Jump to content


Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.

Jamaica Express

Veteran Member
  • Content Count

    422
  • Joined

  • Last visited

Community Reputation

27 Excellent

About Jamaica Express

  • Rank
    Senior Member

Profile Information

  • Location
    Somewhere in the Metropolitan Area
  1. there would be no point for that...Newark is the next stop the west while NYP is the next stop the east, stopping Amtrak trains at Secaucus would do nothing but slow schedules for both NJT and AMTK
  2. The station is designed for 3-1 operation, so the 2 inner tracks are used to "stag" trains during the peak hour incase there is delay, while one outside track is used for expresses and Amtraks, the other is used for reverse peak trains (both stop and non-stop).A typical AM Rush hour set up would be Eastbounds stopping on track A & occasionally B (inner tracks) with express trains bypassing the station on track 2 and reverse peak trains stopping on 3, process is reversed in the evening. It also is designed for the station to serve as terminal simultaneously while providing thru service,if need to be.
  3. ...I used the South Ferry station on its last day of service..it looked fine to me
  4. Morrisville Yard takes up all the land that NJT owns. The plans for a flyover also include an expanded midline yard. In addition, Amtrak plans to up there speed in NJ to around or should I say DESIRES to increase their speed limits through the area which will in turn kill some of the slots that the 3700's use currently to get from tracks 1 to 4.
  5. Assuming you mean Jersey Ave, the plan is to HOPEFULLY have the North Brunswick Station replace Jersey Ave Station, however that is a pretty busy station (1000+ boardings daily), its just the PRR built it as an experimental park-n-ride facility, so no serious investments were ever made towards a "REAL" full mainline station. However this flyover has been in the planning for years and YES it is ESSENTIAL for any kind of Peak service in the Middle Zone to expand in the future wether Jersey Ave closes or not, both yards in Morrisville as well as the JA yard are at capacity so the flyover is needed regardless.
  6. Theoretically yes, but there is an FDNY restriction on these engines, they apparently feel its not safe to have that much fuel underground around people (the ALP45's have more fuel than Amtrak and LIRR's dual modes) plus NJT has no desire to use them for NY service...don't ask why?..makes no sense? yes I know
  7. As long as Christie is in office, system expansion in regards to new lines will be non-existent, he's not exactly a fan of transit and if you live and/or work in NJ you will know what I mean. NJT's view on ordering new equipment verse rehabbing was, what's the point of refurbishing old equipment when the process is going to cost just as much as new equipment but only have 1/2 the life cycle.Although I must admit, I've always been slightly suspicious of those "rehab costs just as much as new equipment" claims because back when the Comet II's were rehabbed, I'm pretty sure that costed no more than 100 million or a little over, for all 160 cars (IIB's included). Metro-North refurbished their 64 Comet II's for 34 million. So I don't know where they got off claiming the III's being rebuilt would have costed just as much as new Multi-levels.The GP40's would have stuck around if the ALP45's were never ordered. With ARC being CANCELED, which still makes my blood boil until this day..the ALP45's are without a doubt the biggest waste of money NJT has probably ever spent. They have no plans on running them into NYP anytime soon, if ever, and the trains they haul are no longer than 6 cars, which could easily have been handled by existing diesels. PL42's are great, they can haul 10-car single level consist or 8-car Multis which is something none of the other "normal" diesels can do. Same for the 46's/46A's. As said before though those 44M's could have at least been kept for electric service on the Hoboken Service side where trains don't need to be any longer than 5 cars on the Montclair/Gladstone Locals.
  8. There was no point in keeping the GP40's around, since the PL42's and ALP45's were being delivered. The F40's that were sent to Canada was a blessing, those things were plagued with mechanical and oil leakage issues. The Comet III's were SUPPOSED to be rebuilt, however NJT found it more economical to replace them with newer Multilevel Cars since the rehab process would have just been just as expensive. As for the ALP44's, I agree, they could have at least kept or sold the ALP44M's built in 1996. But again, it was decided it would be more economically efficient to order additional ALP46A's as opposed to rebuild the 44's.
  9. Question for those of you who are upset, um so you would rather the line just be SPLIT in half forever???just so you can have "reliable" service on the 4th Avenue line
  10. Well Mumbai Suburban Railway carries 7.2 million people a day on many emu trains (called "rakes") that vary from 9,12 and 15-car sets. I read that a 9-car set, capacity of 1,700 passengers, could easily see 4000+ people. Trains run every 4-5 minutes during Peak Hours on the suburban lines. It's just they don't have enough supply to meet their demand. Not to mention the fact that 3,700 people die on their system every year (many from getting hit by or falling off trains) Hopefully that Metrorail and Monorail system their constructing there will help make things better.
  11. And just exactly what kind of Right-of-Way did you have in mind for this route?
  12. My title is Ridership Analyst for one of our tri-state area's rail systems, being that I interned for the agency before (2 years in college), the managers let me work with them a lot on future service and operations plans as well. I would say what company it is, but as said before, many people in management frown upon sites like this and being that there is like no one my age in the mgmt sector of the company at the moment it would be a dead give away as to who I am, if any were to see this. Not that me being on here is against the rules or anything, but i'm semi-paranoid so I play it safe lol.
  13. Are you serious? that would just result in inadequate service to both terminals. Oh how I had outlandish ideas of the sort when I first started 2 years ago, you learn a lot quickly, there is so much more that goes into it that the public doesn't know. However if you have a friend who's a transport planner that shares info and data with you (which is insane btw, because I have to ask permission to even take the simplest documents out the building) then that should put you ahead of the game, I WISH I could have known someone in Svc/Ops Planning as an undergrad. But 70% to GCT, 30% to Penn, may sound logical, is a nightmare from a planning point of view as well as an economical one. Please know GCT isn't meant to REPLACE Penn, its meant to add a significant amount of capacity to the railroad.
  14. Well I think they're playing it "safe" so they can analyze travel patterns to both terminals for the first year or so. They have to stay in Penn, as 24TPH soley to GCT isn't adequate to keep up with Peak Hour Demand. As for operating the same amount of trains they operate into Penn Station now, post ESA during the Peak, is probably something that won't last long, unless ridership doubles between now and then and as I mentioned before, things may significantly change between now and then. One key point I forgot to mention before about the operating plan I reviewed, is not all electric lines will have direct service into GCT, some will exclusively use Penn, so perhaps they're reserving those slots for trains that end in Brooklyn or Jamaica today. We'll have to wait and see (I'm in no rush for 2019 to get here lol)

×
×
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.