Njt Montclair Boonton Line Master File
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Is that too much to ask? Apparently so. At least that's what I found when I tried to get a train home from the airport Tuesday night.I am fortunate in that I rarely have to take the train. But I do so every once in a while so I can see what all of those poor, neglected commuters have to put up with.Quite a bit, it turns out.My trip to the airport worked out fine. The train stopped at the station that connects to that monorail that serves the terminals.It was on the way home that I got into trouble. This was because of my naive belief that trains on the North Jersey Coast Line would actually reach the 'coast' that is in the title.My plane from Costa Rica got in at 8 p.m.
Njt Montclair Boonton Line Master File Online
I had to hurry through customs and run to the monorail to make it to the platform by 8:30. I figured that gave me plenty of time for the next North Jersey Coast Line train, which left Newark Penn Station at 8:41.One problem: That train shot through without stopping.That raised an obvious question: Why did they spend all that money building a train station and connecting it to the airport monorail if they weren't going to have trains actually stop at the station?At that point I grabbed a printed schedule. A bit of study showed that it was compiled by some twisted genius who wanted to keep passengers from using the Coast Line to reach the nine towns that are actually on the coast, Asbury Park, Belmar and so forth.In the prime evening hours, the time when people are getting off their flights, the trains that serve the towns below Long Branch don't stop at the airport. Conversely all but one of the trains that do stop at the airport don't go beyond Long Branch.That's where I found myself standing at 10:10, waiting for a connecting train that wouldn't arrive till 12:08.At that point I gave up on my experiment in using NJ Transit and called my friend Zeke for a ride.
He picked me up and we went to a nearby White Castle for a gourmet meal.Others don't have that option. For a year my daughter, commuted from Asbury Park to Manhattan and had to deal with NJ Transit's goal of keeping commuters on the Coast line from reaching the actual coastline. That same spirit is evident in the scheduling on such lines as the Morris and Essex, said Alan.'
They tell you, 'We want people to ride transit,' he said. 'But they schedule everything to misconnect.' Meanwhile the Montclair-Boonton line has the same problem as the coast line, he said.
Most trains stop at Montclair State University, leaving points to the west unserved. As with Long Branch, the argument is that this is the point at which electrification ends.That argument is fallacious, said Clift.
The agency has plenty of dual-powered locomotives that can switch to diesel. But they don't use them where they're needed, he said.' As far as I'm concerned.
All the trains ought to move to Bay Head with dual-powered locomotives,' said Clift. 'That's why you guys paid $500 million for the equipment.' Then there's the signage and communications.
If NJ Transit is going to force people to make a complicated three-train switch to get to the end of the line, they should be telling riders which trains to board, both by signage and announcements, he said.' When they have these crappy connections, they should show you how to get to the trains,' he said. 'Why don't these guys write schedules that help people to know what they should do?' Because they don't want us taking the train. They want us to drive.That's my inescapable conclusion.As for the riders who take NJ Transit every day, you have my sympathy.But you won't have my company.Next time I go to the airport, It will be in my car.ADD - YOU CAN'T GET THERE FROM HERE: Even trying to find a schedule on NJ Transit's website is a challenge. Take and see if you can do it.You will find that the actual schedules exist only in.pdf form.
That means you first have to download them and then navigate through the file, never much fun with a.pdf file. Download the schedule for the North Jersey Coast Line and you will see that it is as if some evil genius designed the schedule so there's no way a rider can get from the airport to the actual coast, by which I mean the cities below Long Branch like Asbury Park and Belmar that front on the ocean.There's a 2:41 p.m.
Train that stops at the airport and goes on to the Shore towns. But then there's a drought for almost the entire evening until 10:45. The sole exception is one train at 7:33 p.m. That stops at the airport and goes down the actual coast.Perversely, there are plenty of trains on the Coast Line that do stop at the airport. But they end up short of the coast.
Most leave the riders stranded in Long Branch for a wait of up to two hours to catch a train to the coastal cities.There are several ways a creative rider could take other trains and then switch to the Coast Line at Rahway. But NJ Transit makes no effort to inform them of that.It would be a simple matter to announce to riders that they can take a Northeast Corridor train to Rahway and then switch to a Coast Line train. But no such effort was made the night I traveled, and about a dozen passengers missed what could have been an 8:32 connection and had to wait till 9:06. Interestingly enough, the of 'fast, easy and affordable' rail link actually contains a hint to Coast commuters that NJ Transit doesn't give a damn about them. The site speaks of 'North Jersey Coast Line service to New York Penn Station, Long Branch and intermediate points.' I guess no one at NJ Transit has a map, but Asbury Park, Belmar and Bradley Beach are not 'intermediate points' between the airport and Long Branch. The Coastal towns are all south of Long Branch.But who's counting?
Certainly not the NJ Transit crowd.Clift notes that the schedules for the LIRR contain information on connecting lines. But the Coast Line schedule you are now looking at gives not the slightest hint of how you can get where you want to go from the airport.Both Clift and Alan said the agency pulls similar stunts on other lines as well. But even by NJ Transit standards this is a uniquely dreadful bit of scheduling, they said. Various legislators from Bergen County are calling for NJ Transit to add an extension to the Bergen-Hudson Light Rail system.
But before they add any new routes, they should provide full service on the current routes.This is particularly important as regards the airport. The passengers there are not everyday commuters who know the ins and outs of the schedule. In many cases they're people who are riding NJ Transit for the first time.With service like this, I suspect it will also be the last time as well.PLUS - NJ Transit responds: I got a response from the NJ Transit press office after the deadline for publication of the column above.
I'm posting it in full.You can draw your own conclusions. As for me, I tried going to the schedule and putting together that South Amboy connection that's suggested. You try it.It's certainly not clear, yet as I stated airport riders are offered no hints as to its existence.And then there is my guess above that no one at Transit has a map. That's confirmed by the comment about stops at stations 'east' and 'west' of Long Branch. The nearest train station east of Long Branch would be in Spain.
Long Branch fronts on the ocean. As for the stops 'west' of Long Branch, they are actually north, not west.So maybe that explains why Transit can't run trains on the Coast Line that actually reach the coast.Also the use of dual-powered locomotives on electric-only lines is inexcusable according to my train consultants. Those trains should be used only on lines that are partially electrified. That would provide seamless, one-seat connections along the entire Coast Line and on the Montclair-Boonton line as well.And then there's that final sentence suggesting that adding service would 'reduce' travel options.Expanding service reduces options? Only in New Jersey.
Here is the response in full:1. During the afternoon and evening period, North Jersey Coast Line trains that operate to Long Branch and Bay Head are scheduled to provide express service from Newark directly to the NJCL.They are dispatched on center express tracks that do not have direct access to the Newark Airport Station platforms. The outer tracks that do touch the platforms are fully subscribed by Northeast Corridor express and local service trains, as well as additional NJCL local trains that operate only as far as South Amboy.
The track changes that would be required to get to the platforms during this timeframe conflict with other trains, including Amtrak, and would subject all of NJ TRANSIT's NEC and NJCL service to significant delays.Between 2:41 and 7:33 PM, service from Newark Airport to all NJCL stations is provided on an approximately hourly basis via transfer at South Amboy. Three evening Long Branch-Bay Head shuttle trips were eliminated from the year-round schedule in September 2014 precisely because of low ridership. The higher level of service that existed at that time did not generate sufficient ridership to justify the associated taxpayer expense.Ridership between Long Branch and Bay Head in particular has a significant seasonal component, and NJ TRANSIT adds service to meet summer seasonal demand.
Ridership and demographic trends are studied continuously to identify growth trends, and these are factored in service decisions. Using trip planner, there are several trains along NJCL that originate at Newark Airport and have a final destination of Bay Head. There are a finite number of dual mode locomotives, and a significant portion of the dual power fleet is already assigned to existing Raritan Valley and NJCL peak hour service. Furthermore, dual mode locomotives provide fuel cost savings when assigned in place of regular diesels on lines that have electrification, such as the Morris and Essex.
Montclair Train Station Schedule
On the NJCL, the shuttle service pattern allows for both regularly-spaced off-peak service, and enhanced peak hour service, to provide the maximum number of trip options to Bay Head customers in the most efficient and cost-effective manner possible.The operating inefficiencies that would result from providing the same level of service to low ridership stations west of Long Branch as we currently provide to high ridership stations east of Long Branch would greatly increase the cost of the same service, or reduce the travel options NJ Transit would be able to provide. Delta 1010 drivers linux.