PATH 33rd st to Newark and EWR

[FRN9]

Besides after 9/11, has there ever been thru service between Newark and 33rd street?

Does anyone know the status of the proposed extension of PATH service to Newark Airport?

[Fan Railer]

apparently nothing new with the ERW extension.
although i would like to see PATH directly extended into ERW and not to the airtrain terminal, more direct and convienient connection.
not sure about the NWK-33rd street service, but if funding could be allocated, and once the rolling stock and signal upgrades are complete in 2013, it could be feasible.

[OportRailfan]

there are capacity constraints from what I remember from talks previously on this forum about newark - 33rd street service. The trackage at newark preclude them from running this service

[JCGUY]

Instead of merely extending the platform at Grove, it would be better to make the station a 4 track station, perhaps on two levels. If you made the track from JSQ bi-level all the way to Grove into a new lower level station for the WTC line, you could run trains from EWR to WTC while completely bypassing all JSQ-33rd trains.

[FRN9]

How would the trackage preclude 33rd street service?

It seems like the EWR extension makes sense on many levels given the capacity issues at Newark Penn Station. There is lots of room at EWR.

[Marv95]

For the 100th time, it is too redundant to extend PATH service to EWR when you already have NJT service. It isn't needed. And with the "Bus Rapid Transit" service on October 17th, it might be even more redundant. You'd still have to pay $7.00 to get there anyway.

And the PATH platforms/configuration at and near Penn Station isn't capable of having a second line.

[OportRailfan]

How would the trackage preclude 33rd street service?

It seems like the EWR extension makes sense on many levels given the capacity issues at Newark Penn Station. There is lots of room at EWR.

The trackage layout just isn't there. Inbounds have to come in upstairs and go down the ramp all the way and change ends. This also may be hindered if equipment has to come out of storage from the South St yard tracks. Thus there could/would be a pileup waiting for signals to clear to come down that ramp from Track H and change ends and head east on Track G. this is taken from what I've read others who know it... in these forums. search it.

[Amtrak7]

And with the "Bus Rapid Transit" service on October 17th, it might be even more redundant.

NJT BRT? I never heard of this...

[Aselver]

Still, I think a through station would inherently have more capacity than a terminal station.....

[Tom V]

For the 100th time, it is too redundant to extend PATH service to EWR when you already have NJT service. It isn't needed. And with the "Bus Rapid Transit" service on October 17th, it might be even more redundant. You'd still have to pay $7.00 to get there anyway.

And the PATH platforms/configuration at and near Penn Station isn't capable of having a second line.

There's absolutely no redundancy save the EWR-Newark Penn Station segment, NJ Transit commuter rail does not serve Jersey City's Waterfront nor the Lower Manhattan financial district. The PATH service to EWR would be an option for folks heading to Jersey City and Lower Manhattan, Jersey City has it's own business district along the water front that needs access to EWR.

[jumsmuj]

And with the "Bus Rapid Transit" service on October 17th, it might be even more redundant.

NJT BRT? I never heard of this...

The Tri-State Transportation Campaign's blog had a feature on this project a while back. You can find it here:
http://blog.tstc.org/2009/07/10/nj-grad ... d-transit/

Here's the excerpt:

Newark: Bloomfield Ave. – Newark Airport GoBus

Closest to completion is a project to enhance bus service along the busy Bloomfield Ave. corridor in the Township of Bloomfield and the City of Newark, connecting to the Newark light rail and the Springfield Ave. GoBus. As part of the Liberty Corridor initiative, the route also establishes a one-seat ride to the airport and connects to existing bus service to the port areas of Elizabeth and Newark.

Signal prioritization will be implemented along the whole corridor, but not at every intersection. NJ Transit planners told MTR that they are looking at Staten Island’s Victory Blvd., where NYCDOT has installed signal prioritization to speed up multiple bus routes, as a model.

However, the planned route runs on both City of Newark and Essex County streets, which use two different signal systems. Newark’s signals are too old to allow signal priority and would need to be replaced entirely. Some local merchants have balked at extension of dedicated bus lane hours, due to the loss of parking.

Replacement of some traffic signals and construction of new shelters with improved passenger information (funded through the federal economic stimulus) began in the spring. Exact location of stops has jet to be determined, but service is expected to begin by the end of 2009.