The River Line (styled as River LINE ) is a rail diesel tram rail system in southern New Jersey, United States, which links the towns of Camden and Trenton, New Jersey Capital. It is operated for New Jersey Transit by Southern New Jersey Rail Group (SNJRG), which initially includes Bechtel Group and Bombardier. Now the project is in operational stage, Bombardier is the only member of SNJRG. The River Line is so named because the path between the two towns runs more or less parallel to the Delaware River.
The River Line stops at PATCO Speedline (Walter Rand Transportation Center) Broadway Station and Transit Pennsauken Transit Center of Atlantic City Line NJ, allowing passengers to move to and from this connection to Philadelphia, Pennsylvania.
Video River Line (NJ Transit)
Ridership
The River Line currently exceeds the final passenger estimates of 5,500 passengers per day, averaging 9,014 working days, 5,922 Saturdays, and 4,708 average weekly passenger travels by the end of fiscal 2014. During this time, there were 2,869,707 passenger trips that is not connected.
Maps River Line (NJ Transit)
History
Alignment
The River Line was built in what was originally part of Camden-Bordentown and Bordentown-Trenton Branch of the Camden & amp; Amboy Railroad (C & amp; A). The lines are under C & amp; A name between 1830 and 1871, when the line was absorbed into the Pennsylvania Railroad. Ownership continued under Penn Central (1968) and Conrail (1976) until June 1, 1999, but the original passenger service was abandoned in 1963.
Planning
The path to the NJ Transit River Path stretches for at least three decades and more than some planning agencies. The precursor for planning for the NJ Transit River Path is the 1960 Delaware River Port Authority plan for quick transit train services to Moorestown/Mount Holly, Lindenwold, and Woodbury Heights/Glassboro, using three existing rail corridors. This plan is considered too expensive. DRPA chose to focus its resources on the most promising corridor, the Philadelphia-Lindenwold route. Construction on the High Speed ​​PATCO Line Lindenwold began in 1966 and completed in 1969, reusing the 1936 Philadelphia-Camden Bridge Line subway and building a line separated by classes within the Atlantic City Track. The original initial DRPA proposal did not include alignment into the River Path corridor, but was planned to serve Burlington County through Mount Holly alignment.
NJ Transit Planning for Burlington-Gloucester Transit System began in the early 1990s.
The main objectives of BGTS are:
- Connect the South Jersey community to Philadelphia
- Provides tram service to downtown Camden
- Provide regional rail transit services to Burlington and County Gloucester
A Major Investment Study (MIS) published in 1996 concluded that the Gloucester route was more suited than the Burlington route based on travel demand and citizen support. The study included large public participation: fourteen open houses, three advisory committees, and other public outreach. The process found substantial environmental opposition to Mount Holly's alignment through Burlington County: the county's freedom holder openly opposed that possibility. The opposition is very strong in Moorestown Township, partly because of the potentially tricky part of the road. Meanwhile, Gloucester County leaders are very ambivalent towards the project.
Not satisfied with this analysis, Senator C. William Haines introduced a law at the New Jersey State Senate which required NJ Transit to study tramway services along the Delaware River between Trenton, Camden, and Glassboro. Haines, originally from Moorestown, sought the benefit of the train for Burlington County without interruption to his hometown.
Two special studies were commissioned to complement the alternatives identified in the MIS. The second of this particular study examines Bordentown Secondary, another Conrail corridor through Burlington County, the current River Line alignment. Local bus NJ The parallel transit on Route 130 USA is highly protected, and the corridor is ripe for economic development. Since the original intent of Mount Holly's service was to provide transit to the Burlington County people, his belief was that a new alignment would accomplish the same goal.
Although the MIS focuses on providing connectivity from the South Jersey district to PATCO services via a transfer point in Camden, an equally important goal is to provide an economic boost to trigger redevelopment of the Camden rim and serve the city itself.
In November 1996, NJ Transit's board of directors approved the alignment of light rails from Glassboro to Trenton by diesel light-duty rail car based on findings from Special Studies. The overall alignment is the Southern New Jersey Light Rail Transit Study project. The Council also established the Initial Operating Corridor (IOC) as the Trenton-Camden corridor. The draft environmental impact statement (DEIS) was completed in 1998, and the contract with SNJRG was completed in 1999, allowing the system to be open to the public on March 14, 2004.
Most of the political urges that led to the funding and construction of the River Line were, according to Philadelphia Inquirer , State Senator C. William Haines. He is actually the father of the River Line. The entire line is 100 percent funded by the State of New Jersey from its Transport Trust Fund. No federal capital is spent on this light diesel rail project. Former NJ Transit executive director George Warrington has described River Line as a "poster child for how not to plan and make decisions about transit investments."
Pennsauken Transit Center
The lack of direct transfers between the River Line and NJ Transit's Atlantic City Line, which crosses directly above the River Line at Pennsauken, was heavily criticized at the opening of the River Line. NJT is then reconsidered; March 2009, NJT announces that an intermodal station connecting the River Lines and the Atlantic City Lane will be built at Pennsauken. The new intermodal station will include one low-level platform for the River Line train, two high-level platforms for Atlantic City Line commuter trains, and 280 parking spaces. The ground breaking ceremony was held for Pennsauken Transit Center on October 19, 2009. The second and final stage of construction was approved by NJ Transit Board of Directors on July 13, 2011. NJ Transit opened the station to passenger service on October 14, 2013.
Ownership and time-sharing agreements
Except at each end of the line, the River Line is the Secondary Bordendown Conrail until June 1, 1999, when NJ Transit bought it for $ 67.5 million. NJ Transit has exclusive access to light rail passenger services on the line from 05.30 to 22:10 Sunday through Friday, and throughout Saturday night and Sunday morning. Conrail has exclusive access to delivery of goods at other times. Any agency may request to use the channel at an abnormal time in the event of a special event or special emergency.
Within a year after the River Line launch, the Federal Railroad Administration (FRA) granted permission to adjust the time sharing agreement (more technically, "temporary separation"). NJ Transit and Conrail agreed to divide the line into two segments, from Camden to Bordentown (south), and from Bordentown to Trenton (north). In the north, the passenger period starts at 5:45 am instead of 6 am. Initially, this new period allowed NJ Transit to deadhead equipment from Trenton to Bordentown and Florence at 5:45 am, to form 6:08 am and 6:23 was the northern departure. This morning train provides previous connections at Trenton for NJ Transit North NJ Corridor services to Newark and New York City from before.
Service enhancements and reductions
NJ Transit has made several service improvements within the constraints of the timesharing agreement, with the construction of a mid-line page in 2005 to allow the arrival of Burlington later in the evening, and early departures after 06:00 However, most changes are recorded to facilitate late night service (after at 10 pm on a night other than Saturday) has been reversed, as noted. Since the River Line opened, NJ Transit has made improvements to the services listed below (some of which were later reversed):
- Introduced a 15 minute peak service in June 2004
- Enhanced Capital Connection bus service at Trenton to provide better connections for state workers with River Line trains in June 2004
- Launching a new early morning service to Trenton from Florence and Roebling in September 2004, allowing customers to make prior connections to the Northeast Corridor train
- Launches a new start service from Cinnaminson to Camden in January 2005
- Launched a late-night bus shuttle service between Station 36th Street in Pennsauken to Route 73/Pennsauken in 2006. It is no longer in operation in 2010, although the 419 bus route serves both locations.
- Added morning trips from Burlington South and Burlington Towne Center stations in September 2006 to create additional Northeast Corridors and PATCO connections
- Added hours later, 9:28 pm Trenton's departure in September 2006 on weekdays (9:30 pm on Sundays) as far as South Burlington Station.
- Added late night service, seven days a week from Camden to Pennsauken, with the last train leaving Entertainment Center Station at 12:00 in the morning. This option was discontinued in 2010, although the bus route 419 serves stations between the Walter Rand and Pennsauken/Route 73 Transportation Centers as well as several other stations as far north of Riverside. The last train from Camden left Transport Walter Rand at 9:38 pm. and arrive at Pennsauken/Route 73 at 9:47 pm Some late night services run, on Saturdays, and, on unusual occasions, for a special occasion at Camden Waterfront or at the Camden Entertainment Center.
- Added early morning and weekday trains, including a limited stagecoach train leaving at 5:53 am from Walter Rand Transportation Center and arriving in Trenton at 6:42 am (normal walk takes 58 minutes, compared to 49 minute for limited stops), allowing sufficient time for commuter transfers to the New York City 6:50 express train carriage.
No late night service in the north except on Saturday due to budget cuts; the last northern railway left the Walter Rand Transportation Center at 9:38. Sunday through Friday and only runs as far as the Pennsauken/Route 73 station. The only option to reach several stations north of Walter Rand Transportation Center from Camden on these nights is a Route 419 bus that stops at every station as far north as Riverside while the Atlantic City Train from Philadelphia and Lindenwold connects with the River Line at Pennsauken Transit Station.
Late Termination
At this time, all services on the channel must stop after 10pm. except on Saturdays and limited evenings when there is a concert at the Entertainment Center at the southern end of the line or other special events. Two stations in Camden are double tracked where the last southern railway stops right after 10 pm. is the only exception. The decline of this service occurred in 2010 to save money.
Information about alternatives is limited to returning to several stations after the River Line stops operating every night available here.
Operation and signaling
Most of the project length, except for the road section that runs at the end of Camden, is shared between DMU's non-FRA compliant light rail and heavy freight trains. The 34-mile shared song segment contains a mixture of single and double track sections.
The River Line was originally designed for commingled operations (ie, where freight trains and light rail can operate on the same line controlled only by the signal system) to provide maximum flexibility for both transport and transit operators. The line, rebuilt under a design-build-operate-maintenance (DBOM) contract, displays the main railway signal signal with full centralized traffic control (CTC). River Line operational personnel use a modified version of the NORAC Rule, a set of standard operating rules for trains used by major railroads operating in Northeastern US, including Amtrak and Conrail.
The signal set for stopping for light rail diesel cars is positively enforced through Intermittent Inductive Automatic Train Stop. The system is similar (but not identical) to the German Indusi system, where aspects of the signal are transmitted to the moving train from the roadside device. An inductive carriage stop device is placed by a rail that runs before an absolute signal. The railway emergency brake is automatically involved if the stop signal stops and interlocking is designed with sufficient overlap to keep the train fully stopped before any conflicts with other traffic.
Payments and tickets
The River Line operates on evidence payment systems, as is typical of most light rail systems throughout the United States. Passengers can purchase tickets at ticket vending machines (TVMs) in all stations. The Newark City Subway Line and the Hudson-Bergen Light Rail unused can be used after validation at the River Line station. In 2004, riders' tariffs cover only 7% of the cost (excluding debt service).
Rolling stock
Armada River Line consists of 20 Swiss-made axles, Stadler GTW 2/6 DMU (diesel multiple units). The River Line is the first light rail system in the United States to use this rather than the more common electric vehicle.
Station
All stations and rolling stocks were built after 1990 and fully ADA-compliant.
Upcoming services, stations and extensions
New Jersey Transit has proposed several possible expansions and stations to the River Line, either as part of a deferred initial development plan, or as a potential future project.
Glassboro-Camden Path
The Glassboro-Camden Line is a proposed 18-mile (28.97 km) diesel light (DMU) rail system. At its northern end of Camden will meet River Line, with its infrastructure and vehicles compatible, ending at the Walter Rand Transportation Center. The plan is part of a larger expansion of public transport in South Jersey that will include bus rapid transit along Route 42 and Route 55, improvements to the Atlantic City Railway, and an enhanced connection to Atlantic City International Airport.
New Jersey State House extensions
The New Jersey State House is located about 1.3 miles northwest of the River Line north terminal at the Trenton Transit Center. While the line is being built, NJT is studying an extension that will bridge this gap through sharing roads in city streets. Such an extension will provide services directly to the workplace of state employees and other workers in downtown Trenton. Although the project is supported by Trenton City officials, NJT does not choose to extend over-budget development efforts, but operates a branded "Capitol Connection" bus service, requiring River Line drivers to move to the Trenton Transit Center.
West Trenton Extension
The proposed third extension will take the River Lines outside State House via Trenton, to West Trenton station in Ewing Township, New Jersey, connecting with West Trenton Line SEPTA service to Philadelphia City Center via Bucks and Montgomery County. NJ Transit enrolled this extension on the wish map of Transit 2020, but has not taken any further action.
Additional double-track services
Most of the River Lines use a single track. In some places, there is no space for double track services without narrowing or removing paths, such as Burlington (where roads flank one lane on either side), Palmyra and Bordentown. Fixing the headway from the current peak level of 15 minutes will require either building an additional siding or removing one lane of traffic on certain local streets.
See also
- Hudson-Bergen Light Rail
- Newark Light Rail
- Light rails in the United States
- List of tram and light rail transport systems
References
External links
- NJ Transit - Light Rail schedule
- River Line and Proposals in Google Maps
- Bordentown Secondary mileposts
- STB - Exclusion Exemption FD-33786
- NJTransit.com: Capital Improvement Project: River Path
Source of the article : Wikipedia
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