River Line (New Jersey Transit)

Infobox rail line
name = River Line

logo_width = 130


image_width = 250px
caption = A vehicle used on the River Line system.
type = Tram-train
system = New Jersey Transit
status =
locale = Delaware Valley
start = njt-sta|Trenton|type=river
end = njt-sta|Entertainment Center|type=river
stations = 20
routes =
ridership =
open = March 14, 2004
close =
owner = New Jersey Transit
operator = Southern New Jersey Rail Group
character =
stock = 20 Stadler GTW diesel multiple units
linelength = convert|34|mi|km [ [http://www.lightrailnow.org/news/n_nj002.htm Light Rail Now: Camden-Trenton: River Line Light Railway Gains Riders, Spurs Economic Development] ]
tracklength =
notrack =
gauge = RailGauge|sg
el =
speed =
elevation =

River Line (New Jersey Transit)-infobox|

The River Line (styled River LINE by NJ Transit and originally known as Southern New Jersey Light Rail Transit or SNJLRT) is a diesel light rail system in New Jersey, United States, that connects the cities of Camden and Trenton, New Jersey's capital. It is operated for New Jersey Transit by the Southern New Jersey Rail Group (SNJRG), which originally included Bechtel Group and Bombardier. Now that the project is in its operational phase, Bombardier is the only member of SNJRG. The River Line is so named because the path from those two cities runs more or less parallel to the Delaware River.

The River Line stops at the PATCO Speedline's Broadway Station (Walter Rand Transportation Center), allowing passengers to transfer to and from this connection to Philadelphia, Pennsylvania.

Ridership

The River Line is currently exceeding final ridership estimates of 5,500 passengers per day, with an average of 7,350 weekday, 5,550 Saturday, and 3,600 Sunday average passenger trips during FY 2006. As of the fourth quarter of 2007, the daily weekday ridership has grown to an average of 7900 trips. [ [http://www.njtransit.com/tm/tm_servlet.srv?hdnPageAction=PressReleaseTo&PRESS_RELEASE_ID=2386 NJ Transit Press Release, December 12,2007] ]

History

Alignment

The River Line is a modern passenger service on what originally was the Camden - Bordentown section and the Bordentown - Trenton Branch of the Camden and Amboy Railroad. The lines ran under the C&A name between 1830 and 1871, when the line was absorbed into the Pennsylvania Railroad. Ownership proceeded under Penn Central and Conrail, until June 1, 1999, but the original passenger service was abandoned in 1963. [Chen, David W. [http://query.nytimes.com/gst/fullpage.html?res=9C00E1D81639F93BA15757C0A960958260 " ROAD AND RAIL;Trolley Urged for a Limping Old Freight Line"] , "The New York Times", April 28, 1996. Accessed October 23, 2007. "In 1963, passenger service ended, and as factories moved to the outer-ring suburbs or closed (Roebling in 1974), freight service decreased to only a few times a day."]

Planning

The planning for NJ Transit's RiverLINE spanned at least three decades and over multiple planning agencies. Early planning for NJ Transit's River LINE began under the auspices of PATCO's 1960 plan for all-rail service to Moorestown/Mount Holly, Lindenwold, and Woodbury Heights/Glassboro, utilizing three existing railroad corridors. This plan was considered unrealistically expensive. PATCO elected to focus its resources on the most promising corridor, the Philadelphia-Lindenwold. The PATCO high-speed line was first to enter construction, completed in 1969, re-using parts of the 1926 Philadelphia-Camden Bridge Line subway, and constructing a grade-separated line within the Atlantic City Rail Line right-of-way. Interestingly, PATCO's initial proposal did not include the alignment that became the River LINE corridor, but planned to serve Burlington County via the Mount Holly alignment.

NJ Transit's Planning for the "Burlington-Gloucester Transit System" (later the RiverLINE) began in the early 1990s. In response to a major investment study (MIS) completed in 1995, the New Jersey State Senate enacted legislation requiring NJ Transit to study rail transit service between Trenton, Camden, and Glassboro. The primary goals of the BGTS were:
* Connecting South Jersey Communities to Philadelphia
* Providing streetcar service to Downtown Camden
* Providing Regional Rail Transit Service to Burlington and Gloucester Counties

Although the MIS focused on providing connectivity from South Jersey counties to PATCO service via a transfer point in Camden, an equally important goal was to provide the economic impetus to spark the redevelopment of the Camden waterfront and serving the city itself.

The 1995 MIS found that there was substantial neighborhood opposition to the Mount Holly Service, particularly in the Borough of Moorestown, partly because of a potential street-running section. Two special studies were commissioned to supplement the alternatives identified in the MIS. The second of these special studies examined the Bordentown Secondary, another Conrail corridor through Burlington County, the alignment of today’s RiverLINE. The parallel NJ Transit local bus on U.S. Route 130 was heavily patronized, and the corridor was ripe for economic development. Since the original intent of the Mount Holly service was to provide transit to the people of Burlington County, it was felt that the new alignment would achieve a similar objective.

In November 1996, NJ Transit's board of directors approved a light rail transit alignment from Glassboro to Trenton with diesel light rail transit cars based on the findings of the Special Study. The entire alignment constitutes the SNJLRTS project. The Board also established the Initial Operating Corridor (IOC) to be the Trenton-Camden Corridor. The draft environmental impact statement (DEIS) was completed in 1998, and the contract with SNJRG was finalized in 1999, permitting the system to open to the public in 2004.

Much of the political impetus that led to the funding and construction of the River LINE was, according to the Philadelphia Inquirer, State Senator C. William Haines. He was in effect the father of the River LINE. The entire line was 100% funded by the State of New Jersey from its Transportation Trust Fund. No federal capital was expended for this diesel light rail project.

Business Model

The management keeps an open dialogue and maintains good relationships with developersFact|date=July 2007 along the right-of-way. During its planning, "New Ridership Resulting from Transit-Induced Development" was a line-item in the total ridership estimates. As such, it is critical for the line to grow and market the development potential that the line offers to the region. There are active historic-building-to-condo conversions and other transit-oriented developments under way adjacent to the alignment in Camden, Riverton, Delanco, Burlington, and in other communities along the line.

Since purchasing the Bordentown Secondary, NJ Transit appears to have understood its mission as not only growing passenger service but also growing freight service through a partnership with the freight railroad. The relationship between the passenger and freight operator is reportedly very constructive, allowing both parties to continually make progress in terms of accommodating each others needs and communicating business concerns.

Ownership and Time Sharing Agreement

Except at its ends, the River Line was Conrail's Bordentown Secondary until June 1, 1999, when NJ Transit bought it for $67.5 million. [ [http://www.railroad.net/forums/viewtopic.php?p=83646#83646 RAILROAD.NET :: View topic - Who owns the River Line? ] ] NJ Transit has exclusive access to run light rail passenger service on the line from 05:30 to 22:10 Sunday through Friday, and all of Saturday night and Sunday morning. Conrail has exclusive access for freight at other times. Either agency may request to use the line at abnormal times in case of a special event or emergency.

The relatively early shutdown of the line has been a frequently raised concern of the River LINE, as it is unattractive to those wishing to attend late evening events in Camden or Philadelphia. The concern stems from the inability to serve several important markets: events at Camden’s waterfront entertainment center often conclude after 10 p.m.; service to second shift workers whose shift change occurs at 11 p.m. is impossible under time separation; service prior to 6 a.m. is needed to serve early morning commuter demands making connections to Philadelphia at Camden and at Trenton for the Northeast Corridor. All these aspects of the service are critically important to improving transit-oriented development within the corridor.

Within a year of the River LINE's launch, the FRA granted permission to adjust timesharing agreement (more technically, "temporal separation") terms. 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 northern section, the passenger period starts at 5:45 a.m. instead of 6 a.m. Initially, these new periods allowed NJ Transit to deadhead equipment from Trenton to Bordentown and Florence at 5.45 a.m., to form the 6:08 a.m. and 6:23 a.m. northbound departures. These early morning trains provide attractive connections at Trenton for NJ Transit's Northeast Corridor services to Newark and New York City.

ervice Improvements

NJ Transit is continuing to improve service within the constraints of the timesharing agreement, with the construction of a mid-line yard in 2005 to permit later Burlington arrivals in the evening, and earlier departures after 6 a.m. Since the River LINE opened, NJ Transit has made the following service enhancements: [ [http://www.njtransit.com/tm/tm_servlet.srv?hdnPageAction=PressReleaseTo&PRESS_RELEASE_ID=2321 New Jersey Transit ] ]

* Introduced 15-minute peak-period service in June 2004
* Enhanced Capital Connection bus service in Trenton to provide better connections for state workers with River LINE trains in June 2004
* Launched new early morning service to Trenton from Florence and Roebling in September 2004, enabling customers to make earlier connections to Northeast Corridor trains
* Launched new early service from Cinnaminson to Camden in January 2005
* Launched late-night bus shuttle service between 36th Street Station in Camden to Route 73/Pennsauken in 2006
* Added early-morning trips from Burlington South and Burlington Towne Centre stations in September 2006 to create additional Northeast Corridor and PATCO connections
* Added a later, 9:30 p.m. Trenton departure in September 2006
* Added late-night, seven days a week service from Camden to Pennsauken, with the last train leaving Entertainment Center Station at 12:00 a.m.
* Added early-morning trains for both weekdays and weekends, including a special limited-stop weekday train leaving at 5:53 a.m. from Walter Rand Transportation Center and arriving at Trenton at 6:42 a.m. (normal runs take 58 minutes, [ [http://www.riverline.com/LRT0343.pdf NJ Transit River LINE schedule] ] compared to the 49 minutes for the limited-stop train), allowing commuters ample time to transfer to a 6:50 scheduled New York City-bound express train

The late-night bus shuttle was a temporary arrangement, started in the summer of 2006, and offered riders a guaranteed bus connection from 36th Street station, the last station not subject to the timesharing agreement, to the Pennsauken/Route 73 park and ride station. This arrangement operated until late 2006 when NJ Transit upgraded signals on the line to allow full late-night light rail operation to the Pennsauken/Route 73 station. [ [http://www.courierpostonline.com/apps/pbcs.dll/article?AID=/20060612/NEWS01/606120356/1006 The article requested can not be found! Please refresh your browser or go back. (BZ,20060612,NEWS01,606120356,AR) ] ] [ [http://www.njtransit.com/nn_press_release.jsp?PRESS_RELEASE_ID=2253 NJ TRANSIT EXTENDS LATE-NIGHT RIVER LINE OPTION: Free, guaranteed bus connection continues through September 30] , New Jersey Transit press release dated August 11, 2006]

Operations and Signalling

As detailed previously, NJ Transit purchased the Bordentown Secondary freight line from Conrail to develop light rail service between Camden and Trenton in 2000. Almost the entire length of the project, except for street-running portion at either end, is shared between non-FRA compliant light rail DMUs and heavy mainline freight trains. The 32-mile shared-track segment contains a mixture of single and double track sections.

The River LINE was initially designed for commingled operations (i.e., where freight trains and light rail trains may operate on the same line controlled only by the signal systems) to provide maximum flexibility both for the freight and transit operators. The line, rebuilt under a design-build-operate-maintain (DBOM) contract, features mainline railroad signals with full centralized traffic control (CTC). River LINE operating personnel use a modified version of the NORAC Rules. NORAC Rules are a standard set of railroad operating rules developed by mainline railroads operating in the Northeastern U.S., including Amtrak, Conrail, Providence & Worcester, and others. Signals set to stop for the diesel light rail cars are positively enforced via an inductive loop trip-stop system. The system is similar (but not identical) to the German Indusi system, where signal aspects are transmitted to moving trains via electro-magnetic fields transmitted by wayside devices. The "magnetic train stop" devices, affectionately known as "upside down canoes", are placed about 1 foot away from the running rails, and in advance of the signal. Train's emergency brakes are automatically engaged if a stop signal overrun occurs.

Payment and Ticketing

The River Line operates on a proof-of-payment system, as typical of most light rail systems throughout the United States. Passengers can buy the tickets at ticket vending machines (TVM) present at all stations, with the base fare being $1.35. [ [http://www.njtransit.com/sf_ff_lr.shtml NJ Transit – Light Rail fares] ] The tickets then must be validated at separate ticket validation machines, where machine will print an expiration time/date stamp on the ticket; tickets are valid for two hours from the time of validation. Passengers must hold a valid ticket before boarding the train, and can face fines if a ticket inspector finds them on-board without proper proof of payment. Passengers holding valid New Jersey Transit bus passes or weekly or monthly rail tickets can present any of those as they are honored on the River Line. Unused Newark City Subway (same $1.35 fare) and Hudson-Bergen Light Rail ($1.90) tickets can be used after validation at a River Line station.

Vehicles

The River LINE fleet composes 20 articulated Stadler GTW 2/6 DMU (diesel multiple unit) cars, numbered 3501-3520. So far, two units have electronic bells, they are 3511 and 3515. The River LINE is the first light rail system in the United States (but second in North America, after Ottawa's O-Train in Canada) to use these instead of more typical electric vehicles.

The diesel LRV offers a tighter turning radius than typical main line light rail vehicles and thus is capable of street running. The basic GTW is the 2/6 which indicates that two of the six axles are powered. The vehicle is more than 65% low floor. The River LINE uses the diesel-electric version of the GTW. 390 units have been sold to date and are in use in Italy, the Netherlands, and Switzerland.

tations

All service along the River Line is fully ADA compliant.

Future service, stations and extensions

New Jersey Transit has proposed several possible extensions and stations to the River Line, either as parts of the initial construction plan which were deferred, or as potential future projects.

The New Jersey State House lies approximately 1.3 miles to the northwest of the River Line's northern terminal at Trenton Transit Center. While the line was being constructed, NJT studied an extension that would bridge this gap via a shared right-of-way on city streets. [ [http://www.trolleycar.org/observations/geissenheimer/geissenheimer011227.htm Free Congress Foundation Online ] ] Such an extension would provide direct service to the workplaces of state employees and other workers in downtown Trenton. While the project is supported by City of Trenton officials, NJT did not elect to expand the already over-budget construction effort, but instead operates a branded "Capitol Connection" bus service, requiring River Line riders to transfer at Trenton Transit Center.

The lack of a direct transfer between the River Line and New Jersey Transit's Atlantic City Line, which crosses directly over the River Line in Pennsauken, [ [http://maps.google.com/maps?f=q&hl=en&q=Delair,+NJ&t=h&ll=39.978061,-75.062252&spn=0.000917,0.002704&t=h Google Maps ] ] was highly criticized at the time of the River Line's opening. NJT has since reconsidered, and has promised to study the construction of a transfer station there.

A third proposed extension would take the River Line beyond the State House through Trenton, to West Trenton station in Ewing Township, New Jersey, connecting with SEPTA's R3 service to Center City Philadelphia via Bucks and Mongomery counties. NJ Transit listed this extension on its 2020 Transit wish list map, [ [http://www.nj-arp.org/njt2020.html The 2020 Transit Map] , accessed December 26, 2006] but has not taken further action.

Much of the River Line utilizes single track. In some places there is not room for double-track service, such as Burlington and Palmyra. Increasing headways from the current peak level of 15 minutes would require building more passing sidings or a full double track. NJT has shown no interest so far in doing so.Fact|date=July 2007

ee also

*Hudson-Bergen Light Rail
*Newark Light Rail

References

External links

* [http://www.riverline.com/ River LINE official site]
* [http://www.pacerfarm.org/cgi-bin/sta01.cgi?div=CBO Bordentown Secondary mileposts]
* [http://stb.dot.gov/decisions/readingroom.nsf/ByDocketNumber?OpenView&Start=6685 STB - Acquisition Exemption FD-33786]
* [http://www.njtransit.com/an_cp_project006.shtml NJTransit.com: Capital Improvement Projects: River LINE]