Jersey keeps its light-rail rolling

[JCMAN320]

Press Release from the PANYNJ; this is more evidence of why the PANYNJ should extend the PATH line 2 miles to EWR!

AIRTRAIN JFK, AIRTRAIN NEWARK MORE POPULAR THAN EVER IN 2006

Date: January 17, 2007
Press Release Number: 3-2007

AirTrain JFK’s paid ridership increased more than 15 percent in 2006 and AirTrain Newark’s paid ridership grew by more than 8 percent last year as both airport rail systems set annual passenger records.

Nearly 4 million paid riders used AirTrain JFK in 2006 to connect between John F. Kennedy International Airport’s passenger terminals and mass transit systems operated by New York City Transit and the Long Island Rail Road. AirTrain Newark, which links Newark Liberty International Airport to the Northeast Corridor Rail Line served by NJ Transit and Amtrak, handled nearly 1.6 million paid passengers in 2006. Both systems also serve tens of thousands of daily riders who use the rail systems for free to travel between passenger terminals and to connect to parking lots and rental car areas.

“AirTrain JFK and AirTrain Newark continue to gain riders every year as the ground transportation of choice for millions of people who use our nation’s premier domestic and international gateways in New York and New Jersey,” Port Authority Chairman Anthony R. Coscia said. “Thirteen percent of JFK’s passengers now use AirTrain’s free or paid service to access passenger terminals, while AirTrain Newark is the primary ground transportation for 10 percent of Newark’s passengers.”

Port Authority Executive Director Anthony E. Shorris said, “It’s our job to increase the popularity of these services even more in 2007. It just makes good sense. They’re fast, reliable, and provide a great benefit to the region by easing traffic and reducing emissions on roadways at and near the airports.”

With a record annual paid ridership in 2006 of 3,937,041 – a 15.4 percent increase over 3,411,762 paid passengers in 2005 – AirTrain JFK has now surpassed more than 10 million paid customers since it opened in late 2003. AirTrain Newark, which linked the existing airport monorail to mass transit in 2001, had a record 1,581,649 paid riders last year, up 8.5 percent from 1,457,704 paid passengers in 2005.

AirTrain JFK has helped support robust air passenger growth over the last several years at Kennedy Airport. In 2003, the airport served 31.7 million passengers. In 2004, that figure rose dramatically to 37.5 million, followed by another increase to 40.8 million in 2005. Kennedy Airport’s final passenger count for 2006 is expected to be about 42 million.

AirTrain Newark has done the same for Newark Airport. Passenger growth has climbed from 29.4 million in 2003, to 31.9 million in 2004, to 33 million in 2005. When the final numbers are in for 2006, Newark Airport is expected to set an all-time annual high with about 35.5 million passengers.

[JCMAN320]

NJ Transit study to determine light rail's impact along line

Thursday, February 22, 2007
By DORINE BETHEA
JOURNAL STAFF WRITER

It was only a hunch when plans began, but there is no doubt today that the Hudson-Bergen Light Rail is spurring the unprecedented economic development that is driving Hudson County's extraordinary renaissance, officials and experts say.

According to one transportation expert, building along the light rail line is proof that public transit is a powerful tool in shaping development. NJ Transit, which operates the line, has commissioned a study of the light rail, its effect on surrounding areas and its connectivity to nearby transit systems.

"We want to show New Jersey and the rest of the world what has happened and why the $2 billion that's been spent here is so well invested," said Martin E. Robins, senior fellow at the Alan M. Voorhees Transportation Center at Rutgers University.

The study's findings so far are "re-proving a theory that was in existence before the automobile age," Robins said.

"A lot of that occurred about 100 years ago," he added. "People have lost track. There was no experience in New Jersey."

The light rail system evolved through an innovative public-private partnership that has already received numerous national honors.

The light rail is a modern system of old streetcars and trolleys. It connects with PATH trains and NY Waterway's ferries. It makes it easy to get to and from locations. And that has translated into economic gains for local property owners.

Property values in Bayonne have gone up by more than 140 percent since the light rail system began, according to Joseph Ryan, the city's public information director.

"That's because it makes Bayonne a convenient community for people commuting to work and to school and other nearby communities in New Jersey and in New York," Ryan said.

Robins said the study is expected to be completed in April.

"If you don't document, people can say these are boondoggles," he said. "These kinds of systems promote a very positive lifestyle.

"It is very important for public investment," Robins said. "From a matter of public policy it is to show people that it really works."

[STT757]

Bring the Light Rail to Atlantic City!

Atlantic City International Airport-Atlantic City Convention Center/NJ Transit station-Board Walk Casinos-Marina Casinos.

[NIMBYkiller]

I say extend HBLR to Staten Island over the Bayonne like it was built for. Also, over to Newark via the abandonned ROW.

[JCMAN320]

There was an article about 8th St. station in Bayonne in the small bi-weekly publication. The 8th street station will be finished by 2009. Also it was revealed that NJ Transit is sending out bids to help finanice an extension west to the Meadowlands Sports Complex with a stop in Secaucus from the Tonelle Avenue stop in North Bergen. No date on when it will be started but it seems to be the second phase of the Meadowlands Rail Spur from the Pascack Valley Line with the light rail extension to that future Meadowlands stop being the second phase.

Also I was talking to Councilwoman Mary Spinello at a recent meeting on open space master plan and the developers of the Residences at Westside Station have been talking to NJ Transit about having the Westside line extend from Westside across the parking lot to 440. So we possibly a quater mile extension of the Westside line to Route 440.

So it looks like the Hudson Bergen lightrail in the near future will run from 8th St, in Bayonne all the way to a new Giants Stadium, Racetrack, Xanadu, and possibly to.....dare I say new Meadowlands Casinos; and the Westside line will go to 440. Can't Wait!!!!!!

Possible extensions I would love to see are: Westside line extended to Newark Penn through Kearny and Ironbound to connect to Newark Subway considering they are the same vehicles. Other extension is too use the 6th Street embankment from JC through the Bergen Arches to Secaucus Jnct with stops Downtown and one in the arches.

[JCMAN320]

Trolley pricetag jumps $15M

Monday, March 26, 2007
By RONALD LEIR
JOURNAL STAFF WRITER

The reality of Bayonne's Peninsula Railway is still a work in progress - as is finding the cash for it.

The Bayonne Local Redevelopment Authority remains committed to installing a streetcar system to service the Peninsula at Bayonne Harbor - the former Military Ocean Terminal now being converted to a mini-city - but the projected price tag has jumped from $35 to $50 million.

Experts are continuing to look at many other obstacles associated with the project, but BLRA transportation planner Sue Mack says that "the real issue here is financing.

The BLRA has asked Congress for a $50 million appropriation, with $5 million up front for continuing an engineering study.

In December, the BLRA voted to pay the Washington International Group, of New York, up to $235,000 through November to conduct engineering work.

While many questions, such as how the system will be operated, still need to be resolved, Mack said the planners have made these decisions:

Electric-powered streetcars would share the street with cars, much as the Hudson-Bergen Light Rail Transit System operates in downtown Jersey City;

The streetcar system would require no station platforms so that riders can board directly from curbside;

The streetcar route would run 2.4 miles, east-west, across the Peninsula, from approximately 34th Street and Route 440 to the so-called "Bayonne Pointe" development district, near the entrance to the Cape Liberty cruise port.

The experts still have to figure out a host of other issues, such as fares, who will run the system and how to avoid any disruption of underground or overhead utilities.

In addition, officials are considering whether it makes financial sense to renovate the trolley cars donated by Newark or buy new ones.

Mack and BLRA transit consultant Matt Stanton said that it could cost $1.5 to $1.6 million to recondition each of the old cars but it may be more efficient to buy new vintage-style cars, which run in the area of $1.9 million apiece.

Peninsula commuters would be afforded some type of transfer fare connection with the Light Rail station at 34th Street "so you could be at Exchange Place in Jersey City within 15 minutes or at downtown Manhattan within, perhaps, 20 minutes," Stanton said.

[NIMBYkiller]

I think a better idea for the Bergen Arches would be an NJT line to downtown

[STT757]

The best use for Bergen Arches would be to connect the Jersey City Waterfront with Secaucus Transfer Station via Light Rail through the Bergen Arches. There's no room on the crowded Jersey City waterfront for a rail yard for heavy NJ Transit trains, Light Rail would be able to run more frequently and serve the neighborhoods surrounding the arches.

NJ Transit Heavy rail has Hoboken, with it's restored ferry slips and PATH connection. Why would you build another NJ Transit heavy rail facility with all the infastructure needed to support such a facility about 1-2 miles from Hoboken Terminal?

[NIMBYkiller]

Not downtown Jersey City, I meant downtown Manhattan. There's been push for LIRR to downtown, why not NJT as well?

[STT757]

Not downtown Jersey City, I meant downtown Manhattan. There's been push for LIRR to downtown, why not NJT as well?

First of all the Bergen Arches Right of Way would have nothing to do with bringing NJ Transit trains to Lower Manhattan as the Arches are too close to the River, meaning you would have to start tunneling your grade down before you even reach the Arches from the West.

The Arches are useless to a theoretical NJ Transit-Lower Manhattan rail link because of the grades required to clear the Hudson River you would have to be below the Bergen Arches, so it does not matter what is there.

You could have Light Rail through the arches and still have NJ Transit trains serve Lower Manhattan, by the time they reach the Bergen Arches they would need to be well below ground.

As for the LIRR to Lower Manhattan there is a big time misconception folks have about this project, the Lower Manhattan rail link project will not provide a one seat ride to LIRR passengers to Lower Manhattan. They cannot co-operate the Auto-mated Airtrain and LIRR along the same tracks, there's three things that at this point cannot be overcome.

1.) FRA crash worthiness standards (Airtrain vs LIRR M7 for example)
2.) Propulsion, signaling etc..
3.) Union issues, LIRR manned vs Airtrain automated

The project scope involves the following.

1.) LIRR turns over operation and control of the Jamaica-Atlantic Ave branch to the Airtrain.
2.) Tunnel from Atlantic Avenue, under Downtown Brooklyn and the East River to Lower Manhattan
3.) Airtrain operates two routes and two services, commuter and airport express.

Commuter trains would be longer (10+ Airtrain vehicle trains) and they would operate Jamaica-Lower Manhattan making every stop in between, LIRR riders from the Suburbs heading to Lower Manhattan or Downtown Brooklyn would connect at Jamaica Station to the Commuter Airtrain.

Airport Express trains would be shorter (3 Airtrain Vehicles) and operate Lower Manhattan-Downtown Brooklyn-Jamaica-JFK Terminals.

The only folks with a one seat rider to Lower Manhattan will be airport travelers, LIRR commuters would switch at Jamaica for Airtrain to Downtown Brooklyn or Lower Manhattan.

Airport travelers would get an express one seat ride, LIRR commuters would get a set up very similar to the NJ Transit-PATH connection at Newark Penn Station. At Newark Penn Station NJ Transit commuters heading to Lower Manhattan or Jersey City transfer (sometimes right across the platform) from their NJ Transit train to the PATH.

LIRR commuters would make a similar connection at Jamaica for Airtrain to Downtown Brooklyn and Lower Manhattan.

This would mean no more LIRR on the Atlantic Avenue branch, all LIRR trains would serve either NY Penn or Grand Central Terminal.

[ASchwarz]

^
This post is completely off. Again you have misconstrued the LIRR extension to JFK and Lower Manhattan.

Under the plan the LIRR WILL continue service on the Atlantic Avenue line, but now service will be upgraded and will extend to JFK and Lower Manhattan.

The current Airtrain cars will NOT be used on the Atlantic Avenue line. The Airtrain tracks were built to handle commuter rail trains. The LIRR can run trains on the existing Airtrain tracks, along the existing Atlantic Avenue line, and then along a new segment to Manhattan. Stations are planned for Downtown Brooklyn-Metrotech, Water Street-T train connection and the WTC. This will be a huge improvement for both LIRR commuters, JFK passengers and MTA users in general.

[NIMBYkiller]

STT57, you are WAY off. First of all, the LIRR east river tunnels start diving underground at a point much closer to the East River than the Bergen Arches are to the Hudson. I don't know how much deeper the Hudson is, but given the fact that the Arches already put the line in a depression, I'm willing to bet it can be done. I assume your not an engineer and neither am I, so I won't say I'm right for sure, but just saying that they look too close and then ignoring the LIRR example is a mistake.

And once again, you're mistaken about my reference to LIRR to downtown. I am talking about LIRR, NOT Airtrain. Before the idiotic Airtrain to downtown idea was brought up, there was LIRR to downtown, which I think is a much better choice. I know all about the problems with the Airtrain project and I am 100% against it. LIRR absolutely can NOT afford to loose a single inch of the line to Flatbush Av. It will completely ruin LIRR's capacity and just bring LIRR back to the same place they were before ESA was started.

ASchwarz, you are confused as well. With the current equipment, it is physically impossible to do what you are saying. How can you say the Airtrain tracks were built for commuter rail services. Have you seen how tight the turns are on that system? No way your typical LIRR car can take those turns. Unless you can prove to me that the radii of those curves are greater than what they appear to be, I don't believe you. I haven't seen anything to suggest that any of what you said is right. While they haven't explicitly said that they're going to be kicking LIRR off the Atlantic, the plans seem to indicate that.

[STT757]

^
This post is completely off. Again you have misconstrued the LIRR extension to JFK and Lower Manhattan.

Under the plan the LIRR WILL continue service on the Atlantic Avenue line, but now service will be upgraded and will extend to JFK and Lower Manhattan.

The current Airtrain cars will NOT be used on the Atlantic Avenue line. The Airtrain tracks were built to handle commuter rail trains. The LIRR can run trains on the existing Airtrain tracks, along the existing Atlantic Avenue line, and then along a new segment to Manhattan. Stations are planned for Downtown Brooklyn-Metrotech, Water Street-T train connection and the WTC. This will be a huge improvement for both LIRR commuters, JFK passengers and MTA users in general.

Again the LIRR and Airtrain cannot operate over the same rails at the same time, the LIRR is not going to JFK. You will not see M7s shuttling passengers between Terminals, Car rental and long term lots.

The Airtrain will take over the Atlantic Avenue branch, the LIRR will not take over the Airtrain.

[Dynamicdezzy]

New (airtrain) Hybrid cars would be used to run on both sets of track. It has been reported (by who i don't know) that the LIRR service would be terminated but that has not been confirmed....none of it has for that matter. From what I've seen on the MTA site, there would be a new platform for Lower Manhattan service (Lirr) and there will be a connector from the airtrain terminal to the atlantic ave track. So this implies that both services will run simultaneously. And I agree that any NJ transit (heavy rail) terminating at hoboken should be routed to Lower manhattan (kinda like the lirr). The light rail shouldn't even be considered (to lower manhattan). It probably runs more efficient as it is with possible expansion to the meadows on one end and maybe SI on the other.

[STT757]

LIRR will no longer operate on the Atlantic Avenue branch, riders from the LIRR will transfer to the Airtrain for the trip to either the airport or Downtown Brooklyn and Lower Manhattan. The LIRR will not operate on the same tracks as Airtrain, the LIRR will not go to JFK, Downtown Brooklyn or Lower Manhattan. It will be all auotmated Airtrain.

Please Read this article.

http://www.downtownexpress.com/de_11...commuters.html

The rail link would establish a direct link from Lower Manhattan to Downtown Brooklyn and Jamaica, Queens by building a new tunnel beneath the East River. Riders could transfer at Jamaica for the Long Island Rail Road or continue on to J.F.K. airport. Travel time from Jamaica to Lower Manhattan would be cut by more than 10 minutes and from Lower Manhattan to J.F.K., travel time would be cut by 20 minutes officials insist.

Again the Airtrain and LIRR will not operate side by side because the Federal Government will not allow a light rail (which Airtrain is classified) with Heavy rail (LIRR) along the same ROW. Then there's the technology differences to over come, and finally the Union issues (Airtrain automated, LIRR manned with Union employees).

Business leaders hail the $6 billion plan because they say it will trigger development and attract new companies Downtown. But critics insist that because the trip from Long Island would not be a “single seat” ride or even a same platform transfer, it will not be. Instead, riders would have to climb stairs or escalators at the transfer points, creating a cumbersome commute.

“Long Islanders will have a worse ride than they have now,” said Gerard Bringmann, vice chairperson of the Long Island Rail Road Commuters Council, at a public comment session for the project held on Monday. The New York State Legislature created the council in 1981 to represent L.I.R.R. riders. “We seriously question how many Long Islanders can use this.”