I was having a really good New Jersey moment on the way to the train station this morning... The Smithereens were on the radio... the sun was shining... motorists around me were texting... and then the news came on the radio and the Jersey moment became more interesting.

NJ Transit approved funds to start platform improvements at Newark Penn Station.

As many of you know, Newark has an incredible industrial/transportation history and Pennsylvania Station is the crown jewel of downtown. Unlike all the other PRR mainline stations east of 30th st Philly, Newark's is still standing and is as glorious as ever (sorry, New Brunswick). I usually take an express train into Manhattan, but I never complain when I get stuck on a train requiring transfer at Newark.

So anyway, I get on the train and do a little web hunting for more news on the platform restoration, and I come up with another nugget...

Consultants are exploring service from Newark to Flemington, NJ. The preservation connection? The last stretch of the proposed route would be over the former CNJ route that is now shortline and tourist hauler Black River & Western. Would this be the first case where a tourist road became part of a public transit system?

Neat stuff!

Rob

It might be in North America, but I seem to have recollections of similar projects--not appropriation of an entire line, but use of a section to access a station or two, typically at an extremity of a line where the tourist trains haven't reached yet--in the U.K. and Japan. In addition, there are/were a few entirely private lines in Germany and the Eastern Bloc that ended up as local transit lines.

Don't make me dig through the books for examples just now, though..... Okay, one: Peak Rail was, I recall, instrumental in restoring/retaining commuter service to the Derby suburb of Matlock, where Peak Rail connects to BR/East Midland Trains.... I'm not sure whether they actually saved the Matlock line, though.....

Tread carefully--- this may trigger FRA Part 238 rules for all their passenger trains, not just the NJT commuter trains.

Didn't NH&I once connect with SEPTA/Reading?

Howard P.

Yes. The 1976 timetable included trains to and from Philadelphia and New Hope, with change at Warminster. This was bicentennial schedule with state funding. I still have my ticket stub from the 6 am train out of New Hope on June 21, 1976.

Alan Maples

NH&I still runs to Warminster in October the past several years.

I wouldn't put much faith in NJT ever running to Flemington. The cost of implementing service over NS from Bound Brook to Three Bridges alone (since NS would likely insist on NJT paying for double tracking or more sidings for that segment) versus ridership projections would likely show it to be unfeasible. NS would also likely insist on retaining dispatching responsibilities on the Lehigh Line, which may slow down passenger operations to Flemington enough that many riders would bail for the NJT-owned and operated Raritan Valley Line only a short drive away.

All in all, if NJT was going to have to pay large amounts of money to NS (money that the state of NJ doesn't have right now), they would ALMOST be better off reaquiring the right of way for the entire ex-CNJ South Branch from its connection with the RVL, to Flemington, and running directly in on an all ex-CNJ routing. At least that way, service to Flemington could be integrated more smoothly into current RVL operations, controlled soley by NJT up to Aldene, and service any existing RVL stations between Bound Brook and the former junction of the South Branch that are too close to NS's parallel line to warrant the expense of duplicating them.

Hi Guys; The reaquiring the right of way for the entire ex-CNJ South Branch from its connection with the RVL to Three Bridges would be the most logical way to run NJT commuter trains back to Flemington, but there are some serious infrastructure problems that need to be addressed, such as the bridge at Neshanic Station (if it's still there? Last seen this part of the line in 1985.). This bridge has a sinking pier which is the main reason the CNJ stopped running from the Raritin end. In it's last years, the CNJ crews would walk the bridge and let the train coast over the bridge un-manned. Maybe a deal with the BR&W could be worked out that they would handle and develop any freight service on the line. Have fun - David Notarius, London UK, ex BR&W from the 1970's

As much as I would love to see NJT use the Flemington branch, (I live along it), it won't happen, as much of the ROW was sold to the adjoining property owners. Actually I know if at least three newer homes that are built on the old ROW.