Charlie7 wrote:Secaucus is on the east side of the Hackensack River
That's correct. However, there is no way for the Northern Branch to get to Secaucus (Junction is implied nowadays), unless it involves crossing the Hackensack River twice
(such as has been proposed with the West Shore Line connector).
AndyB wrote:More than one rep seem to get unconfortable with me as I asked specific questions about equipment, service, passenger potential. They could not say for sure who would operate. NJ Transit or DBOM company
DBOMs will be resisted by NJTRO if the operation involves FRA-compatible operation—that is their territory. If NJT's going ahead with that DMU idea, then operation to Hoboken via West End ought to be standard, otherwise it'd be a waste of dough.
One NJT rep said that CSX owned this line. I thought NJT now owned it
Nope. Buying out the Bordentown line was one of the major capital expenses of the "River LINE"; and given the bad light that put the Whitman administration in, no subsequent administration in Trenton would be willing to go that route...
I'd like to know what exactly determined the ridership numbers, and how LRT would be five times higher than DMU? Should we convert the Northeast Corridor to LRT based on ridership projections of LRT versus commuter rail as well...?
I don't like the deception over the "one-seat ride to Manhattan" and never did. DMUs cannot and never will be able to go to NYP (and certainly not to this proposed eight-track 34th Street Station); if DMUs could go to Manhattan, then the CNJ would have been operating their RDCs into NY Penn Station since 1967.
As for DMUs per se, there are still advantages, so long as you operate them to the right destination,
to wit bathrooms (at least on NJT, if used with a cab car such as on the PJ&B test), higher operating speeds (LRTs might be a bit quicker off the line but they won't reach 79 mph or faster), potential greater seat comfort, etc. (They could even use a bilevel cab car with 'em if they wanted...) However, the DMU "shuttle" to the end of the LRT line is not attractive (and NJ-ARP's resistance to this for the Northern versus their proposing it for the ex-CNJ Union County rail link bespeaks the need for a little position-clarification on some levels, WADR).