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Harry

1974 New Jersey Railroads and current NJ Transit

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These two sections of maps are very interesting to look at and compare. Below are a current NJ Transit passenger rail system map and a 1974 MTA commuter rail system map showing the lines that make up the current lines on present NJ Transit.

 

Current NJ Transit Rail System Map

 

Current_NJ_Transit_Map.jpg

 

1974 MTA Commuter Rail System Map

 

1974_NJ_Transit_Map.jpg

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Wow that is crazy. Both (SEPTA) and (NJT) were totally "who are we, and what are we doing here exactly?" in those early years.

 

- A

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Damn, what a difference. Its almost the same, except no Midtown Direct on M&E line yet (I forgot who ran it before NJT), and no connection at Secaucus obviously a fairly new connection though.

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Damn, what a difference. Its almost the same, except no Midtown Direct on M&E line yet (I forgot who ran it before NJT), and no connection at Secaucus obviously a fairly new connection though.

 

The Morris & Essex Lines were operated by Erie Lackawanna.

 

 

Eric

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The Morris & Essex Lines were operated by Erie Lackawanna.

 

 

Eric

Ah ok, thanks. I was thinking about that, but then couldn't say it!

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Hello Everyone,

 

Not to go off topic but here is some information about the railroads in New Jersey before Conrail and NJ Transit.

 

North Jersey Coast Line- CNJ, Penn Central Also known as the NYLB New York and Long Branch.

 

Morris & Essex Division- Erie Lackawanna

 

Raritan Valley Line- Lehigh Valley Railroad, CNJ

 

Atlantic City Line- Pennsylvania Reading Seashore Lines

 

Eric

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Hello Everyone,

 

Not to go off topic but here is some information about the railroads in New Jersey before Conrail and NJ Transit.

 

North Jersey Coast Line- CNJ, Penn Central Also known as the NYLB New York and Long Branch.

 

Morris & Essex Division- Erie Lackawanna

 

Raritan Valley Line- Lehigh Valley Railroad, CNJ

 

Atlantic City Line- Pennsylvania Reading Seashore Lines

 

Eric

 

 

After what became of those companies (conrail) was split up a lot of trackage was abandoned & lots of various connections we could use today were severed. Kinda sad. Not that i don't love the services provided by amtrak (SEPTA) (MTA) and (NJT) but its just not the same.

 

- A

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The big one severed was NJT service beyond High Bridge, severed when I-78 was built through Hunterdon County.

 

Also, however, there was a Boonton Line (largely abandoned now and falling apart), with the Montclair Branch only going into the lower part of Montclair and ending.

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The big one severed was NJT service beyond High Bridge, severed when I-78 was built through Hunterdon County.

 

Also, however, there was a Boonton Line (largely abandoned now and falling apart), with the Montclair Branch only going into the lower part of Montclair and ending.

 

Yes, also there are about 30 abandoned stations along those routes including the 2 farther south, one at monmouth junction, one in between princeton junction & princeton university about a 3rd of the way out from the :nec:

 

Farther off topic but still on point, there is a now unused freight siding between the :nec: passenger ROW and the old J&J factory long enough to fit a 24-26 car train (including loco) where they want to build a new train station. I think as soon as the ARC tunnel is completed they should have local only service that terminates here weekdays plus a shuttle that goes to trenton only. Since its in between jersey ave and princeton junction you could store jersey ave trains here on weekends if needed.

 

- A

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The 60s-80s were definitely the dark times for railways in the country. In the 60s, we saw the sad merging of PRR and NY Central to form Penn Central as the passenger rates fell constantly and eventually became a part of Conrail, then Amtrak. The great DL&W fell and merged with weak Erie to form Erie-Lackwanna, which abandoned many important rail services and lines. And then there was LV and CNJ going head-to-head each with passenger losses until the Lower Bay Bridge became defunct. CNJ had to then use LV trackage at Roselle Park with a new Hunter Connection with the PRR to reach Newark Penn Station. Consequently, the CNJ Newark Branch (now partially HBLR West Side Line) was abandoned in favor of this move until CNJ collapsed all at once. LV on the other hand fell out to Conrail in freight operations. Of all the railroads that collapsed, PRR and DL&W were definitely the most successful ones and it bugs me that PRR and DL&W never merged. If that was the case, then Erie and NY Central would inevitably collapse as their routes aren't that important for use today. Even if NY Central collapsed, Conrail would've definitely acquired the lines, give them the MTA, and they'll still be a MNRR.

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Wow that is crazy. Both (SEPTA) and (NJT) were totally "who are we, and what are we doing here exactly?" in those early years.

 

- A

Actually, NJT didn't exist yet, Transport Of New Jersey was the successor to Public Service.

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Actually, NJT didn't exist yet, Transport Of New Jersey was the successor to Public Service.

 

I believe NJDOT took over the commuter train operations as the Comet Is used to have NJDOT logos.

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The 60s-80s were definitely the dark times for railways in the country. In the 60s, we saw the sad merging of PRR and NY Central to form Penn Central as the passenger rates fell constantly and eventually became a part of Conrail, then Amtrak. The great DL&W fell and merged with weak Erie to form Erie-Lackwanna, which abandoned many important rail services and lines. And then there was LV and CNJ going head-to-head each with passenger losses until the Lower Bay Bridge became defunct. CNJ had to then use LV trackage at Roselle Park with a new Hunter Connection with the PRR to reach Newark Penn Station. Consequently, the CNJ Newark Branch (now partially HBLR West Side Line) was abandoned in favor of this move until CNJ collapsed all at once. LV on the other hand fell out to Conrail in freight operations. Of all the railroads that collapsed, PRR and DL&W were definitely the most successful ones and it bugs me that PRR and DL&W never merged. If that was the case, then Erie and NY Central would inevitably collapse as their routes aren't that important for use today. Even if NY Central collapsed, Conrail would've definitely acquired the lines, give them the MTA, and they'll still be a MNRR.

 

1.) Conrail was designated the operator for all regional transportation services finally getting out in 1983. Amtrak was given all intercity travel and Amtrak came before Conrail by a few years.

 

2.) The DL&W was just as weak as the Erie. The DL&W based all its revenue off coal. Merging with Erie is what saved it as they both went to the same places and since the Erie had access to Chicago they were able to actually gain position.

 

3.) The LV was pretty much out of the passenger business by the 60's.

 

4.) I don't understand what your saying about the NYC routes not being important, CSX runs tons of trains a day on the former Water level route each and every day including a few UPS priority trains. The Erie lines while not used as heavily still see some freight.

 

The 60's and 70's were a period where railroads were tested and I like to think they came through pretty well, its easy to Monday morning quarterback what went on but, the reality is it was consolidate,merge or fail.

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