NJTransit to build new station in New Brunswick

 If you haven’t heard already, NJTransit has been working on a brand-new station located in North Brunswick. 

The new station, located along the “Jersey speedway” section of the Northeast Corridor in  North Brunswick which is just outside New Brunswick. Its goal is to add a new infill station between Princeton Junction and New Brunswick, to finally close that long stretch of gap that takes thirteen minutes to travel via rail and 30 to drive, just slightly. The goal is to reduce traffic on route 1, and hopefully, it will do so.

Rendering of the project.

The project is nearing the construction phase as it’s 60% designed as of yesterday and the projected cost is 30 million.

In addition to the brand-new station, New Jersey Transit also has a couple other plans in the area. 

Firstoff, they plan to build a balloon loop in the area to turn trains that originate from Jersey Avenue during rush hours. From my understanding of this, the goal of this is to allow trains to turn without tying up the NEC tracks that are at capacity during the morning rush hour.  

They are also, apparently building a "train haven" where trains could be stored if weather conditions hit the severe level.

Could More Dual Modes Be A Suitable Substitute For Electrification?

In today's post, I'm going to build on yesterday's post about the Crippling State of the LIRR's Diesel Fleet, by talking more about the future of the LIRR's current diesel fleet.

In the LIRR's most recent 20-year needs assessment (which will soon be getting a post of it's own), the LIRR didn't mention anything about electrification out to Port Jefferson or Patchogue, hinting this is not coming in the next 10 or so years. They did say that they'd analyze it in the 2025-2029 capital program, suggesting it's coming.

While it wasn't mentioned in the 20-year needs assessment, the LIRR once again, for like the third capital program, did mention possible future electrification of the Main Line to Yaphank, along with capacity improvements on the Port Jefferson and Montauk branches. It seams, at least for now, that given the order of up to 66 new locomotives, they're going down the dual-mode route. Even if they weren't to electrify the Main Line to Yaphank, 66 new locomotives would be more than enough equipment to cover service on the Port Jefferson Branch, Montauk Branch, Oyster Bay Branch, and Main Line east of Ronkonkoma. They may also have enough equipment to use it as a supplement to MUs on busy trains on other electrified lines, such as an 8-car MLV set covering a busy westbound Babylon Branch train in the morning, for example.

I believe the LIRR made the right choice with replacement of it's diesel fleet. They bought enough of them to provide a comfortable level of service, where they don't have to worry about not having enough equipment, something they constantly have to deal with now, and they have a little "wiggle room" to expand. I mean, look, it's better to have extra diesels around, which could be used to supplement electric trains during events, or provide emergency service during after major catastrophes (think Long Beach after Hurricane Sandy), then to have too few when electrification projects fall through. 

I'd much rather have a couple of extras lying around, which I guarantee you they can somehow find a way to use, and even if they can't they can always lease them. Some have voice concerns about ordering too many, and then it would "come back to bite them" if they do manage to finish any electrification projects during that timeframe. To me, this is very shortsighted as given the MTA's current track record of getting things done, they typically set a release date and it typically goes over that, sometimes by even a third or half. If they are planning to electrify, then they'll have 25 years before these new locomotives are due for replacement, to finish the job. 

At this point, I think the LIRR should focus on improving service with the current fleet they've got and is getting. While electrification has and probably always will be the ideal option, as it allows for the lowest operating costs, direct service to all terminals, I believe if they truly make the best possible use out of the diesel equipment they have, then they could provide a level of service comparable to the average electric line.  Look at Metro-North, for example, which provides hourly dual-mode service to/from Poughkeepsie (besides the last train of the night from Croton-Harmon.) Those trains are constantly the most popular in the entire system, and are even more travelled than the electric trains are. If the LIRR were to adopt a similar system, they could possibly be even more successful.

I believe the main reason diesel service is so unattractive is because of the gaps. Frequencies are generally fine right now, and if they were to electrify to Patchogue and Port Jefferson, or provide dual-mode service, then they could probably provide hourly service to Port Jefferson and service every 30 minutes to Patchogue. While I believe hourly service is enough for my home section of the Montauk Branch west of Patchogue, if they were to electrify, they'd probably have to provide 30 minutes as a compensation for taking land. Plus they love to spoil this area anyway, so if there gonna electrify, you might as well let them do it. It would bring a lot to my area to have half-hourly service to points west.

Dual-Mode Fever

The massive order of 66 locomotives is more than enough to provide a baseline of hourly service from Patchogue, Oyster Bay, and Port Jefferson direct into Penn Station during pretty much all hours of the day, along with even better peak service than what is provided today. I'd say the biggest improvements would be on the East End, where they could close some of the largest gaps in service and provide more peak options. Look at Metro-North, which, like I mentioned above, provides a baseline of hourly-service to/from Poughkeepsie; that could represent service levels of Port Jefferson and Patchogue. Meanwhile, Danbury would do a great job representing Speonk and Oyster Bay (with roughly bi-hourly to/from HPA), Waterbury would represent the North Fork (with mainly shuttles to Ronkonkoma, possibly with the added bonus of a thru-train every once in a while), and Wassiac would represent service levels on the South Fork. Not only does Metro-North have considerable success with it's dual-mode operations, but, NJTransit's dual-modes are also doing a pretty good job.

If they are so popular, you may be wondering why the LIRR doesn't provide more dual-mode service now. I mean they have the equipment for it, and the demand, don't they? Well, the main reason they limit it is because they really don't have enough equipment to do so, and now that they'll have more equipment, this issue will finally be resolved.

I think the LIRR's main goal with buying these locomotives is mainly not only to expand their diesel fleet, but also to buy time to stall on electrification. Like I mentioned earlier, electrification should be the ultimate reward for these communities, as it provides a level of service that can't be seen using dual-modes, period, if the LIRR does a "free trial" using the dual-modes for 10-15 years, people of the communities in diesel territory will begin to realize the benefits, and possibly be more open to electrification.

In conclusion, yes, if the LIRR actually steps up and decides to make use of the new dual-mode locomotives to provide much-wanted dual-mode service, then, I strongly believe dual-mode service could supplement electrification, at least for a little while. 

Included below is a poll. Considering it's going to be another 20-25 years or so before these new coming locomotives are replaced, I'd love to know your opinion on how far you think the LIRR will have electrified it's system by the time 2045 rolls around:

online polls

NJTransit just hours away from averting rail strike

As the possible rail strike looms only minutes away, NJTransit officials are urging customers to work from home and complete their travel by 11:59pm tonight.  As the New York Post describes it, “NJTransit is barreling towards a possible rail strike deadline Thursday night”. This rail strike, which would be one of the biggest in the US, causing problems for over 300,000 daily commuters.

‘It’s going to be ugly’

Photo: CNN

“We, the locomotive engineers of NJ Transit are only asking for a fair and competitive wage” said Thomas Haas, the general chairman of the union on Wednesday night. “We are now almost out of time to solve this problem before a work stoppage takes place. The last thing we want to see that (service) to be interrupted. But we’re at the end of our rope.”

Not only will these service disruptions affect daily commuters, but it will also effect those bound for the Shakira show at the Met Life stadium as NJTransit canceled all train service there in case of the shutdown. Therefore, like the roads going into Manhattan, roads will be even more crowded going there as well.

Photo: CNN

Those who are forced to now drive into Manhattan will still have to pay the pesky $9 congestion pricing toll, too.

If the strike does occur early Friday morning, that would result in a literal halt of all NJ Transit trains, resulting in a systemwide shutdown for rail. 

The union claims NJ Transit engineers earn an average salary of $113,000, which is one of the lowest annual salaries for railroad engineers in this part of the region, at least compared to what is made by Long Island Rail Road and Metro-North Railroad engineers, and that they’ll settle for a deal earning them 170,000, a pretty good increase, however, NJTRANSIT disputes this, claiming engineers make a low of $135,000, and some of the highest earners make more than $200,000. As far as hourly pay goes, LIRR engineers start at $49.92, meanwhile Metro-North engineers on $57.20 an hour. Meanwhile, their colleagues at NJTransit where an engineers hourly rate starts at $39.78.

The last time a strike occurred of anything close to this scale was back in 1983. In 1983, a 1-month strike occurred, and also in the 80s, SEPTA also was on strike for 108 days, and Metro-North for 42, and even the LIRR, the busiest of them, had a 11-day work stoppage.

As of this point, while only literally hours away from finding out whether or not service will be disrupted, NJ Transit sent out a “critical service advisory” stating that “Due to a potential rail stoppage, NJ Transit strongly advises all train customers to complete their travels and arrive at their final destination no later than 11:59 p.m on Thursday, May 15th.” Meaning that at exactly 12:01am, all NJTransit engineers will literally just “walk off the job.” 

As of 9:24pm, when I’m writing this, it still shows trains running after 12:01am, therefore, I don’t know whether or not they’ll publish a list of “last trains” till the last minute.

If there is a strike, which is quite likely at this point, NJ Transit will provide a couple of park-and-ride bus shuttles, which you can find more information about on their website. I believe they will also be providing more bus service too. PATH and Amtrak service will also run normal, and those could potentially be used as alternatives, as well. 

As of now, apparently they’re “optimistic”, but with only a couple of minutes left, I’m not too hopeful they’ll be able to scrounge up a deal. 

NJ Transit announced a holiday week of fares!

   NJ Transit is giving away an early holiday present: a full 7-day week free of fares!

    Gov. Phil Murphy wants to thank NJT riders for their patience after enduring yet another "summer of hell". A week of free rides from August 26th through September 2. Not only will this be on the trains, but this will also apply on Busses, Light Rail and any other form of transportation! Unfortunately though, if you already bought a monthly ticket, you'll only receive a 25% discount on there September Monthly Pass through the app, at ticket machines or ticket windows. 

 This gift is being called a "thank you" to the thousands of loyal NJT customers, for holding on through this not so great summer.

Gov. Murphy said this: "Understanding that our commuters have faced many disruptions this summer, we are providing a one week holiday for NJT riders". He also stated that the company is working diligently with Amtrak to find the root cause then solve these problems, and that he thanks the many "New Jerseyans" who rely on public transit to get around.

As I'm from New York, I rarely take New Jersey Transit but I think that this is a perfect solution for the moment. They might not be able to solve these problems as of right now, but I'm thankful that there at least using an innovative approach. It must have been very difficult to make this decision as their throwing tons of money away but I think this will hopefully be a very nice relief to NJT riders and hopefully end the summer on a slightly better note.

Reimbursement for NJ Commuters is on the Horizon!

    On Monday, New Jersey Transit announced that some relief would be on the way for commuters who depend on New Jersey's Commuter Rail, New Jersey Transit, through a plan that would compensate the riders that experienced long & hot delays this summer due to Amtrak issues. The last couple of months for New Jersey Transit have been pretty "hellish" as delayed Amtrak & NJT trains have caused long delays esspecially during rush hours causing stranded passengers and huge backups. These disrupctions have plagued NJ Transit trains, often times leaving people stranded in hot train stations. 

     Finally though, New Jersey Congressman Gotthemier is proposing a passenger bill-of-rights that would force Amtrak to reimburse commuters for their train tickets if there are unreasonable delays or cancellations. He claimed that Amtrak would be on the hook since they own the Northeast Corridor which is the NJ Transit Line with the most delays this summer. 

     Amtrak released a statement on this:

    

     "Amtrak is working hard to improve the reliability of the Northeast Corridor after nearly five decades of chronic underfunding by both the federal government and our commuter partners. We and NJ TRANSIT, like, Congressman Gottheimer, want on-time service that meet customer expectations and we are working diligently, together, to identify root causes and make improvements to the many old assets we rely on every day to support roughly 450 daily trains in New Jersey. Assertions that Amtrak infrastructure alone is the cause of the delays experienced this summer by Amtrak and NJ TRANSIT riders aren't supported by the facts, and we certainly don't take a "run to failure" approach, although funding constraints have long forced us to extend the use of aging assets rather than replace them. Now finally, the funding recently provided by the transformational Bipartisan Infrastructure Law, made possible in part by work of Congressman Gottheimer, has enabled Amtrak to begin to rectify this and launch the company's largest-ever capital investment program, which has more investment planned in New Jersey than any other state, reflecting the criticality of these tracks to whole the Northeast Corridor. While we deeply appreciate the $6 billion in supplemental federal funds to replace Amtrak's old assets and enhance accessibility on the NEC, most of these funds are committed already to other vital projects and are a downpayment on the tens of billions needed from Congress, and our commuter partners, in the future to modernize the Northeast Corridor from Washington DC to Boston over the coming decade. We, and our partners, are already actively working to maximize all the potential funding sources available under the BIL to improve service now and in the future. We look forward to discussing all the actions Amtrak, and our partner NJ TRANSIT, are taking today to improve the railroad with Rep. Gottheimer and getting his continued help to secure the funding required to improve the customer experience going forward." 

    

     While I'd agree that it's certainly not fully Amtrak's fault in any way, I do think they should take at least partial-responsibility for it since they own the corridor and some of there trains caused these delays for NJ Transit Commuters. Luckily, a lot of people are taking the next couple of weeks (selectivity) off for summer vacations, but hopefully coming back into the fall & winter monthes, The Northeast Corridor will hopefully have less issues due to it cooling down. I'm also hoping that next summer will be a lot better with this problem at least partly solved.