In a move that may set a precedent for future winter storms, NJ Transit shut down of its rail, bus, and light rail services early Saturday morning in anticipation of Winter Storm Jonas.

According to their website, NJ Transit rail service should “resume when conditions permit and when mandatory federal inspections can be completed.” As of 12 PM no timeline for this has been released. However in past years NJ Transit had indicated that “it takes at least 12 hours to restore rail service once it has been suspended,” pegging reopening at 2 PM at the earliest.

Prudent or a Dangerous Decision?

Shutting down has some obvious benefits. It reduces the chances of a train being stranded if the storm causes some part of the railroad’s infrastructure to fail. Downed trees can knock down the overhead wires that power trains on NJ Transit lines. Power failures may shut off the signal system, forcing trains to limp along at heavily restricted speeds. Downed trees can block the railroad. And the condition of the roads can make it unsafe for train crew members to drive to their sign-on points as they normally would (though having crews come in prior to the storm and sleep at major terminals such as Hoboken can mitigate this last risk).

However there are also some major problems. As noted above, heavy inspections are required to resume service after it has been shut down. And the absence of rail service eliminates what is often the safest travel available during extreme winter weather.

Read more: NJ Transit Shuts Down Completely For January 23rd Blizzard: Our Reaction

NJ Transit customers, along with riders on Amtrak and the Long Island Rail Road, are experiencing increased congestion at New York's Penn Station as thousands of riders jam concourses as they seek to board trains, colliding enroute with thousands who have arrived and are seeking to leave the station.  While politicians trumpet long-term plans that might redesign the station, there may be steps that can be quickly taken to alleviate the congestion.  Five steps suggested by Lackawanna Coalition Chairman David Alan, and reported by Larry Higgs for NJ Advance Media (on nj.com, Jan. 21), include the following steps:

One step would be to announce track locations at least ten minutes before departure time; the Long Island Rail Road does this better, and when NJT does not announce track numbers until a few minutes before departure, the result is a virtual stampede of riders afraid they will miss their train. A second step could be to make sure escalators are operating, and in the appropriate direction; all too often, a crowd tries to board or leave their train only to find that escalators are running the wrong way, or are stopped. To expedite train movements, NJT should be able to clear trains from tracks faster, which the Long Island Rail Road is better at than NJT. To allow people to move faster on platforms, the station should be improved by removing obstacles on platforms, which impede riders‘ ability to board trains and leave the station on arrival; one way to do this could be to replace some escalators with stairways. Finally, Alan said, NJT should bring back off-peak fare discounts, which would encourage riders to travel in less-crowded periods. Fare incentives could also be used to encourage riders to use less-crowded gateways, such as Hoboken.

Read Larry Higgs' online story of LC Chairman Alan's ideas here.

In presentations on January 20 to US Secretary of Transportation Anthony Foxx, Amtrak officials presented the most detailed view of its "Gateway" proposals to rebuild and improve rail infrastructure in the New York metropolitan area, and the total estimated costs added up to $23.9 billion. According to reporting by Emma G. Fitzsimmons in the New York Times (Jan. 21), major elements of the project include building new tunnels under the Hudson, estimated to cost $7.7 billion, and expansion of Penn Station in Manhattan, estimated at $5.9 billion. Foxx and Amtrak officials toured the area in a special observation rail car so Foxx could view the deteriorating tunnel structure. Secretary Foxx praised New York Gov. Cuomo's recent support for infrastructure improvements, but cautioned that officials must remain "laser-focused on fixing what is broken under the Hudson River." Amtrak said that work to replace the Portal Bridge over the Hackensack River could start as early as next year, while the expansion of Penn Station might not start until 2024 and be completed by 2030.  As for the tunnels themselves, no start date for work was discussed, but the tunnel project might take 10 years to finish.  Read the complete story here.

NJ Transit trains recorded more mechanical failures than other commuter railroads in 2014, according to reporting by Elise Young for Bloomberg News (Jan. 19), citing the National Transit Database.  NJT had 214 “major mechanical failures” in the year, an increase of 19 percent over 2013. NJ Transit is one of the nation’s largest commuter operators, so the number of failures in itself might not be a fair indicator – the average for 24 railroads nationwide is just 52 failures, and Massachusetts’ MBTA had an even greater 219 breakdowns. But another metric, the average distance for equipment between breakdowns, also is getting worse; in the year ended June 30, this stood at 83,815 miles, reported as the most for NJT in at least four years. The article mentioned the continued diversion of equipment funding to cover operating expenses as a possible cause, and said that New Jersey residents have one of the country’s longest average commutes, as well as paying more for service even as delays and breakdowns increase. The article also noted the lack of an agreement on funding transportation needs after June 30.  Read the Bloomberg News story here.

A second 60-day cooling off period began on January 11 after a Presidential emergency board rejected NJ Transit's proposal for a new contract for its rail workers, instead siding with the rail unions; the board recommended an 18-percent total wage increase over 78 months, while the transit agency had proposed 10.5 percent. After the 60 days, the unions would be free to strike, according to reporting by Larry Higgs for NJ Advance Media. The last NJT rail strike, in 1983, lasted 34 days. NJT estimated the total cost of the pact at $183 million, and said it would have to be funded through fare increases.  NJT called the proposed settlement "unaffordable."

Read the article by Larry Higgs here.

Urging everyone to "think big," New York Governor Andrew Cuomo has announced an innovative plan to rebuild Manhattan's Penn Station, noting that the station serves more passengers than the three New York airports combined, but that "it is dark, it is ugly; frankly, it's a miserable experience and it's a terrible impression of New York." Along the way, the name of the complex would change from "Pennsylvania" -- named for the Pennsylvania Railroad that built the original station -- to the "Empire Station Complex," a reference to New York State's moniker, the Empire State.  Cuomo's plan would rely on private capital for the redevelopment and would grant the developers rights to the retail space in the rebuilt station. It would also require terminating the current redevelopment arrangements for the Post Office in the block west of Penn Station, currently held by two powerful New York real estate companies, Related Companies and Vornado Realty; that part of the project has been stalled since the companies haven't found a major tenant to occupy the redeveloped space. The two companies would be paid $30 million to relinquish their rights to the project, which is to create a "Moynihan Station" to be used by Amtrak for its passengers as well as for commercial purposes.  A key element of Cuomo's plans is the removal of the 5600-seat theater which lies beneath Madison Square Garden; this would free up space for a grand entryway along the Eighth Avenue side of the block, and a "train hall" complete with skylight.  Rail passengers using today's Penn complex are relegated to a crowded, confusing warren of passageways in the basement below Madison Square Garden and the theater. Reporting on Cuomo's announcement by Larry Higgs for NJ Advance Media (published in the Star-Ledger, Jan. 7) can be found here; reporting in the New York Times (Jan 7) by Charles V. Bagli and Emma G. Fitzsimmons can be found here.

The Federal program that allows commuters to set aside pre-tax dollars for commuting expenses has expanded, with transit users' benefits increasing; previously, car commuters had much higher limits than transit users.  In 2016, transit users can arrange to have their employers deduct up to $255 a month from their paychecks, and they won't pay income taxes on the deducted sum, which can be used for commutation tickets and parking costs. A summary of the increased benefits is in an article by Larry Higgs in the Star-Ledger (Jan. 5). Previously, transit users were limited to a $130 deduction, while drivers could deduct up to $250. The new law also made it theoretically possible for some workers to retroactively claim an increased tax deduction for 2015, up to the new total of $250 a month, but it doesn't seem simple: it apparently only applies to commuters who had post-tax money withheld for commutation purposes in 2015; such funds could then be converted to pre-tax funds, with employers having to calculate the new taxable gross pay. For commuters to New York State, recent changes to New York law also offer commuter benefits: some employers are now required to offer the pre-tax deduction benefit, whereas previously they may not have offered it.  A variety of methods can be used by commuters to access their pre-tax dollars, including vouchers, fare cards, smart cards, direct payments to the transit provider, or debit cards.

The Lackawanna Coalition has named new governing officers for the year 2016.

Our new Vice-Chair is Stephen E. Thorpe, a resident of Winfield, in Union County. Steve is currently Chair of the Senior Citizens and Disabled Residents Transportation Advisory Committee (SCDRTAC) at NJ Transit. He has also served as Chair of the Union County Transportation Advisory Board. Steve was previously Technical Director of the Coalition, and his primary technical interest is the field of railroad operations. He has been instrumental in promoting the campaign to extend "Quiet Commute Cars" to trains that operate outside peak-commuting hours.

Our new Treasurer is Brad Payeur, a resident of Gilette. Brad is a world-traveler, who has ridden trains and rail transit in more than 50 countries. He brings knowledge of "best practices" on a global level to the Coalition.

Former Treasurer Jesse Scott Gribin is the new Technical Director. He lives in Roebling (on the River Line light rail, south of Trenton), and his primary interest is in railroad equipment. He plans to help us push for NJ Transit to buy new equipment that will provide efficient and reliable service to our primary lines of concern: the Morris & Essex, Montclair-Boonton and Gladstone Lines, as well as elsewhere on the NJT system.

I will remain as Chair, and Donald Winship will continue as Communications Director. During his time in that post, Don has upgraded this web site and has established a presence for the Coalition on social media.

Wherever you live, we welcome you. Our members represent most of NJT's rail lines. There are still plenty of opportunities to help us to improve our transit, including space on our committees and task forces. We welcome your participation and, yes, that means YOU!

DAVID PETER ALAN
Chair

At its meeting on Monday evening, the Lackawanna Coalition announced preliminary plans to increase our outreach to our communities; the counties and municipalities along the Morris & Essex, Montclair-Boonton and Gladstone Lines. We will not focus exclusively on community participation, however, because we would like to welcome anyone who is interested in helping us with our efforts to improve our transit.

Our purview goes beyond our main lines of concern, and includes connecting transit in a number of places. We are concerned with all trains on NJ Transit that go to Hoboken or Newark, from the Pascack Valley Line to the North Jersey Coast Line. We are also interested in connectivity with local bus services and community transportation, and we advocate for connecting schedules and fare integration, so riders can have a better mobility experience. We are also interested in PATH and the New York subways, since our members and constituents also use those services.

We have established a Montclair-Boonton Line Task Force, which will advocate for specific improvements in service on that line, particularly enhancements to week-end service, which should run every hour. Rachel Herman, a Coalition member and student at Montclair State University, will chair that task force, and we invite anyone from along that line to join us and become involved that that group's efforts. We are also expanding efforts by our Gladstone Branch Task Force to advocate for structural and schedule improvements along that line.

We are also increasing our outreach to elected officials along our lines. Elaine Becker, former Mayor of Millburn and senior member of the Coalition, is helping to spearhead that effort. In addition, we are preparing to increase our legislative efforts in Trenton and Washington.

We invite YOU to come to a Coallition meeting. They take place on the fourth Monday of the month at 7:00 at Millburn Town Hall, 375 Millburn Avenue. Our meetings begin with a presentation about transit or transit advocacy. Our meetings are educational, and we believe you will find them interesting. If you are only familiar with transit from your particular train, we can teach you what you need to know.

We hope to see you at a meeting soon!

DAVID PETER ALAN
Chair

Bernardsville on NJ Transit's Gladstone branch is only the latest community to consider development and revitalization centered on the town's rail station. Local officials in Bernardsville are considering applying for a state designation for the borough as a "transit village," according to reporting in the local weekly newspaper, the Bernardsville News, by Charlie Zavalick (Dec. 24). Such a designation can bring state planning grants and assistance from state agencies. The downtown area is characterized by low-rise buildings, but that could change under redevelopment, and a multi-deck parking garage is one option being considered to facilitate new construction.  Even though rail service on the line remains hourly at best outside of peak weekday periods and suffers from long gaps in the reverse-commute hours, it's the rail service that is key to redevelopment. The line has only two weekday "Midtown Direct" trains to New York, yet, "There was an incredible increase in property values in towns that resulted from Midtown service," said former Bernardsville mayor Peter Palmer, currently a Somerset County freeholder (county legislative body member). Palmer also tied the town's future to additional tunnel capacity into Manhattan, saying "The only way there's going to be any more (direct trains to NY) is when the Gateway project is done; basically there are no more available rush hour slots because of limitations of the tunnels."  Meanwhile, Bernardsville has hired the Hoboken firm of Phillips Preiss Grygiel, LLC to engage in planning services relating to redevelopment in the viciinity of the train station.

Read the complete story here.