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16,156 Posts
Discussion Starter #83
Does anyone have information on the BRT system in New Jersey?
We don't have BRT , all we have are BRT lite lines which means small stretches of reversed lanes or shoulders and painted buses.

18,563 Posts

New Jersey Transit Looks to Hire Undercover Investigators

While it is not clear what specific actions these undercover investigators are expected to take, a legal notice mentioned that their work will include “conducting undercover investigative and service quality operations.” These operations would range from protecting the agency’s revenues and watching the performance of its staffers to looking into service conditions.


This is not the first time that NJT has looked to hire undercover investigators. Back in 2011, the agency awarded a contract worth over $900,000 to Union Township-based Summit Security Services, Inc. for what was simply described as “undercover investigation services.” On NJT’s website, it is mentioned that the agency conducts “random undercover quality checks” in order to watch the behavior of their employees and “correct deficiencies.”

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Princeton's "Dinky" train service to Princeton University from Princeton Junction is still out of service, taken down in October to use the train on other lines and focus on PTC implementation. It is not expected to resume until December 31st!

The Atlantic City Line was suspended for similar reasons in September and now NJT claims they are 88% complete with PTC implementation. They were only at 12% in January

16,156 Posts
Discussion Starter #88

By Kevin Canessa | Journalist & Webmaster on 6 March 2019

In the not too distant future, the Stuyvesant Avenue NJ Transit Train Station in Lyndhurst is going to look a lot different — and nicer — thanks to the hard work of Mayor Robert Giangeruso, the Township Commission and NJ Transit.

The Mayor and Commission recently authorized NJ Transit to move ahead with a $22 million capital improvement to the station.

“The new station will replace the current antiquated Lyndhurst Train Station on Stuyvesant and Court avenues,” Giangeruso said. “The new station will not only help to improve ridership, but will also provide handicapped access to passengers — something the township has been lacking.
Read more here

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^^^That is a beautiful station design. Hopefully it will survive the Value Engineering!

16,156 Posts
Discussion Starter #90
^^^That is a beautiful station design. Hopefully it will survive the Value Engineering!
Looks like its just a High Level Platform expansion and canopy replacement of the existing station. I know there in talks to do something similar to the nearby Kingsland Station which needs renovations.

16,156 Posts
Discussion Starter #91
My Transit Vision for Central Jersey

Here is my proposal for Central Jersey which I consider anything between Interstate 78 and just South of Interstate 195 down to Forked River area of the Jersey Shore. I’m no stranger to the Railway network in this region have ridden just about every Regional line with exception of 3 and only a handful of subway lines left. I’m also no fan of the current state of New Jersey Transit and Future plans for the next 20 years which I feel are inappropriate for the population and ridership growth. I also don’t like the emphasis that everything having to go to NYC. Newark-Elizabeth-Linden-New Brunswick Corridor contains a little over 600,000 jobs and has been neglected over the decades resulting in severe congestion along certain thoroughfares. I’ll post the North Jersey Post in Late September or early October. And then the Through running Regional Proposal I have early Next year.

Upgrades/general ideas for New Jersey Transit / PATH (Central Jersey)
  • Replace the Diesel trainsets with Lighter DMUs on the remaining Diesel sections
  • Electrify the Raritan Valley Line , Future MOM Network and West Trenton Lines
  • Upgrade the remaining stations to High Level Platforms to reduce dwell times
  • Use High Capacity Single level EMUs with 3 or 4 doors per car on the NEC ,MOM Network and Raritan Valley
  • Use Lighter Double Decker EMUs for Express service on the NEC and Coast Lines
  • Purchase [DMU-EMU Hybrids] to bridge the gap on the remaining low ridership diesel segments
  • Add Infill Stations along the Northeast Corridor at North Brunswick & Monmouth JCT (connections to proposed NJT MOM Freehold Line)
  • Add Infill Stations along the Raritan Valley Line at Garden State Parkway Park & Ride - Cranford (Connections to Proposed PATH Extension , Newark-Elizabeth LRT & Tri-Boro Regional Rail Link)
  • Utilize all Station space to and leasable land to generate addition revenue
  • Convert the PATH into an Automated Metro with Platform Screen doors
  • Replace the existing PATH trains with open gangway trainsets
  • Build a 9 mile long Bus Rapid Transitway along US 22 from Mountainside to EWR Station with additional service to Midtown Elizabeth & Downtown Newark using Bus lanes and adding Pedestrian safety enhancements
  • Build a 11 Mile long Bus Rapid Transitway along Route 27 from North Brunswick to Metropark with some dedicated lanes , signal priority and curbside stations

Links to my Philly & South Jersey Posts

The Map

Click the links below to scroll through them (Not in chronological order)

Subway/Metro/Urban Light rail Expansions
  • Cranford PATH Extension : 9 miles , Underground , At Grade , Elevated , 6 stations (2 Converted from Suburban rail : Roselle Park & Union , 4 New Stations , 3 Transit Hubs : Cranford at Garden State Parkway , Newark Airport Station & Newark Penn)
  • Newark-Elizabeth-Cranford Urban LRT : 16 miles , Underground , Elevated , 15 Stations , 15 New Stations , (4 Transit Hubs : Cranford at Garden State Parkway , Midtown Elizabeth , Newark Airport Station & Newark Penn Station
  • Newark-Midtown Elizabeth LRT : 7 miles , Underground , At Grade dedicated traffic separated lanes , 10 Stations , (2 Transit hubs : Newark Penn & Midtown Elizabeth)
  • MTA North Shore LRT : 10 miles , At Grade dedicated traffic separated lanes , Lightly used/abandoned Freight ROW , 13 Stations , (2 Transit Hubs : Midtown Elizabeth & St. George Ferry Terminal)
  • New Brunswick LRT : 20 miles , At Grade Dedicated traffic separated lanes , reusing abandoned Freight Rail lines , 19 Stations , (3 transit Hubs : Bound Brook , New Brunswick & South Amboy)
  • Princeton Light Rail , 5 miles , Converted Commuter Rail , mixed traffic operations , 9 Stations , 7 New Stations , 2 converted stations , (1 transit Hub : Princeton JCT)
  • West Trenton LRT Extension : 5 miles , Shared traffic lanes and reused abandoned Freight line , 7 Stations , 5 new stations , (2 transit hubs : West Trenton & Trenton Transit Center)

Regional / Suburban Rail - Top Speed : 80-125mph

Electric Division , powered by overhead Catenary at 25 kV 60 Hz AC using Medium and High Capacity EMUs
  • Northeast Corridor (NYP to Trenton)
  • North Jersey Coast Line (NYP/HOB to Long Branch)
  • Freehold Branch (New Line)
  • Ocean County Line (New Line)
  • Raritan Valley Line (NYP/HOB to Raritan)
  • West Trenton Line (New Line)
  • Bi directional Service Patterns
  • Northeast Corridor Line Local service to New York Penn & Trenton – 2x per hour
  • Northeast Corridor Line Limited Rush hour service , Trenton, Hamilton , Princeton JCT , North Brunswick express to EWR – 2x per hour between 6-8am & 5:30-8pm
  • Freehold Branch , NYP , Secaucus JCT , Newark , Rahway , Metropark , New Brunswick and all local stops to Farmingdale – 1x per hour
  • Ocean County Line (Red Bank to Forked River) , Express Service to Red Bank from Newark Penn , Local to Forked River – 1x per hr with additional rush hour service
  • North Jersey Coast Line Local Service to Long Branch – 2x per hour
  • North Jersey Coast Line limited rush hour service , NYP , Secaucus JCT , Newark Penn , EWR Express to → South Amboy , Aberdeen-Matawan → Long Branch – 1x per hour between 5-8am & 4:30-7:30pm
  • North Jersey Coast line South Amboy Service to Hoboken , all local stops – every 2hrs
  • Raritan Valley Line Local Service to Hoboken – 1x per hour
  • Raritan Valley Line local service to NYP – 1x per hour
  • Raritan Valley Line Express Service to NYP – 1x per 6-8am & 5-7pm , Making stops at Raritan , Bound Brook , Plainfield , Cranford , Newark Penn & NYP
  • West Trenton Line Local to Hoboken – 1x per hour with additional hourly service to NYP , Making RVL Stops at : Bound Brook , Plainfield , Cranford Park & Ride
  • West Trenton Line : Suburban Station to Hoboken , Local Center City Stops → Express to Jenkintown , then to West Trenton local stops to Plainfield , Express to Newark Penn and New York – 1x per hour peak hour only

Diesel Commuter Rail [DMU]

  • Raritan Valley Line to Allentown , Change over in Raritan
  • North Jersey Coast Line (LB to Bay Head)
  • Pine Barrens Express (Lakehurst to Ancora JCT)
  • Bi-Directional Service levels
  • Raritan Valley Line : Alpha Interstate 78 Park & Ride to NYP all local stops – 1x per hour
  • Lehigh Valley Service : Allentown to Newark Penn , express after Bound Brook to Cranford → Newark Penn – 1x per hour
  • Lehigh Valley Service : Allentown to NYP , express after Raritan to Cranford → Newark Penn , Secaucus and NYP – Every 2hrs
  • North Jersey Coast Line : Bay Head to Hoboken , Express after Red Bank to Rahway → Newark Penn & Hoboken – every 2hrs from April to October
  • North Jersey Coast Shuttle : Bay Head to Long Branch all local stops – Every 30mins during Peak season and hourly Late October to Mid April
  • Pine Barrens Express AC Service : NYP , Secaucus , Newark Penn Express to Red Bank → Ancora JCT → AC Airport & Atlantic City – 2x per day between Late March and Early November
  • Pine Barrens Express Cape May : Hoboken , Newark Penn → Metropark → New Brunswick → Freehold → Lakehurst → Ancora JCT → Cape May Courthouse all local stops to Cape May – 2x per day between April and Mid October

16,156 Posts
Discussion Starter #93
My LRT Transit Vision for North Jersey

Upgrades/general ideas for New Jersey Transit / PATH (North Jersey)

  • Utilize all Station space to and leasable land to generate addition revenue
  • Convert the PATH into an Automated Metro with Platform Screen doors

  • Purchase Super LRV’s like Combino Supra , Alstom Citadis Spirit to service the ever growing ridership on the NLR and HBLR
  • Replace the existing PATH trains with open gangway train sets similar to the Toronto Rocket or Montreal Metro Azur or Alstom Metropolis
  • Build a 14 mile long Bus Rapid Transitway along Route 4 from Paterson Bus/Train Center to Fort Lee/GWB Bus Terminal. Signal Priority along Broadway in Paterson , Dedicated Bus Lanes along Broadway in Fair Lawn with streetscaping and pedestrian upgrades , Median Bus Only Lanes with Stations from Paramus to Fort Lee
  • Build a 5 mile long Bus Rapid Transitway from Downtown Newark to Orange along Central Ave using dedicated bus lanes and signal priority
  • Build a 7 mile along Bus Rapid Transitway from Downtown Newark to South Orange along South Orange Ave with dedicated Bus lanes and Signal Priority

The Map

Financing the system and the expansions
I know this way of financing the system is very taboo but I can’t see anyway of funding a bulk of these projects without Congestion pricing. Seeing how most people in Jersey City , Newark and Hoboken commute using public transit another alt means like walking or biking I doubt this would be too controversial as it goes to funding transit. The Congestion zone in Newark would be encompass most of Downtown , University Heights and the Northern Ironbound section. To give people an Alt way of accessing Port Newark / Industrial side of the Ironbound I would build the much needed but shelved I-280 to East Ferry Interchange and Bridge which would also be tolled. The Congestion charge for Downtown Newark/The Ironbound/University Heights would be 10$ during rush hour and 5 off peak , free on Weekends and select holidays. Local deliveries would be exempt from the congestion charge off peak.

For Jersey City the Congestion Charge would apply to areas East of I-78 , or Downtown JC , and the Southern portion of Hoboken which is heavily congested. I would charge 10-15$ for to enter the congestion zone during peak hour and 5$ off peak with weekends being free but Gridlock Holidays would be charge ie Thanksgiving to New Years Day. Local Deliveries would be exempt for off peak deliveries.

An Alternative to a congestion charge in Jersey City / Hoboken is to create a development-transit tax zone that would radiate a half mile out from each station and apply to any large scale development new or old. With large scale developments like the “Soho West or Liberty Harbor or Journal Squared” It would be like a property tax but the money would used for Upgrading , expanding and operating Transit in Hudson County but even with that I still feel like congestion pricing would bring in more and reduce the congestion.

Addition funding could come from Reusing abandoned or off limits space like the Upper Level at Hoboken Terminal or the car storage under the Southern part of Newark. Transforming some of the unused space under the Viaducts in the Oranges into Retail space and leasing out ever available train station space for retail or entertainment space. Newer Stations should be built with retail space to be leased out and chains should be banned for bidding on those spaces.

Subway/Metro/Urban Light rail Expansions

Newark LRT Division
Newark Rapid Express (Newark LRT)

Current System Size : 6.2 mi
Current Daily Ridership : 25,700 (2019)
Stations : 17
Proposed System : 55.6 miles

Proposed Services :
  • Main Street - West Orange to Hoboken Terminal : 5min peak / 10 offpeak
  • Main Street - West Orange to Forest Hills JCT : 8 min all day
  • Caldwell University to Newark Penn : 5min peak / 10 offpeak
  • Lackawanna Transit Center (Montclair) to Newark Airport : 15min all day
  • Great Falls to Newatk Penn : 5min peak / 10min offpeak
  • Newark Penn to Hoboken Terminal : 5min peak / 15min off peak
  • North Broadway JCT to Midtown Elizabeth loop : 5min peak / 10min offpeak
  • Newark Airport to Newark Penn : 5min peak / 8min offpeak
  • Newark Penn to Cranford via Jersey Gardens / Midtown Elizabeth : 8 min all day
  • Newark Penn to Lyndhurst : 8 min peak / 15min offpeak

  • Grove Street – Main Street West Orange LRT : 4 miles , at grade , reusing abandoned freight line , with 6 new station , possible relocation of 1 existing station and (1 transit hub at Wateseeing Ave)
  • Newark Penn – Great Falls LRT : 12.1 miles , Underground , At grade , grade separated reusing lightly used / abandoned Freight line , with 19 Stations , 14 New Stations and 3 Transit Hubs (Newark Penn , Newark Broad , and North Broadway JCT)
  • Bloomfield Ave LRT : 8.53 mi , At grade traffic separated lanes most of the way with 18 Stations , 14 New Stations and 3 transit hubs (Newark Penn , Newark Broad and Lackawanna Transit Center)
  • Newark-Elizabeth-Cranford Urban LRT : 16 miles , Underground , Elevated , 15 Stations , 15 New Stations , (4 Transit Hubs : Cranford at Garden State Parkway , Midtown Elizabeth , Newark Airport Station & Newark Penn Station
  • Newark-Midtown Elizabeth LRT : 7 miles , Underground , At Grade dedicated traffic separated lanes , 10 Stations , (2 Transit hubs : Newark Penn & Midtown Elizabeth)
  • Newark Penn to West Side Jersey City LRT : 4.36 mi , Underground , Elevated , with 5 Stations , 4 new stations , (1 transit hub : Newark Penn)
  • Newark - Lyndhurst Streetcar : 6.73 mi , mixed with traffic given signal priority with stops every 10 blocks

New Jersey Gold Coast LRT Division
Hudson Bergen Light Rail
Current System Size : 17 mi
Current Daily Ridership : 53,400 (2019)
Stations : 24
Proposed System : 40 miles

Proposed Services :
  • Four Corners (Paterson) to Hoboken Terminal : 5mins peak / 20mins offpeak
  • Four Corners (Paterson) to State Street - Downtown Hackensack : 5mins peak / 10mins offpeak
  • Maywood to Hoboken Terminal : 5min / 10min offpeak
  • Englewood Hospital to Liberty State Park : 5min peak / 10min offpeak
  • North Bergen JCT to 8th Street : 5mins peak / 15mins off peak
  • Hoboken Terminal to 8th Street : 8mins all day
  • 9th & Congress to Newark Penn : 15mins all day
  • Newark Penn to Hoboken Terminal : 5min peak / 15min off peak

  • New Lines :
  • Northern Branch LRT : 9 mi , Elevated , reusing lightly used Freight lines , with 7 New Stations and 2 Transit Hubs at Englewood-Route 4 & North Bergen JCT (formerly Tonnelle Avenue)
  • Bergen-Passaic LRT : 14 miles , Street running , Elevated , dedicated tracks along lightly used Freight tracks with 16 New Stations and 5 Transit Hubs at Paterson Station for connection to the NJT Main Line / Northwest Service and Buses , Saddle Brook JCT for connections to NJT Bergen County line, State Street - Downtown Hackensack for NJT buses , Vince Lombardi Park & Ride for connections to the West Shore Line ,and North Bergen JCT
  • Newark Penn to West Side Jersey City LRT : 4.36 mi , Underground , Elevated , with 5 Stations , 4 new stations , (1 transit hub : Newark Penn)

Gold Coast Metro

Length : 35 miles
Power Source : 3rd Rail
Stations : 27
Car Length : 4 to 6 open gangway trainsets
Line Length : 18 miles in NJ , 12.8 miles in NY , 5 miles in NJ Ext
  • Phase 1 : Downtown North (Englewood Cliffs) to Union City JCT , Deep bore
  • Phase 2 : Union City JCT to journal Square , Deep bore
  • Phase 3 : Journal Square to 8th Street , Elevated from MCGinley Square
  • Phase 4 : 8th Street to Richmond Valley Interchange as West Shore Metro , elevated to Arden Heights then using Highway Median and SIRR
  • Phase 5 : Richmond Valley Interchange to South Amboy Station , deep bore

Transit Connections :
  • Hudson Lights for C Train to Manhattan
  • Union City JCT for Hudson Bergen Light Rail & Buses
  • Journal Square for PATH Trains , L train to Manhattan and Buses
  • Bergen-Lafayette for Hudson Bergen Light Rail to Newark and DT JC and buses
  • 8th Street for Hudson Bergen Light Rail and buses
  • Richmond Valley Interchange for Staten Island Railway and buses
  • South Amboy for Suburban Rail , New Brunswick LRT and buses

16,156 Posts
Discussion Starter #94
My backlog of New Jersey Transit Photos

Westwood Station in the Early Morning hours

Secaucus Junction in the Morning hours

Trenton Transit Center in the early evening hours



Newark Penn Station


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NJ Transit released their 5 year capital plan and 10 year vision including:
  • New bus garages to accommodate 45-foot and 60-foot bendy buses and replace the 40-foot buses, 600 new buses by 2023
  • Elevated platforms and tracks at Hoboken Station as post-Sandy improvements
  • HBLR extensions to West Side and to Englewood
  • Bike lane improvements at Madison, Red Bank,
    Rutherford, Summit, Woodbridge and Irvington stations
  • 100% Zero-emissions buses by 2032 and 100% clean energy by 2050
  • Re-align numerous bus routes, starting with the Newark area
  • Bring 15-minute or less service frequencies to 40% of NJ residents by 2030 (currently 27%)
  • Off-board ticketing to allow for all-door bus boarding
  • $7,600,000 in new lighting and furniture and NY Penn Station
  • 17 locomotives and 113 bi-level railcars (58 are self-propelled) by 2023
  • Take a leadership role for both the trans-Hudson rail tunnel project and new ferries to a West Side Ferry Terminal
  • Build the "Hunter Flyover" south of Newark Penn Station (close to I-78) to allow for Raritan Valley Line trains to go directly to the Eastbound Northeast Corridor line instead of crossing 4 tracks at grade, and allow for increased service on that line. This is $257 Million according to the project page with nothing budgeted for 2020 yet. Hunter Flyover | Northeast Corridor Commission

403 Posts
NJT to purchase 8 more Bombardier ALP-45DP units to replace the old P42AC units.

Environmentally-Friendly Locomotives Will Help Improve Rail On-Time Performance and Provide Flexibility

July 15, 2020
– The NJ TRANSIT Board of Directors today approved the purchase of eight additional ALP-45A dual-powered locomotives manufactured by Bombardier Transit Corporation for a cost of approximately $70.5 million. The new locomotives will allow NJ TRANSIT Rail Operations to retire some locomotives in the fleet to increase mechanical reliability, improve on-time performance, provide operational flexibility and promote a more sustainable planet for the future.

This new order for eight ALP-45A locomotives is in addition to the 17 approved at the December 2017 Board of Directors meeting, bringing the total number of new ALP-45A dual-powered locomotives approved in recent years to 25.

“This important purchase aligns squarely with our recently released 10-Year Strategic Plan and 5-Year Capital Plan. Improving service reliability and the customer experience are among the chief goals in both plans,” said NJ TRANSIT President & CEO Kevin Corbett. “These new locomotives are far more environmentally-friendly and will provide additional flexibility to operate on both electrified and non-electrified tracks. Additionally, these locomotives will reduce the average age of our fleet, which ultimately results in improved reliability and on-time performance, and reduces service interruptions for customers.”

These new dual-powered locomotives join hundreds of new rail cars and buses the agency has ordered since 2018 to modernize the fleet and replace older equipment, including the purchase of 17 additional dual-powered locomotives, 113 new multilevel rail cars, and, joining our fleet this year, 119 new cruiser buses and 110 new articulated buses.

The ALP-45A locomotives will replace some of the older PL-42AC series diesel locomotives in NJ TRANSIT’s fleet. The locomotives also feature upgraded diesel engines and an after-treatment system to meet the Environmental Protection Agency’s (EPA) Tier IV emissions requirements, further reducing the locomotive’s emissions when operating in diesel mode. By contrast, even if overhauled, the PL-42’s EMD 710 diesel engine cannot be upgraded to Tier IV.

Additionally, the ALP-45A’s can take advantage of operating in electric mode whenever overhead catenary is available, which is more cost-effective and environmentally-friendly than diesel operation.

Replacing a Tier I locomotive with a Tier IV locomotive can result in an estimated emissions reduction of 52.0 NOx tons annually which supports NJ TRANSIT’s goal of a reduced carbon footprint.

Other benefits of the ALP-45As are self-rescue capability by changing power modes, redundancy by having two engines instead of one, improved diagnostic capabilities and an upgraded pneumatic system. The ALP-45A locomotives are designed to operate push-pull passenger train service on both electrified and non-electrified lines at speeds of up to 125 mph in electric mode and up to 100 mph in diesel mode. The locomotives will meet the current EPA Tier IV requirements, reducing emissions compared to the locomotives to be replaced when operating in diesel mode, and producing no emissions when operating in electric mode. The ALP45As offer an increase in horsepower, acceleration and available head-end power over the locomotives they will be replacing.

In 2008, the Board of Directors approved a contract with Bombardier Transit Corporation for the purchase of 26 ALP-45 dual-powered locomotives, with an option to purchase up to 63 additional locomotives in the future. In July 2009, NJ TRANSIT purchased nine additional locomotives, increasing the total number of ALP45s at that time to 35. The first locomotive was delivered in December 2011. The introduction of the dual-powered ALP-45s in 2011 marked a first for this technology in the United States.

NJ TRANSIT expects delivery of the first ALP-45A locomotive from today’s order to be in the first quarter of 2022.
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