Recent NJT train ride observations

<<2) The NJT NEC schedules aren't symetrical. On _average_, there
is a train every 30 minutes, but the departures are bunched, so
one train follows another by about 15-20 minutes, but then there's
a 45 minute wait until the next one. I'd rather they be spaced
evenly.>>

I think they might do this because Raritan Valley trains only run one an hour
on weekends and since those riders have the hardship of having to switch in
Newark, they want to give them more than one train to catch out of Penn. But
they all have to arrive in Newark in time to make a connection. If you spread
it out to a half hour, them people are waiting in Newark for a half hour. At
least on the NEC, there are more trains than just one per hour.

Maggie

SunnyMag8 wrote:


> I think they might do this because Raritan Valley trains only run one an hour
> on weekends and since those riders have the hardship of having to switch in
> Newark, they want to give them more than one train to catch out of Penn. But
> they all have to arrive in Newark in time to make a connection. If you spread
> it out to a half hour, them people are waiting in Newark for a half hour. At
> least on the NEC, there are more trains than just one per hour.
>
> Maggie
>

The official line dating from August of 2002 was that the service needed
to be fleeted to allow for single track operation between A and Bergen
on weekends to allow Amtrak to work on life safety issues in the North
River tunnels. That work was supposed to be done by now. I do not know
whether it is or when it will be. I was hoping to see half hourly
memory service patterns on the Trenton local when that was done, which
would allow the same service pattern on the Erie instead of having two
trains run 5 minutes apart, but perhaps I am just too sensible. Even
with that, there are the Coast Line trains that could be run ahead of
one of the Trenton locals to provide relief at Newark, Elizabeth,
Linden, and Rahway.

I wonder if it will eventually be necessary to run a shuttle service
between Secaucus Transfer and New York to provide adequate capacity there.

Michael Finfer
Bridgewater, NJ

Michael Finfer <finfer@> wrote


> I wonder if it will eventually be necessary to run a shuttle service
> between Secaucus Transfer and New York to provide adequate capacity there.

That's the $64k question.

The only real solution is more tunnels and more terminal space.
Perhaps after (if) they get some LIRR trains into Grand Central
via the 63rd tunnel, they'll have more space in Penn for NJT
trains. (Is it me, or the high numbered LIRR platforms wider
than the lowered number Amk/NJT platforms?)

I fear they're gonna shove too many trains through the tunnel
and once the least little thing goes wrong the ripple effect
of the backups will badly foul the railroad. There will be
no reserve time/space to make up lost time.

I don't think they'll have room to run a shuttle train.
But if they do, they should let that shuttle handle the
transfers at Newark and Secacus, and let some NEC/NJCL
trains run express right into Penn with the shuttle
right behind the express.

Anyway, we won't know about Secaucus until after PATH reopens
to WTC. I think NJT ought to wait a few weeks to how much
PATH recaptures before opening Secacus during day time.

Several downtown commuters told me that it was easier to
stay on the train into Penn and take the subway downtown
rather than get off the train in Newark and take PATH; this
was before 9/11.

Sadly, lower Manhattan physically lost a lot of office space
on 9/11, so many of those jobs moved uptown (or out of town).

BTW, a new tunnel will allow Raritan Valley trains to come
into mid town as well, and probably boost ridership on that
route.

Jeff nor Lisa wrote:


> I don't think they'll have room to run a shuttle train.
> But if they do, they should let that shuttle handle the
> transfers at Newark and Secacus, and let some NEC/NJCL
> trains run express right into Penn with the shuttle
> right behind the express.


There isn't during rush hours (which is one reason I'm worried about
capacity). Other times it should not be a problem. There was a time
before the Long Branch electrification when shuttles were run between
Newark and New York on weekends to keep Coast Line passengers off the
Trenton locals.



> Several downtown commuters told me that it was easier to
> stay on the train into Penn and take the subway downtown
> rather than get off the train in Newark and take PATH; this
> was before 9/11.


Perhaps, but PATH is much faster and less expensive.


>
> BTW, a new tunnel will allow Raritan Valley trains to come
> into mid town as well, and probably boost ridership on that
> route.
>
That would require electrification. Hopefully that will be in the cards

once the new tunnels move ahead.

Michael Finfer
Bridgewater, NJ