vernon West
Fleetwood
Bronxville
Tuckahoe
Crestwood
Scarsdale
Hartsdale
White Plains
North White Plains
Valhalla
Mt. Pleasant
Hawthrone
Pleasentville
Chappaqua
Mt. Kisco
Bedford Hills
Katonah
Golden's Bridge
Purdy's
Croton Falls
Brewster
Southeast
Patterson
Pawling
Appalachian Trail
Harlem Valley-Wingdale
Dover Plains
Tenmile River
Wassaic


Hudson line - GCT Route
Grand Central Terminal
Harlem-125th Street
Yankees-E. 153 St
Morris Heights
University Heights
Marble Hill
Spuyten Duyvil
Riverdale
Ludlow
Yonkers
Glenwood
Greystone
Hastings-on-Hudson
Dobbs Ferry
Ardsley-on-Hudson
Irvington
Tarryrown
Philipse Manor
Scarborough
Ossining
Croton-Harmon
Cortlandt
Peekskill
Manitou
Garrison
Cold Spring
Breakneck Ridge
Beacon
New Hamburg
Poughkeepsie


West Side Line
New York Penn Station
West 62nd Street
West 125th Street
Dyckman St

Riverdale
Ludlow
Yonkers
Glenwood
Greystone
Hastings-on-Hudson
Dobbs Ferry
Ardsley-on-Hudson
Irvington
Tarryrown
Philipse Manor
Scarborough
Ossining
Croton-Harmon




Beacon / Maybrook line
Beacon
Beacon Town Center
Fishkill
Brinckernoff
Hopewell JCT

Brewster
Danbury
Newton
Derby-Shelton


West of the Hudson

Port Jervis line
Hoboken Terminal
Secaucus JCT
Paterson
Ridgewood
Suffern
Hillburn
Sloatsburg
Tuxedo
Harriman
Salisbury Mills-Cornwall
Campbell Hall
Middletown-Town of Wallkill
Otisville
Port Jervis


I-287 Rail Corridor
Hillburn
East Suffern
Airmont
Monsey

Spring Valley
West Nyack
Nyack
Tarrytown
Elmsford
Fairview

White Plains Transit Center
Downtown White Plains
East White Plains
Port Chester


I-287 Rail Corridor GCT spur
Hillburn
East Suffern
Airmont
Monsey

Spring Valley
West Nyack
Nyack

Irvington
Yonkers
Harlem-125th Street
Grand Central Terminal


West Shore line
Hoboken Terminal
Secaucus Road - Jersey City Heights
North Bergen Transit Center

Vince Lombradi Park & Ride
Ridgefield Park
Cedar Lane - Teaneck
West Englewood
Bergenfield
Haworth
Harrington Park
Tappan
Blauvelt
Valley Cottage
Congers
Haverstraw
Stony Point
Bear Mountain
Highland Falls
West Point
Cornwall on Hudson
Newburgh


Last edited by Nexis4Jersey; Feb 3, 2013 at 6:48 PM.
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  #30  
Old Posted Jul 19, 2012, 1:33 PM
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Nexis4Jersey Nexis4Jersey is offline
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The New Upgraded NJT Map...

Station by Station Guide

https://maps.google.com/maps/ms?msid...34181,6.696167

Urban Rail

Hudson Bergen Light Rail

Nyack
South Nyack
Piermont
Sparkill
Northvale
Norwood
Closter
Demarest
Creeskill
Tenafly North
Tenafly Town Center
Englewood Hospital
Englewood Town Center
Englewood Route 4
Leonia
Palisades Park
Ridgefield
91st Street

Tonnelle Avenue
Bergenline Avenue (Underground)
Port Imperial
Lincoln Harbor
North Hoboken
9th / Congress
2nd Street
Grove Street / 18th Street
Hoboken Terminal
Pavonia-Newport
Harsimus Cove
Harborside Financial Center
Exchange Place
Essex Street
Marin Boulevard
Jersey Ave
Liberty State Park
Split > Garfield Avenue , Martin Luther King Drive , West Side Avenue , Bayfront
Canal Crossing
Richard Street
Danforth Avenue
45th Street
34th Street
22nd Street
8th Street (Elevated)



Newark Light Rail
Main line
Newark Penn station (Underground)
Military Park (Underground)
Washington Street (Underground)
Warren Street (Undeground)
Norfolk Street
Orange Street
Park Ave
Bloomfield Ave
Davenport Ave
Branch Brook Park
Silver Lake
Grove Street
Wateseeing Ave
Prospect Street
Glenwood Ave
Brighton Ave
Thomas Boulevard
High Street
Thomas Edison Historic Site / Lakeside Ave
Park Ave


Board Street Branch
Newark Penn station
NJPAC / centre street
Atlantic Street / Washington Park
Newark Board Street


Ironbound Connector
Newark Broad Street
Atlantic Street / Washington Park
NJPAC / Centre Street
Newark Penn Station (Underground)
Jackson Street (Underground)
St. Charles Street (Underground)
Bayfront (Elevated)

West Side Ave
Martin Luther King Drive
Garfield Ave
Liberty State Park
Jersey Ave
Marin Boulevard
Essex Street
Exchange Place
Harborside
Harsimus Cove
Pavonia/Newport
Hoboken Terminal


Springfield Ave LRT
Newark Penn Station (Underground) - Newark
Military Park (Underground) - Newark
Washington Street (Underground) - Newark
South Orange Ave (underground) - Newark
18th Ave (Underground) - Irvington
Clinton Ave (Underground) - Irvington
Chancellor Ave (Underground) - Maplewood
Prospect Street (Underground) - Maplewood
Laurel Ave (Underground) - Maplewood
Vauxhall (Underground)


PATH
Newark Line

Cranford
Cranford - Garden State Parkway Park & Ride
Chestnut Street (Roselle)
Linden Road (Roselle)
Elmora
Midtown Elizzy
Elizabethport
Jersey Gardens
Terminal A
Terminal C
Airport Transfer
South Street

Newark Penn station
Harrison
Journal SQ
Grove Street
Exchange Place
World Trade Center


Journal SQ - Hoboken - 33rd line
Journal SQ
Grove Street
Newport
Hoboken
Christopher Street
9th Street
14th Street
23rd Street
33rd Street


RiverLine
Trenton Transit Center
Hamilton Ave
Cass Street
Bordentown
Roebling
Florence
Burlington Towne Centre
Burlington South
Beverly-Edgewater Park
Delanco
Riverside
Cinnaminson
Riverton
Palmyra
Pennsauken-Route 73
Pennsauken Transit Center
36th Street
Walter Rand Transportation ctr
Cooper St-Rutgers Univ.
Aquarium
Entertainment Center


Glassboro / Millville Branch
Walter Rand Transportation ctr
Cooper Hospital
Atlantic Ave
Gloucester City
Crown Point Road
Red Bank Ave
Cooper Street
Woodbury Heights
Wenonah
Mantra Boulevard
Sewell
Pitman
Rowan University
Glassboro
Clayton
Newfield
Oak Road
Landis Ave
Walnut Road
Route 55 Park / Ride
Broad Street
Main Street


West Trenton Extension
Trenton Transit Center
State and Canal Street
State and Warren Street
State House
Calhoun & Passaic Street
Calhoun & Bernard Street
Prospect Street
Parkside Ave
Lower Ferry Road

West Trenton Transit Center


New Brunswick Light Rail
Bound Brook Train Station
Canal Road - South Bound Brook
Edgewood Terrace - South Bound Brook
Worlds Fair Dr - Franklin
JFK Boulevard - Franklin
Enters tunnel
Franklin Boulevard (underground) - Franklin
Hamilton Street (Underground) - New Brunswick
New Brunswick Station (Underground) - New Brunswick
Livingston Ave (Underground) - New Brunswick
Commercial & George (Underground) - New Brunswick
Feaster Park (Underground) - New Brunswick
Howard Street (Underground) - New Brunswick
Emerges from Tunnel
US 1 Park & Ride - North Brunswick
Washington Ave - Milltown
Rydners Lane - Milltown
Main Street - East Brunswick
Willet Ave - South River
Whitehead Ave - South River
Jernee Mill Road - Sayreville
South Minnisink Ave - Sayreville
Washington Road - Sayreville
Sayreville North
Stevens Ave North - South Amboy
Main Street Amboy
South Amboy Train Station



Passaic - Essex LRT (Paterson Link)
Mountain View Station
Riverview DR - Totowa
Enters Tunnel
Crews Street (Underground) - Totowa
Totowa Road (Underground) - Totowa
Cumberland Ave (Underground) - Paterson
Preakness Ave (Underground) - Paterson
Emerges from Tunnel begins street running
Paterson Great Falls National Park - Paterson
Factory Village - Paterson
Enters Tunnel
Main Street (Underground) - Paterson
Memorial Dr (Underground)- Paterson
21st Ave (Underground) - Paterson
St. Joesph's Hospital (Underground) - Paterson
Emerges from Tunnel
Pacific Street - Paterson
US 46 Park & Ridge - Clifton
Clifton Ave - Clifton
Mount Proposect Ave - Clifton
Bloomfield Ave - Clifton
Allwood Road - Clifton
Chemical Works - Nutley
Franklin Ave - Nutley
Passaic Ave - Nutley
Washington Ave - Nutley
Little Street - Belleview
Joralemon Street - Belleview
Rutgers Street - Belleview
Mill Street - Belleview
North Boardway Transit Center - Newark
Grafton Ave - Newark
Chester Ave East - Newark
4th Ave - Newark
Clark Street - Newark

Broad Street - Newark
Washington Park - Newark
Centre Street - Newark
Newark Penn Station


Pennsville LRT
Pennsville
Carney's Point
Penns Grove
Bridgeport
Gibbstown
Paulsboro
Woodbury JCT
Red bank Ave
Crown Point Road
Gloucester City
Atlantic Ave
Copper Hospital

Walter Rand Transit Center



Regional Rail

Atlantic line

Philadelphia-30th Street Station
Pennsauken Transit Center
Cherry Hill
Lindenwood
Atco
Hammonton
Egg Harbor City
Absecon
Atlantic City


North Jersey Coast line

Bay Head
Point Pleasant Beach
Manasquan
Spring Lake
Belmar
Bradley Beach
Asbury Park
Allenhurst
Elberon
Long Branch
Monmouth Park
Little Silver
Red Bank
Middletown
Hazlet
Aberdeen-Matawan
Laurence Harbor
South Amboy
Perth Amboy
Woodbridge
Avenel
Rahway
Linden
Broad St. Elizabeth
North Elizabeth
Newark Airport
Newark Penn
Hoboken


Northeast Corridor

Trenton
Hamilton
Princeton JCT
Jersey Ave (Southbound only)
New Brunswick
Edison
Metchun
Metropark
Rahway
Linden
Midtown Elizabeth
North Elizabeth
Newark Airport
Newark Penn station
Secaucus JCT
New York Penn


Gladstone Branch
Gladstone
Peapack
Far Hills
Bernardsville
Basking Ridge
Lyons
Millington
Stirling
Gillette
Berkeley Heights
Murray Hill
New Providence
Summit
Short Hills
Millburn
Maplewood
South Orange
Mountain Station
Highland Ave
Orange
Brick Church
East Orange
Newark Board Street
Harrison
Hoboken


Morristown line

Philpsburg - Main Street
Philpsburg - US 22 / NJ 57 Park / Ride
Washington

Hackettstown
Mount Olive
Netcong
Lake Hopatcong
Mount Arlington
Dover
Denville
Mount Tabor
Morris Plains
Morristown
Convent Station
Madison
Chatham
Summit
Short Hills
Millburn
Maplewood
South Orange
Orange
Brick Church
Newark Board Street
Harrison
Hoboken


Montclair - Boonton line

Hackettstown
Mount Olive
Netcong
Lake Hopatcong
Mount Arlington
Dover
Denville
Mountain Lakes
Boonton
Towaco
Lincoln Park
Mountain View-Wayne
Wayne-Route 23
Little Falls
Montclair State University
Montclair Heights
Mountain Avenue
Upper Montclair
Watchung Avenue
Walnut Street
Bay Street
Glen Ridge
Bloomfield
Watsessing Avenue
Ampere
Newark-Broad St
Harrison
Hoboken


Raritan Valley Line

Phillipsburg
Bloomsbury
Ludlow
Hampton
Glen Gardner

High Bridge
Annandale
Lebanon
White House
North Branch
Raritan
Somerville
Bridgewater
Bound Brook
Dunellen
Plainfield
Netherwood
Fanwood
Westfield
Garwood
Cranford
Roselle Park
Union
Newark Penn station
Hoboken (Peak Hours only)



Morristown line - Midtown Direct Service

Dover
Denville
Mount Tabor
Morris Plains
Morristown
Convent Station
Madison
Chatham
Summit
Short Hills
Millburn
Maplewood
South Orange
Orange
Brick Church
Newark Board Street
Harrison
Secaucus JCT
New York Penn station


Montclair line - Midtown Direct Service

Montclair State University
Montclair Heights
Mountain Avenue
Upper Montclair
Watchung Avenue
Walnut Street
Bay Street
Glen Ridge
Bloomfield
Watsessing Avenue
Ampere
Newark-Broad St
Harrison
Secaucus JCT
New York Penn station


Pascack Valley line
Hoboken Terminal
Secaucus JCT
Wood-Ridge
Teterboro
Essex Street - Hackensack
Railroad Ave JCT - Hackensack
Anderson Street - Hackensack
New Bridge Landing
River Edge
Oradell
Emerson
Westwood
Hillsdale
Woodcliff Lake
Park Ridge
Montvale
Pearl River
Pfizer Plant
Nanuet
Spring Valley
Monsey
Airmont
East Suffern
Hillburn


Port Jervis line
Hoboken Terminal
Secaucus JCT
Paterson
Ridgewood
Suffern
Hillburn
Sloatsburg
Tuxedo
Harriman
Salisbury Mills-Cornwall
Campbell Hall
Middletown-Town of Wallkill
Otisville
Port Jervis


Main Line
Hoboken
Secaucus JCT
Kingsland
Lyndhurst
Delawanna
Passaic
Clifton
Paterson
North Paterson
Hawthorne Transit Center

Glen Rock
Ridgewood
Ho-Ho-Kus
Waldwick
Allendale
Ramsey-Main St.
Ramsey-Route 17
Mahwah
Suffern
Hillburn


Bergen line
Hoboken Terminal
Secaucus JCT
Rutherford
Wesmont
Garfield
Plaunderville
Broadway - Fair Lawn
Radburn - Fair Lawn
Glen Rock Boro Hall
Ridgewood
Ho-Ho-Kus
Waldwick
Allendale
Ramsey-Main St.
Ramsey-Route 17
Mahwah
Suffern


Proposed lines

Jersey Ave Branch
West Trenton Transit Center
I-95 Park / Ride
Pennington
Hopewell
Belle Mead
Hillsborough
Millstone
Middlebush
Jersey Ave Transit Center

New Brunswick
Edison
Metchun
Metropark
Rahway
Linden
Midtown Elizabeth
North Elizabeth
Newark Airport
Newark Penn station
Secaucus JCT
New York Penn


Kingsland Branch
Hoboken
Harrison East
Kearny

Kingsland
Lyndhurst
Delawanna
Passaic
Clifton
Paterson
North Paterson
Hawthorne Transit Center
Glen Rock
Ridgewood
Ho-Ho-Kus
Waldwick
Allendale
Ramsey-Main St.
Ramsey-Route 17
Mahwah
Suffern
Hillburn


West Trenton line
West Trenton Transit Center
I-95 Park / Ride
Pennington
Hopewell
Belle Mead
Hillsborough

Bridgewater
Bound Brook
Dunellen
Plainfield
Netherwood
Fanwood
Westfield
Garwood
Cranford
Roselle Park
Union
Newark Penn station
Hoboken


West Shore line
Hoboken Terminal or New York Penn Station
Secaucus JCT
Secaucus Road - Jersey City
North Bergen Transit Center

Vince Lombradi Park & Ride
Ridgefield Park
Cedar Lane - Teaneck
West Englewood
Bergenfield
Haworth
Harrington Park
Tappan
Blauvelt
Valley Cottage
Congers
Haverstraw
Stony Point
Bear Mountain
Highland Falls
West Point
Cornwall on Hudson
Newburgh
Milton
Kingston


Cape May Branch

Philadelphia-30th Street Station
Pennsauken Transit Center
Cherry Hill
Lindenwood
Atco
Woodbine
Cape May Courthouse
Rio Grande
North Cape May
Cape May



Mount Holly Branch
Philadelphia-30th Street Station
Pennsauken Transit Center
Maple Shade
Moorestown
Hainesport
Mount Holly



Lambertville Branch
Lambertville
Ringoes
Flemington
Three Bridges
Manville

Bridgewater
Bound Brook
Dunellen
Plainfield
Netherwood
Fanwood
Westfield
Garwood
Cranford
Roselle Park
Union
Newark Penn station
Hoboken (Peak Hours only)




Pompton Branch

Butler
I-287 Park / Ride
Pompton Plains
Pequannock
Wayne Town Center

Mountain View-Wayne
Wayne-Route 23
Little Falls
Montclair State University
Montclair Heights
Mountain Avenue
Upper Montclair
Watchung Avenue
Walnut Street
Benson Street
Rowe Street
North Newark
Arlington
West Arlington
Laurel Hill State Park

Hoboken


Northwest Rail Link
Hamburg (Limited)
Franklin (Limited)
Sparta
Ogdenburg
Butler
I287 Park & Ride
Pompton Lakes
Oakland
Franklin Lakes
Wyckoff
Midland Park

Hawthrone
North Paterson
Broadway - Paterson
Vreeland Ave - Paterson
Elmwood Park
Saddle Brook
Maywood
Midtown Hackensack
Ridgefield Park
Vince Lombradi Park & Ride
North Bergen Transit Center
Secaucus Road - Jersey City

Hoboken Terminal






MOM Network

Red Bank Branch

Manchester / Lakehurst
Jackson
Lakewood
Howell - Glen Road
Howell - Route 33
Eatontown

Red Bank
Middletown
Hazlet
Aberdeen-Matawan
Laurence Harbor
South Amboy
Perth Amboy
Woodbridge
Avenel
Rahway
Linden
Broad St. Elizabeth
North Elizabeth
Newark Airport
Newark Penn
Hoboken


Jamesburg Branch

Manchester / Lakehurst
Jackson
Lakewood
Howell - Glen Road
Freehold
Freehold Boro - Throckmorton Street
Manalapan
Jamesburg
South Brunswick

Jersey Ave (Southbound only)
New Brunswick
Edison
Metchun
Metropark
Rahway
Linden
Midtown Elizabeth
North Elizabeth
Newark Airport
Newark Penn station
Secaucus JCT
New York Penn


Matawan Branch

Manchester / Lakehurst
Jackson
Lakewood
Howell - Glen Road
Freehold
Freehold Boro - Jackson Street
Marlboro
Morganville

Aberdeen-Matawan
Laurence Harbor
South Amboy
Perth Amboy
Woodbridge
Avenel
Rahway
Linden
Broad St. Elizabeth
North Elizabeth
Newark Airport
Newark Penn
Hoboken



South Amboy Branch

Manchester / Lakehurst
Jackson
Lakewood
Howell - Glen Road
Freehold
Freehold Boro - Throckmorton Street
Manalapan
Jamesburg
Helmetta
Spotswood
Route 18 Park & Ride
Madison Park
South Amboy

Perth Amboy
Woodbridge
Avenel
Rahway
Linden
Broad St. Elizabeth
North Elizabeth
Newark Airport
Newark Penn
Hoboken


Highland Branch
Atlantic Highlands
Port Monmouth
Keansburg
Keyport

Aberdeen
Laurence Harbor
South Amboy
Perth Amboy
Woodbridge
Avenal
Rahway
Linden
Elizabeth
North Elizabeth
Newark Airport
Newark Penn Station
Secaucus JCT
Newark Penn Station

Last edited by Nexis4Jersey; Dec 9, 2012 at 12:14 PM.
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  #31  
Old Posted Jul 19, 2012, 6:30 PM
Crawford Crawford is offline
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I recently passed the West Haven Station construction site. Very nice.

Metro North will have three major new stations on the easternmost part of the New Haven line. Fairfield Metro, which opened last year, was first, then comes West Haven, and I forgot the third.

Each station costs roughly $200 million, so these are major investments, with big parking facilities, adjacent space for transit-oriented development and the like.

These stations are very important, because current ridership is constrained by parking issues at many existing stations.
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  #32  
Old Posted Jul 19, 2012, 8:39 PM
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hammersklavier hammersklavier is offline
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I wonder, why aren't the New Haven Line and Shore Line East combined? The Shore Line's zapped all the way to Boston, after all, and the M8s are equipped to handle both the old New Haven zapping and new Amtrak zapping.
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  #33  
Old Posted Jul 20, 2012, 12:08 AM
Crawford Crawford is offline
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Quote:
Originally Posted by hammersklavier View Post
I wonder, why aren't the New Haven Line and Shore Line East combined? The Shore Line's zapped all the way to Boston, after all, and the M8s are equipped to handle both the old New Haven zapping and new Amtrak zapping.
Metro North is a New York State agency, and part of MTA, which receives an annual negotiated fee for CT service.

The MTA and CT negotiated for years on expansion, but it never worked out. So the Shore Line East is Conn DOT, though the trains are coordinated with Metro North service, and some trains run all the way to Stamford.

Similarly, the upcoming service from New Haven past Hartford will be Conn DOT, though service will be coordinated with Metro North.

There's also the proposed Danbury expansion (first only to New Milford), and Metro North and CT have been negotiating over this. I think this extension, if built, may end up being Metro North. It runs right along the NY State border and would really serve population in both states.
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  #34  
Old Posted Jul 20, 2012, 4:00 AM
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Nexis4Jersey Nexis4Jersey is offline
Greetings from New Jersey
 
Join Date: Mar 2009
Location: In the Pascack Valley
Posts: 2,936
Metro North M8 Rail Car
In service : March 2011-present
Manufacturer : Kawasaki Heavy Industries
Number built : 128 out of 405 car order, not including a 25 car option
Capacity Seated passengers: 110 (A car); 101 (B car)
Maximum speed : 100 mph (161 km/h)
Electric system(s) : 750 V DC Third rail , 12.5 kV AC , 25 kV AC Catenary
Current collection method : Contact shoe & Pantograph



METRO-NORTH--9155 arr Stamford IB. 1 of 2 by milantram, on Flickr


METRO-NORTH--9120 passing Mamaroneck IB by milantram, on Flickr


METRO-NORTH--9114 passing Mt. Vernon East IB by milantram, on Flickr

METRO-NORTH--9212 passing Fairfield Metro IB by milantram, on Flickr


METRO-NORTH--9182 at New Canaan. 2 of 2 by milantram, on Flickr
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  #35  
Old Posted Jul 20, 2012, 5:38 AM
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Nexis4Jersey Nexis4Jersey is offline
Greetings from New Jersey
 
Join Date: Mar 2009
Location: In the Pascack Valley
Posts: 2,936
ALP-45DP Locomotive
In Service : 2012 - Present
Manufacturer : Bombardier Transportation
Number built : 26
Maximum speed : 100 mph (161 km/h) for Diesel & 125mph (201 km/h) for Electric
Electric system(s) : 25kV 60 Hz, 12.5 kV 60 Hz, 12kV 25 Hz
Current collection method : Pantograph



Ready to Depart by ns3010, on Flickr


NJT ALP-45 DP by PeetThePhotographer, on Flickr


(New Jersey Transit) 2011-12 Bombardier ALP-45DP Dual-Powered Locomotive #4509 by tloganjr, on Flickr
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  #36  
Old Posted Sep 12, 2012, 10:02 AM
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Nexis4Jersey Nexis4Jersey is offline
Greetings from New Jersey
 
Join Date: Mar 2009
Location: In the Pascack Valley
Posts: 2,936
Ive decided to add the Long Island Railroad....

Long Island Island Railroad Long Term Plans & Proposals - 2050

https://maps.google.com/maps/ms?msid...01329,1.674042

City Terminal Division

Atlantic Branch
Atlantic Terminal
Nostrand Avenue
East New York
Woodhaven Junction
Jamaica
110 Ave
Foch Boulevard

Locust Manor
Laurelton
Rosedale
Valley Stream


Western Network

Main line
New York Penn Station (Grand Central Terminal starting in 2019)
Sunnyside JCT
Woodside
Forest Hills
Kew Gardens
Jamaica
Hollis
Francis Lewis Boulevard
Queens Village
Floral Park
New Hyde Park
Merillon Avenue
Mineola
Carle Place
Westbury
Hicksville
Bethpage
Farmingdale

Port Washington Branch
New York Penn Station (Grand Central Terminal starting in 2019)
Sunnyside JCT
Woodside
Elmhurst
Corona

Mets–Willets Point
Flushing Main Street
Murray Hill
Broadway
Auburndale
Bayside
Douglaston
Little Neck
Great Neck
Manhasset
Plandome
Port Washington

Oyster Bay Branch
New York Penn Station (Grand Central Terminal Starting in 2019)
Jamaica
Mineola
East Williston
Albertson
Roslyn
Greenvale
Glen Head
Sea Cliff
Glen Street
Glen Cove
Locust Valley
Oyster Bay

Babylon Branch
New York Penn Station (Grand Central Terminal starting in 2019)
Sunnyside JCT
Woodside
Forest Hills
Kew Gardens
Jamaica
Saint Albans
Farmers Boulevard
Valley Stream
Lynbrook
Rockville Centre
Baldwin
Freeport
Merrick
Bellmore
Wantagh
Seaford
Massapequa
Massapequa Park
Amityville
Copiague
Lindenhurst
Babylon

West Hempstead Branch
New York Penn Station (Grand Central Terminal Starting in 2019)
Sunnyside JCT
Woodside
Forest Hills
Kew Gardens
Jamaica
Saint Albans
Farmers Boulevard
Valley Stream
Westwood
Malverne
Lakeview
Hempstead Gardens
West Hempstead

Hempstead Branch
New York Penn Station (Grand Central Terminal Starting in 2019)
Sunnyside JCT
Woodside
Forest Hills
Kew Gardens
Jamaica
Hollis
Francis Lewis Boulevard
Queens Village
Floral Park
Stewart Manor
Nassau Boulevard
Garden City
Country Life Press
Hempstead

Oyster Bay Branch Extension
New York Penn Station (Grand Central Terminal Starting in 2019)
Sunnyside JCT
Woodside
Forest Hills
Kew Gardens
Jamaica
Saint Albans
Farmers Boulevard
Valley Stream
Westwood
Malverne
Lakeview
Hempstead Gardens
West Hempstead
Hillton Ave
Stewart Ave

East Williston
Albertson
Roslyn
Greenvale
Glen Head
Sea Cliff
Glen Street
Glen Cove
Locust Valley
Oyster Bay

Central Branch
New York Penn Station (Grand Central Terminal Starting in 2019)
Sunnyside JCT
Woodside
Forest Hills
Kew Gardens
Jamaica
Hollis
Francis Lewis Boulevard
Queens Village
Floral Park
Stewart Manor
Nassau Boulevard
Garden City
Nassau Hub - East Garden City
East Meadow
Levittown
Hicksville Road - Levittown
Hempstead Turnpike - Farmingdale
Main Street - Farmingdale
North Lindenhurst

Babylon


Coastal Network

Far Rockaway Branch
Atlantic Terminal
Nostrand Avenue
East New York
Jamaica
110 Ave
Foch Boulevard

Locust Manor
Laurelton
Rosedale
Valley Stream
Gibson
Hewlett
Woodmere
Cedarhurst
Lawrence
Inwood
Far Rockaway

Long Beach Branch
New York Penn Station (Grand Central Terminal Starting in 2019)
Sunnyside JCT
Jamaica
Lynbrook
Centre Avenue
East Rockaway
Oceanside
Island Park
Long Beach

Rockaway Beach Branch
New York Penn Station (Grand Central Starting in 2019)
Sunnyside JCT
Woodside
Rego Park South
Woodhaven
Ozone Park
Howard Beach
Board Channel
Rockaway Beach


Eastern Divison


Montauk Branch
Long Island City
Penny Bridge
Haberman
Fresh Pond
Glendale
Richmond Hill

Jamaica
Saint Albans
Farmers Boulevard
Valley Stream
Lynbrook
Rockville Centre
Baldwin
Freeport
Merrick
Bellmore
Wantagh
Seaford
Massapequa
Massapequa Park
Amityville
Copiague
Lindenhurst
Babylon
Bay Shore
Islip
Great River
Oakdale
Sayville
Patchogue
Bellport
Mastic – Shirley
Speonk
Westhampton
Hampton Bays
Southampton
Bridgehampton
East Hampton
Amagansett
Montauk

Greenport Branch
New York Penn Station (Grand Central Terminal starting in 2019)
Sunnyside JCT
Jamaica
New Hyde Park
Mineola
Westbury
Hicksville
Farmingdale
Ronkonkoma
Medford
Yaphank
Riverhead
Mattituck
Southold
Greenport

Port Jefferson Branch
New York Penn Station (Grand Central Terminal starting in 2019)
Sunnyside JCT
Woodside
Jamaica
New Hyde Park
Mineola
Westbury
Hicksville
Syosset
Cold Spring Harbor
Huntington
Greenlawn
Northport
Kings Park
Smithtown
St. James
Stony Brook
Port Jefferson

Wading River Extension
New York Penn Station (Grand Central Terminal starting in 2019)
Sunnyside JCT
Woodside
Jamaica
New Hyde Park
Mineola
Westbury
Hicksville
Syosset
Cold Spring Harbor
Huntington
Greenlawn
Northport
Kings Park
Smithtown
St. James
Stony Brook
Port Jefferson
Mount Sinai
Miller Place
Rocky Point
Shoreham
Wading River



JFK AirTrain

JFK Airtrain - Trunk line
Jamaica
Liberty Ave
Linden Boulevard
Rockaway Boulevard

Federal Circle
Terminal 1
Terminal 2 & 3
Terminal 4
Terminal 5
Terminal 7
Terminal 8


JFK Airtrain - Howard Beach Branch
Howard Beach
Lefferts Boulevard
Federal Circle
Terminal 1
Terminal 2 & 3
Terminal 4
Terminal 5
Terminal 7
Terminal 8


JFK Airtrain - Howard Beach - Jamaica line
Howard Beach
Lefferts Boulevard
Rockaway Boulevard
Linden Boulevard
Liberty Ave

Jamaica

Last edited by Nexis4Jersey; Sep 24, 2012 at 5:55 PM.
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  #37  
Old Posted Sep 13, 2012, 12:19 AM
Alon Alon is offline
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Posts: 216
I think you should focus more on inner lines, and not on additional suburban extensions. The only people who you're going to get on the trains if everything just expresses to one or two Manhattan terminals without any inter-agency integration are peak-hour suburban commuters, and those will drive 10 kilometers to the better park-and-ride.

So, since we're talking long-term, here's what needs to happen:

1. Fares and timetables between the agencies should be integrated, including through-running whenever reasonably possible. Maybe for scheduling reasons it's not the best to have trains run through from New London to Newark, DE, but at least run through from New Haven to Trenton, from New London to New York, from New York to Philadelphia, etc. This means through-running even when it's claimed to be impossible now - we're talking about future rolling stock, and honestly even existing trains can be modified at much lower cost than it costs to build a Manhattan cavern.

1a. Integrated fares and tickets include urban rail and the buses. Best industry practice is to let people ride from Oyster Bay to Carteret, involving a bus, a train, a connecting train, and another bus, on one ticket, with all connections timed. This includes the subway, too - i.e. there should be a unified Far Rockaway station with timed LIRR-subway transfers.

(By the way, most rail scheduling innovations that Americans think are impossible to adhere to happen every day thousands of times in Germany, Switzerland, and Japan.)

2. Signaling on the central segments should allow high capacity. Something like SACEM on the RER A is a good example: moving-block signaling in the congested core, standard fixed-block signaling on the branches. Given that Penn Station has more than just one track per direction funneling into the NJT tunnel, 30-32 tph should be achievable.

3. All trains should be EMUs, and future orders should also reduce the weight. FRA regulations have no relationship to actual safety needs and can and should be ignored in favor of more modern rules.

4. Either subsequent orders should allow multi-voltage trains, so that there's rolling stock for any reasonable through-running, or everything should be reelectrified at 25 kV 60 Hz (and the NEC definitely should be so reelectrified, for the benefit of intercity trains).

5. Major suburban stations should not be park-and-ride hell, but instead there should be TOD within a pleasant walking distance. Hicksville is quite close to a large mall, but both the station and the mall are surrounded by parking, and so pretty much nobody takes the LIRR into Hicksville, just from Hicksville.

6. Off-peak frequency should be at worst 10-15 minutes at the urban stations and 30 minutes on the branches. To reduce operating costs, conductors should be replaced with a light rail-style honor system, and off-peak trains could also be shorter.

7. Few trains should be stabled in New York itself. Land for yards is cheaper at the outer terminals of the lines.

8. Physical extensions should be based on the needs of inner suburb-to-inner suburb travel, and also on those of urban travel. Lower Montauk is useless without a connection to Manhattan; stick a fork in it. But frequent-stop through-service between Newark and Jamaica is more useful. Based on funding, additional lines should be built in Manhattan connecting stub-end terminals like Hoboken and Flatbush, and even Grand Central and St. George.

Note, by the way, that the extensions are last on the list. There's a reason for this: they're less important than the concept of running commuter rail more like longer-range rapid transit and less like a 1930s-era suburban shuttle to the CBD. If you have just the extensions, you get SEPTA today, rather than what SEPTA was trying to become in the early 1980s.
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  #38  
Old Posted Sep 13, 2012, 1:19 AM
Nexis4Jersey's Avatar
Nexis4Jersey Nexis4Jersey is offline
Greetings from New Jersey
 
Join Date: Mar 2009
Location: In the Pascack Valley
Posts: 2,936
Quote:
Originally Posted by Alon View Post
I think you should focus more on inner lines, and not on additional suburban extensions. The only people who you're going to get on the trains if everything just expresses to one or two Manhattan terminals without any inter-agency integration are peak-hour suburban commuters, and those will drive 10 kilometers to the better park-and-ride.

So, since we're talking long-term, here's what needs to happen:

1. Fares and timetables between the agencies should be integrated, including through-running whenever reasonably possible. Maybe for scheduling reasons it's not the best to have trains run through from New London to Newark, DE, but at least run through from New Haven to Trenton, from New London to New York, from New York to Philadelphia, etc. This means through-running even when it's claimed to be impossible now - we're talking about future rolling stock, and honestly even existing trains can be modified at much lower cost than it costs to build a Manhattan cavern.

1a. Integrated fares and tickets include urban rail and the buses. Best industry practice is to let people ride from Oyster Bay to Carteret, involving a bus, a train, a connecting train, and another bus, on one ticket, with all connections timed. This includes the subway, too - i.e. there should be a unified Far Rockaway station with timed LIRR-subway transfers.

(By the way, most rail scheduling innovations that Americans think are impossible to adhere to happen every day thousands of times in Germany, Switzerland, and Japan.)

2. Signaling on the central segments should allow high capacity. Something like SACEM on the RER A is a good example: moving-block signaling in the congested core, standard fixed-block signaling on the branches. Given that Penn Station has more than just one track per direction funneling into the NJT tunnel, 30-32 tph should be achievable.

3. All trains should be EMUs, and future orders should also reduce the weight. FRA regulations have no relationship to actual safety needs and can and should be ignored in favor of more modern rules.

4. Either subsequent orders should allow multi-voltage trains, so that there's rolling stock for any reasonable through-running, or everything should be reelectrified at 25 kV 60 Hz (and the NEC definitely should be so reelectrified, for the benefit of intercity trains).

5. Major suburban stations should not be park-and-ride hell, but instead there should be TOD within a pleasant walking distance. Hicksville is quite close to a large mall, but both the station and the mall are surrounded by parking, and so pretty much nobody takes the LIRR into Hicksville, just from Hicksville.

6. Off-peak frequency should be at worst 10-15 minutes at the urban stations and 30 minutes on the branches. To reduce operating costs, conductors should be replaced with a light rail-style honor system, and off-peak trains could also be shorter.

7. Few trains should be stabled in New York itself. Land for yards is cheaper at the outer terminals of the lines.

8. Physical extensions should be based on the needs of inner suburb-to-inner suburb travel, and also on those of urban travel. Lower Montauk is useless without a connection to Manhattan; stick a fork in it. But frequent-stop through-service between Newark and Jamaica is more useful. Based on funding, additional lines should be built in Manhattan connecting stub-end terminals like Hoboken and Flatbush, and even Grand Central and St. George.

Note, by the way, that the extensions are last on the list. There's a reason for this: they're less important than the concept of running commuter rail more like longer-range rapid transit and less like a 1930s-era suburban shuttle to the CBD. If you have just the extensions, you get SEPTA today, rather than what SEPTA was trying to become in the early 1980s.
The Outer Suburbs in NJ and LI have been neglected and now congestion is horrid...so lines like the Red Bank , Matawan , Jamesburg , South Amboy Branches , West Trenton line , Philpsburg Connections are badly needed in NJ. The Bus system which has been used to absorb the grow can't handle it much longer which can seen at the PABT. These lines should be done after the NEC upgrades , meaning they should start Construction later this decade. On Long Island the Central Branch will mean the LIRR doesn't need to 3rd Track the Main line and it also hits the Nassau Hub which could be transformed into a nice TOD and joins the system together creating a suburban system. The Inner Cities have been neglected , in NJ along the Morris & Essex Network 2 Inner City Stations will be restored by 2025 , a New line servicing Kearny , Harrison and Arlington is in the works along with multiple Light Rail Extensions from Newark out into the Oranges , up to Paterson and down to Elizabeth....and maybe Jersey City one day to relive the PATH. In New York City the Penn Station Access will fill a Transit Void in the Bronx , and help the overburdened 1 Train in Manhattan , Multiple infill stations are being proposed for Queens and the Rockaway Beach Branch would speed up transit and fill another void in Queens. The System needs to be Expanded & restored in both areas focusing on the inner areas isn't going to boost Ridership as much as the Suburban areas which have no alts other then to drive or take the bus. A lot of these are Railroad Suburbs and not Auto suburbs so Transit use is either high or welcomed , you also see less people driving and more walking or biking...

1.- I don't know about merging fares , that's a touchy topic in the Rail Community up here....

1a,- I do agree that Fares should be integrated and made easier , there was a plan to merge all the fares between NJT & the PATH and Private buses , but that's fallen silent lately. That would have boosted Ridership and made traveling easier , it was to be a smart card system with fare gates at certain stations and points. Same is Proposed for the MTA and NY agencies along with CT , haven't heard much lately. But its badly needed...

2,- There in the Process of upgrading the Signals which will double the amount of trains , my line was upgraded and went from a few trains during peak hrs to 30 trains a day bi-directional. There almost done with that in NJ and NY (MNRR) , the LIRR hasn't done it yet.

3,- The Plan is to buy new EMUs for the smaller branches and future MOM Rail network in NJ and Kingsland branch....there rumored to be Bi-level EMU's similar to Metra EMU's which disgusts me. Its your worst nightmare , the Bi-levels in NJ have had a history of derailing due to there weight...A Single level Dual EMU would be a better choice.

4 , - the Plan is to bring everyone up to 25 kV 60 Hz at least in NJ , CT and NY by 2025....and 2030 to DC....the Newer M8's can switch from various voltages except the Hell Gate Voltage which will be switched by 2025 with upgrades and Penn Station Access.

5,- Relax alot of those Suburban Hells will be transformed into TOD paradises over the decade , Plans have been drawn up the largest one will be in Edison,NJ , Harrison is another huge one along with Jamaica and Jersey City TOD's. They are drawing up plans for another horror show which is unnecessary if the MOM network were to be built and that is North Brunswick station along the NEC. It would include 4 huge Parking's and some TOD but is unnecessary with a MOM Extension and Jersey Avenue Branch Extension. Most stations are not Suburban hells but integrated into the Railroad Suburbs around them. Recently past 15 years NJT has only expanded Highway Park and Rides or built them , not suburban stations which the towns seem to agree with. A lot of these Park Rides can support TOD , which would make up for the below average ridership.


6,- Conductors shouldn't be completly removed but reduced to 1 or 2 per train , which will keep riders safe and collect fares. The honor system does not work in this region , and costs NJT and the MTA millions , more so then to employ Conductors.

7,- I don't understand this one , most trains are stored outside of NY except on weekends....most lines have 2 or 3 yards....

8,- A lot of those Extensions above are badly needed , bus system can no longer be used as a primary mode of Transit in these areas , Rail needs to restored or Expanded. Same with the Inner Urban areas , the backlog of Light Rail & Subway Extensions or Restorations is causing Bus Capacity issues , there's a lot of overcrowding in Brooklyn , Newark , Jersey City and the Inner suburbs... The Light Rail Extensions could shift the weight and make it balanced...
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  #39  
Old Posted Sep 13, 2012, 4:31 AM
Alon Alon is offline
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Posts: 216
If you add up all the people whose commute crosses New York - for example, from anywhere in Jersey to Brooklyn, Queens, and Long Island - you get about 200,000 people, i.e. 400,000 weekday trips. The reason those infill stations (and the extra connections, and the integrated fares and schedules) are important is that they make it easier to take rail to secondary job centers. To Manhattan practically everyone rides trains anyway; the only major exception is the GWB commute shed, and that's a problem of the Erie Lines not serving Manhattan directly and Secaucus being an awful transfer with multiple level changes and internal faregates.

Commuter volumes also drop precipitously as distance grows. So of the above 200,000 people, if you e.g. look at those who work in Queens, there are 30,000, of whom 17,000 live in Westchester, Staten Island, Bergen County, and Hudson County, and another 5,000 live in Essex, Rockland, Middlesex, and Monmouth Counties. MOM and other outbound extensions are useful to a small subset of these; being able to make the commute on one train, or two trains with a relatively tame connection, is much more useful. The West Shore Line and the Northern Branch both serve relatively strong suburban markets, to both Manhattan and the job centers to its south and east, but the other possible extensions aren't as important. Few people live along the West Trenton Line, for instance.

Now,

1. There are no plans for a fare union between urban transit and commuter rail on the New York side, or for one between NJT and the MTA agencies.

Yeah, I know not everyone thinks it's necessary. But unified, mode-neutral fares is how European cities have done their transit revival. (North American ones, too - all bus, ferry, and SkyTrain fares are integrated in Greater Vancouver; the commuter rail fares are separate, but they're a tiny portion of systemwide ridership.)

2. That's on the branches, not in the main trunk tunnels. NJT was planning and Amtrak is planning a tunnel to relieve the North River Tunnels, with no plans to increase throughput on the existing tunnels using better signaling.

3. NJT is still buying locomotives. It's even buying dual-mode locos, at much higher cost and weight than is normal, because electrifying the Erie Lines is for wimps, or something. Really, the only lines that have any business staying diesel in 2050 are Harlem north of Southeast and Waterbury, both of which have approximately zero riders and not enough of a commute market to dense or densifiable CBDs (including even secondary ones like White Plains) to matter

4. Are there concrete funded plans, or wishlists similar to Amtrak's 25 kV wishlists from the 1970s and 80s?

5. TOD is hit or miss. Stamford has some plans, which the local commuters are up at arms about because they think they're entitled to a parking garage right at the station. Hicksville doesn't have any that I know of - instead it recently rebuilt the garage for about $25,000 per spot, which is about as much as the per-rider cost of Second Avenue Subway. Ronkonkoma doesn't have any, either. The LIRR generally lags, what with the one-way rush-hour operation (which is not required by current traffic, as long as one is willing to give up express trains). But Mineola, which is somewhat better, manages to get a couple hundred more eastbound am disembarkings than Hicksville.

6. Conductors are not necessary for anything except makework. Somehow, the French, the Germans, the Swiss, the Dutch, and every light rail and BRT system in the US manage to do with POP, and the safety record is generally better than on US mainline rail (thanks, Metra). Even Caltrain and Metrolink do POP, but they retain conductors because That's How We've Always Done It. At the staffing levels appropriate for a country with first-world wages, the correct number of employees per train is 1, and 0 for a closed rapid transit system.

7. LIRR trains are stabled in Manhattan west of Penn Station, and NJT trains at Sunnyside Yard, for the midday off-peak. ARC Alt G actually included a Manhattan yard expansion, never mind that it was going to connect Penn Station with Grand Central, which is basically a railyard with a train station annex.

8. Sure, but not every rail expansion is needed. For example, the Northwest Rail Link just splits frequency with more useful lines in the inner parts, and serves lightly populated regions farther out. Not every rail line needs to host commuter rail - you want to make sure the lines have reasonable enough frequency. For example, one of my commenters, Anon256, is already complaining that I'm proposing 5 branches going into an Erie tunnel to Lower Manhattan (Northern, West Shore, Pascack Valley, Bergen County, main), which would cut frequency to those lines to avoid saturating the tunnel.
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Old Posted Sep 13, 2012, 11:41 AM
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Nexis4Jersey Nexis4Jersey is offline
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Join Date: Mar 2009
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Quote:
Originally Posted by Alon View Post
If you add up all the people whose commute crosses New York - for example, from anywhere in Jersey to Brooklyn, Queens, and Long Island - you get about 200,000 people, i.e. 400,000 weekday trips. The reason those infill stations (and the extra connections, and the integrated fares and schedules) are important is that they make it easier to take rail to secondary job centers. To Manhattan practically everyone rides trains anyway; the only major exception is the GWB commute shed, and that's a problem of the Erie Lines not serving Manhattan directly and Secaucus being an awful transfer with multiple level changes and internal faregates.

Commuter volumes also drop precipitously as distance grows. So of the above 200,000 people, if you e.g. look at those who work in Queens, there are 30,000, of whom 17,000 live in Westchester, Staten Island, Bergen County, and Hudson County, and another 5,000 live in Essex, Rockland, Middlesex, and Monmouth Counties. MOM and other outbound extensions are useful to a small subset of these; being able to make the commute on one train, or two trains with a relatively tame connection, is much more useful. The West Shore Line and the Northern Branch both serve relatively strong suburban markets, to both Manhattan and the job centers to its south and east, but the other possible extensions aren't as important. Few people live along the West Trenton Line, for instance.

Now,

1. There are no plans for a fare union between urban transit and commuter rail on the New York side, or for one between NJT and the MTA agencies.

Yeah, I know not everyone thinks it's necessary. But unified, mode-neutral fares is how European cities have done their transit revival. (North American ones, too - all bus, ferry, and SkyTrain fares are integrated in Greater Vancouver; the commuter rail fares are separate, but they're a tiny portion of systemwide ridership.)

2. That's on the branches, not in the main trunk tunnels. NJT was planning and Amtrak is planning a tunnel to relieve the North River Tunnels, with no plans to increase throughput on the existing tunnels using better signaling.

3. NJT is still buying locomotives. It's even buying dual-mode locos, at much higher cost and weight than is normal, because electrifying the Erie Lines is for wimps, or something. Really, the only lines that have any business staying diesel in 2050 are Harlem north of Southeast and Waterbury, both of which have approximately zero riders and not enough of a commute market to dense or densifiable CBDs (including even secondary ones like White Plains) to matter

4. Are there concrete funded plans, or wishlists similar to Amtrak's 25 kV wishlists from the 1970s and 80s?

5. TOD is hit or miss. Stamford has some plans, which the local commuters are up at arms about because they think they're entitled to a parking garage right at the station. Hicksville doesn't have any that I know of - instead it recently rebuilt the garage for about $25,000 per spot, which is about as much as the per-rider cost of Second Avenue Subway. Ronkonkoma doesn't have any, either. The LIRR generally lags, what with the one-way rush-hour operation (which is not required by current traffic, as long as one is willing to give up express trains). But Mineola, which is somewhat better, manages to get a couple hundred more eastbound am disembarkings than Hicksville.

6. Conductors are not necessary for anything except makework. Somehow, the French, the Germans, the Swiss, the Dutch, and every light rail and BRT system in the US manage to do with POP, and the safety record is generally better than on US mainline rail (thanks, Metra). Even Caltrain and Metrolink do POP, but they retain conductors because That's How We've Always Done It. At the staffing levels appropriate for a country with first-world wages, the correct number of employees per train is 1, and 0 for a closed rapid transit system.

7. LIRR trains are stabled in Manhattan west of Penn Station, and NJT trains at Sunnyside Yard, for the midday off-peak. ARC Alt G actually included a Manhattan yard expansion, never mind that it was going to connect Penn Station with Grand Central, which is basically a railyard with a train station annex.

8. Sure, but not every rail expansion is needed. For example, the Northwest Rail Link just splits frequency with more useful lines in the inner parts, and serves lightly populated regions farther out. Not every rail line needs to host commuter rail - you want to make sure the lines have reasonable enough frequency. For example, one of my commenters, Anon256, is already complaining that I'm proposing 5 branches going into an Erie tunnel to Lower Manhattan (Northern, West Shore, Pascack Valley, Bergen County, main), which would cut frequency to those lines to avoid saturating the tunnel.
The GWB shed could be taped by creating a Northern Branch Light Rail , West Shore line , Bergen - Passaic LRT , Old Piermont Branch , and Northwest link which are where most of the commuters who use the GWB come from. What's wrong with Secaucus JCT , if you want to get rid of conductors then you'll need fare gates for high volume stations and its not that complex. The MOM Network is expected to service at least 90,000 to 120,000 daily riders most driving to North Jersey Coast line or taking the bus which is overloaded down there. The West Trenton line would connect up with a proposed Light Rail Extension and fill a void in that part of the state which is also growing. Theres a Bi-directional Commuter pull on that line , many simply drive to Princeton , Jersey Ave or Hamilton to go to NYC and the Trenton commuters don't even bother taking transit.


1. As far as I know its in the talking phases , of course that means on the NY side its a decade away. NJ I wouldn't know we were supposed to have it by now , but they went with a stupid google wallet which people hate.

2. No thats on the trunks , they've started removing signals from the Morristown line , Coast line due having installing PTC....which makes Rail Photography harder....

3. After the 45s , I think they'll stop. They have plans on buying EMUS and DMUS to replace branch line services.... But your right there too lazy to Electrify everything even though it be cheaper in the long run. It was estimated at 1.3 Billion for NJT and MNRR west of the Hudson back in 2000. The 45s cost 540 Million.... The Waterbury Branch is the only line I can see being Electric by 2050 , even the Northern Harlem line will have enough service to justify Electrification due to a few large scale TOD projects.

4 , As far as I know , the New Haven line will be brought 25kv once the upgrades are done which will be 2020. The Hell Gate around the same time , then the Gateway Project , and down to New Brunswick by 2025 which means from New Haven to Morrisville by 2025 or Boston to Morrisville.

5. , Stamford wouldn't be whining and bitching if they would just built the streetcar network , which would reduce the need for the garage which is moving and not being eliminated but its Connecticut and thats enough to cause an uproar. Hicksville has a TOD Plan , so do a few towns on Long Island. Stamford , Bridgeport , New Haven , West Haven and Norwalk have plans for TOD.... Most towns have a plan in New Jersey.

Last edited by Nexis4Jersey; Jan 13, 2015 at 4:55 AM.
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