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.

We are pleased that a manager who is familiar with NJ Transit was named interim Executive Director to succeed Ronnie Hakim.

Dennis Martin was instrumental in improving bus flow at the Port Authority Bus Terminal during the afternoon commuting-peak, which substantially improved the ride home for thousands of New Jersey's bus riders. We wish him well in his new position, as we look forward to continuing improvements on both the rail and bus components of our transit system.

NJ Transit has announced that Dennis Martin, presently head of the agency's bus operations, to be its interim Executive Director.  Martin replaces Veronique Hakim in the post; Hakim has departed to head New York City Transit. According to reporting by Larry Higgs at nj.com and published in the Star-Ledger (Dec. 23), NJT will confirm Martin's appointment at a special board meeting on Dec. 23. Martin has headed the bus division since September 2014 and, according to Higgs' article, commuter advocates praise Martin for improvements made in operations at the Port Authority Bus Terminal, which have reduced delays and crowding.

Read the complete article here.

Conversion of the Farley Post Office into an extension of Penn Station in Manhattan was a favorite project of the late US Senator Daniel Patric Moynihan, who died in 2003. Two real estate companies, Related Companies and Vornado Realty, were selected by then Gov. George Pataki in 2005 to coordinate the project.  The companies tried several approaches, including twice proposing moving Madison Square Garden from its current site above Penn Station to the post office site a block west.  The companies also tried to get a community college to move into the post office site, but nothing worked out, leaving the companies without a main tenant and the project in a perpetual state of stagnation; the deal with the companies never closed, although the state might face penalties if the two companies were bypassed.  Now, according to reporting by Charles M. Bagli in the New York Times (Dec. 15), New York State is considering replacing the two companies in hopes of spurring progress.  The companies, shocked at the rumors, are not commenting; some speculated that this was just a ploy by the Governor to get the project moving.  One possibility for a new direction would be to move the 5600-seat theater under Madison Square Garden and above Penn Station into the post office site, making way for expansion of the station and new entrances on Eighth Avenue.  What started as a project to make amends for the destruction of the original Penn Station in the 1960s has taken on more relevance with the billions of dollars in new construction west of the post office, in what had been a sleepy area of railroad yards.

Read the complete story here.