Norfolk Southern Sells Washington Secondary to New Jersey Transit

Roadgeek Adam wrote: ↑Thu Sep 07, 2023 7:34 pm

Ken W2KB wrote: ↑Tue Sep 05, 2023 1:44 pm Which is a major reason why the advocacy groups suggest going to I-78 Exit 7 since the line is severed west of there and would require a much larger sum of money to build and not convenient to any large passenger groups versus a park and ride station at Exit 7

NJ Transit doesn't really seem to be big on those park and ride terminals some other railroads do (ie Metra). It's not a bad idea in theory. If NJT ever took over passenger service to Butler, I'd do one at Charlotteburgh for Route 23 traffic. But it's not their style. Maybe they'd do it.

Is there enough room out in Exit 7 / Bloomsbury area to put a layover facility in for the High Bridge extension?

I also have a feeling that this Phase 1 to Bloomsbury will seal the fate of Phase2 to Phillipsburg or A/B/E unless NRPC wanted A/B/E. At least the ye olde maps of the catchment area of Trenton and Hamilton stations showed the viability of Interstate connectivity towards Pennsylvania and throngs of South Jersey.

Plenty of room for a layover, RVL/CNJ is the upper railroad line. See Google Maps. https://www.google.com/maps/@40.6569842 ... ?entry=ttu

I think if anything they would just move the current High Bridge turns to Bloomsbury, no need for an extensive layover facility. If they move out to Pburg/Easton. Then having a facility to start trains from would be needed like in the CNJ days...

As a Warren to NYC commuter, these guys are right BUT the RVL is decently full (Annandale woks), a P and R would just end up (which would be good) shifting drivers from Annandle/High Bridge to the new exit 7 station

On topic, is the Washington Secondary the line that runs to Belvidere via Philipsburg?

Washington Secondary is the ex-DL&W from Port Morris to Phillipsburg via Netcong, Hackettstown, Port Murray, Washington.

lensovet wrote: ↑Fri Sep 08, 2023 1:50 am Mt. Arlington's weekday ridership was under half of the parking spaces.

Much of Mount Arlington ridership is on Lakeland.

Point stands that none of NJT's P&R stations have particularly high ridership. The exception is Metropark.

Metropark has the added advantage of being an intercity station that is not located in the middle of nowhere but rather within walking distance to places people actually want to go to, such as the surrounding residential areas, Oak Tree Road, the nearby business park, and Thomas Edison State Park.

Wayne-Route 23 would’ve been much busier had they built it next to West Belt Plaza.

MaRoFu wrote: ↑Wed Sep 20, 2023 10:29 am Metropark has the added advantage of being an intercity station that is not located in the middle of nowhere but rather within walking distance to places people actually want to go to, such as the surrounding residential areas, Oak Tree Road, the nearby business park, and Thomas Edison State Park.

Wayne-Route 23 would’ve been much busier had they built it next to West Belt Plaza.

You left out one important thing: it's right next to the Garden State Parkway, sucking a lot of car traffic. That propels it.

SEC was not intended as a park-ride, but Edison Properties opened a Park Fast at the transfer station at
$14 daily ($430 monthly /$59 nights and weekends monthly).

Again, right at a Turnpike interchange.

Does anyone have the official line on what this is intended for?

Someone on the Dover and Delaware River Railroad topic mentioned it was to give ownership rights and most maintenance responsibilities to NJT. There could be more to it than that, but I wouldn’t know about it.

lensovet wrote: ↑Wed Sep 20, 2023 8:42 am Point stands that none of NJT's P&R stations have particularly high ridership. The exception is Metropark.

Hamilton is definitely a successful park and ride. A potential park n ride for NJ Transit would be Woodcrest, PATCO already has a park n ride.

Might as well add Princeton Junction then, which has more parking spaces than both and higher ridership than Hamilton.