3ursrvhg 5hvwrudwlrq ri 3dvvhqjhu 5dlo … · the study concluded that a combined rail-bus service...

Proposed Restoration of Passenger Rail Service on the West Trenton LineDraft Environmental AssessmentNovember 2007 Alternatives Considered

-1

2. ALTERNATIVES CONSIDERED 2.1 PROJECT HISTORY

Until 1976, when Conrail was created by the Federal government, the Reading Railroad operated passenger service on the West Trenton Line. In its final years of passenger rail operation, limited service was operated between Reading Terminal in Philadelphia and Newark Penn Station. Later, service was further limited to operate only between West Trenton and Newark Penn Stations. In 1982, the service was discontinued due to budgetary constraints and the line’s poor financial performance. Although the passenger service was discontinued, NJ TRANSIT retained operating rights for passenger service on the West Trenton Line and retained ownership of property at two of the former stations (West Trenton and Belle Mead).

A decade beyond the end of rail service in the two-county area, commercial and residential development continued to soar, leading to increased traffic congestion on arterial roads like U.S. Routes 1 and 206. Consequently, public interest in reactivating passenger rail service in Mercer and Somerset counties remained high. In response to the groundswell of support for the restoration of passenger rail service in 1994, NJ TRANSIT performed a detailed study entitled the West Trenton Passenger Restoration Study Technical Report. The study examined the proposed West Trenton Line passenger service routing as well as the physical condition and integration with freight service on the Trenton Line and the Lehigh Main Line. Additionally, NJ TRANSIT assessed factors that would limit the restoration of passenger service, including capacity and operational constraints on the Raritan Valley Line (RVL), the Trenton Line, and the Lehigh Main. The work program for the study focused on the following issues: (1) assessment of ridership potential; (2) assessment of the most cost-effective infrastructure improvements that could support restored passenger service; (3) quantification of traffic relief and air quality improvement potentials; and (4) evaluation of the merits of restoration.

The study resulted in four alternatives, all of which provided some form of passenger rail service on the West Trenton Line. The study concluded that a combined rail-bus service scheme was the most cost-effective solution; however the overall findings ultimately did not constitute a strong justification for proceeding with the project in the immediate future. The study recommended that NJ TRANSIT continue its efforts to ensure that the rail right-of-way was preserved to allow for the possibility of future service restoration.

With a continued interest in providing improved mobility options in central New Jersey, Somerset County in 1997 secured a federal earmark to fund this study, the Restoration of Passenger Rail Service on the West Trenton Line Environmental Assessment. In that same year, the North Jersey Transportation Planning Authority (NJTPA), the regional metropolitan planning organization (MPO), prepared a Statement of Approach (SOA) that endorsed the selection of Alternative 1 - Restoration of Passenger Rail Service from West Trenton to Newark as the Build Alternative, based upon the findings of the 1994 study. The SOA further recommended that the next phase of project development be the preparation of a Draft Environmental Assessment (EA). The decision to proceed with the project as an EA and with Alternative 1 was endorsed by the NJTPA, NJ TRANSIT, FTA, Somerset County and various other interested agencies. In addition to being endorsed by several overseeing agencies, Alternative 1 demonstrated the most promise with respect to improving mobility in the region, preserving the natural environment, providing consistency with local plans and policies for transit development, and offering the greatest public benefit, thereby satisfying the study goals and objectives.

Since 1997, NJ TRANSIT has focused on the continued development of the Build Alternative and the assessment of its impacts and benefits, as compiled in this Draft EA document.


Page 2-2

2.2 ALIGNMENT SUMMARY

The 27-mile West Trenton Line is owned by the CSX Corporation from its connection to Southeastern Pennsylvania Transportation Authority’s (SEPTA) R3 West Trenton Regional Rail Line at West Trenton Station in Ewing, New Jersey to the junction with the Lehigh Line near Manville. The spur leading north from Port Reading Junction to just south of the NJ TRANSIT RVL west of Bridgewater, New Jersey is owned by Bridgewater Resources, Inc.

The West Trenton Line is mostly a single-track railroad in a two-track right of way south of Hopewell Borough, and is generally single-tracked in a four-track right of way north of Hopewell Borough. The physical condition of the line is good and freight movements are significant.

At its northern end, the West Trenton Line merges with the Lehigh Line at Port Reading Junction in Manville at Milepost 57.2. Originally the line crossed the Lehigh Line via an at-grade diamond crossing and continued north for approximately 1.1 miles where it merged with what is now NJ TRANSIT’s RVL. This connecting track in Manville (“Reading Connector”) was removed from service and the diamond crossing eliminated in the early 1980’s. As part of the Build Alternative, the connecting track between the West Trenton Line and the RVL will need to be reinstated to permit a connection between the West Trenton Line and the RVL. NJ TRANSIT has retained easement rights over the 1.1 mile connecting track right-of-way, owned by Bridgewater Resources Inc. In addition, the diamond crossing of the Lehigh Line would also be reinstated (see Figure 2-1, following). From that point, the West Trenton Line service will travel east on the RVL and terminate at Newark Penn Station where commuters could transfer to other NJ TRANSIT, Port Authority Trans-Hudson (PATH), or Amtrak trains to access other New Jersey, New York City and regional destinations. At the southern end of the line, service would connect with the SEPTA R3 Line to Philadelphia via a passenger transfer at the West Trenton Station, the proposed terminus for NJ TRANSIT West Trenton Line trains.

2.3 SYNOPSIS OF ALTERNATIVES

The alternatives summarized in Table 2-1 are described more completely in the 1994 West Trenton Passenger Restoration Study Technical Report, available separately from NJ TRANSIT.To determine the best course of action for passenger service restoration, four Build Alternatives and one No Build Alternative were studied prior to selecting the Build Alternative carried through the Environmental Assessment process. Figures 2-1 through 2-4 illustrate the alternatives. The sections below specifically describe the alternatives.


Page 2-3

Table 2-1: West Trenton Line Passenger Service - Summary of Alternatives4

Alternative Number

Alternative Name

Alternative Description Proposed Stations Length of Alignment

Termini

No Build No Build The No Build Alternative represents current conditions plus any additional improvements to roadway and transit systems that have already been authorized and will be completed by 2025.

None NA NA

1 West Trenton Terminal (Build Alternative)

Restoration of passenger rail service originating from existing West Trenton SEPTA station in Ewing Township and connecting to NJ TRANSIT RVL line in Bridgewater Township, providing service to Newark Penn Station.

West Trenton I-95 (Hopewell Township) Hopewell Borough Belle Mead Hillsborough Twp

Total alignment length: 27 miles within the existing right of way

New track: 12.8 miles of second track

West Trenton/Newark

2 Jenkintown Terminal

Restoration of passenger rail service originating from Bucks County, PA to Newark Penn Station along the existing West Trenton alignment.

Jenkintown Somerton Langhorne/Woodburne

Total alignment: 48.7 miles


Jenkintown/ Newark

3 Belle Mead Terminal

Restoration of passenger rail service originating from proposed Belle Mead Station to Newark Penn Station along the existing West Trenton alignment.

Belle Mead Hillsborough Twp

Total alignment: 8.3 miles


Belle Mead/ Newark

4 Shuttle Bus between Belle Mead and Somerville

Combination of all day bus and peak rail service. Rail service would be the same as offered in Alternative 3, but a shuttle bus service would provide service to and from the stations listed in the “Stations” column, providing connections to the West Trenton and RVL.

Belle Mead Hillsborough Twp Somerville Medical Center Somerville Rail

Station

Same as alternative 3.

Rail: Belle Mead/Newark

Shuttle Bus: Belle Mead/ Somerville

Source: West Trenton Passenger Restoration Study Technical Report, SYSTRA Consulting, Inc., 1994

4 See 1994 West Trenton Passenger Restoration Study Technical Report, available from NJ TRANSIT, for the full description of the Alternatives.

%%

!(

!(

!(

!(

!(

!(

!(

!(

!(

#

#

#

#

#

#

#

#

§̈¦195

tu130

Æ·33§̈¦295

tu1

§̈¦95

tu206

Æ·27

Æ·31

tu206

tu202

Æ·27

§̈¦78

tu22

§̈¦287

§̈¦78

4567518

tu206

tu202

tu1

tu22

Æ·29

§̈¦95

§̈¦95

tu1

Propo

sed

Wes

t Tre

nton Lin

e

Amtrak/

NJTNort

heas

t Corr

idor Lin

e

ToNew

ark/ N

ewYork

NJT River Line

Port Reading Junction

ToCam

den

Existing Double TrackSouth of this Point

ToPhila

delphia

!(R3

!(R7

ToPh

ilade

lphia

DelawareR

iver

To Newark Penn Station(NJT Raritan Valley Line)

To Oak Island Yard(Conrail Lehigh Line)Norfolk-Southern

Lehigh Line

To High Bridge(NJT Raritan Valley Line)

2.8 Mile Second Track (Proposed)

Jenkintown Station(Jenkintown Borough)

Somerton Station(Philadelphia)

Langhorne/ Woodbourne Station(Middletown Township)

West Trenton Station(Ewing Township)

Bristol Myers(Hopewell Township)

Marshall's Corner(Hopewell Township)

Belle Mead(Montgomery Township)

Raider Boulevard (Alt #2)(Hillsborough Township)

Hamilton Road (Alt #1)(Hillsborough Township)

Somerset County

MercerCounty

Bucks CountyPennsylvania

Montgomery CountyPennsylvania

Philadelphia

Hillsborough

Montgomery

Manville

Millstone

Rocky Hill

Pennington

Hopewell Twp

HopewellBoro

Ewing

Jenkintown

Langhorne

Middletown

Franklin

Bridgewater

Bernards

Warren

Bedminster

Branchburg

Bernardsville

Watchung

Far Hills

Green Brook

Peapack-Gladstone

Raritan

Somerville

North Plainfield

BoundBrook

S. BoundBrook

Princeton Twp

PrincetonBoro

Lawrence Twp

Trenton

Hamilton

Washington

East Windsor

Hightstown

West Windsor

Raritan

Somerville

Bound Bro

ok

Bridgew

ater

NorthBran

ch

Trenton

Hamilton

Princeton

Princeton Jct.

Mercer County

Burlington County

Ocean County

Monmouth County

Hunterdon County Somerset County

Middlesex County

Warren County

Morris County

Union County

Essex County

Camden County

V:\GIS\ArcView\New Jersey\West Trenton\2006 Update\Fig_2-2_Alt2_Jenk_ltr.mxd - 01/16/07

Figure 2-2Alternative 2 - Jenkintown Terminal

TRANSIT0 7.5 15

Miles

Proposed Restoration of Passenger Serviceon the West Trenton Line

Sources:NJ Transit, PASDA, NJGINJanuary 2007

!( Proposed Station

NJ TRANSIT Rail Station

SEPTA Regional Rail Station

%% Port Reading Junction

Alternative 2 - Jenkintown Terminal

Proposed West Trenton Second Track

Raritan Valley Line

Northeast Corridor Line

River LINE

SEPTA Regional Rail Line

Freight Rail Line

Study Area Municipalities

%%

!(

!(

!(

#

#

#

#

#

#

#

§̈¦195

tu130

Æ·33§̈¦295

tu1

§̈¦95

tu206

Æ·27

Æ·31

tu206

tu202

Æ·27

§̈¦78

tu22

§̈¦287

§̈¦78

4567518

tu206

tu202

tu1 §̈¦95

tu22

Æ·29

Existin

g CSXTr

enton

Line

Amtrak/

NJTNort

he

ast C

orrido

r Line

ToNew

ark/ N

ewYork

NJT River Line


ToCam

den


ToPhil

adelph

ia

!(R3

!(R7

ToP

hila

delph

ia

Delawa

reRi

ver


To Oak Island Yard(Conrail Lehigh Line)

Norfolk-SouthernLehigh Line



Propo

sed W

est T

rento

n Line

Somerset County

MercerCounty


Hillsborough

Montgomery

Manville

Millstone

Rocky Hill

Pennington

Hopewell Twp

HopewellBoro

Ewing

Franklin

Bridgewater

Bernards

Warren

Bedminster

Branchburg

Bernardsville

Watchung

Far Hills

Green Brook

Peapack-Gladstone

Raritan

Somerville

North Plainfield

BoundBrook

S. BoundBrook

Princeton Twp

PrincetonBoro

Lawrence Twp

Trenton

Hamilton

Washington

EastWindsor

Hightstown

West Windsor


Belle Mead Station(Montgomery Township)


West Trenton

Raritan

Somerville

Bound Bro

ok

Bridgew

ater

NorthBran

ch

Trenton

Hamilton

Princeton

Princeton Jct.

Mercer County

Monmouth County

Ocean County

Burlington County


Middlesex County

Morris County

Union County

Warren CountyEssex County

V:\GIS\ArcView\New Jersey\West Trenton\2006 Update\Fig_2-3_Alt3_BM_11x17.mxd - 01/16/07

Figure 2-3Alternative 3 - Belle Mead Terminal

TRANSIT0 5 10

Miles



!( Proposed Station

NJ TRANSIT Stations



Alternative 3 - Belle Mead Terminal


Raritan Valley Line


River LINE



Freight Rail Line

Passenger Service Alignment

%%

!(

!(

!(

Æq

#

#

#

#

#

#

#

§̈¦195

tu130

Æ·33§̈¦295

tu1

§̈¦95

tu206

Æ·27Æ·31

tu206

tu202

Æ·27

§̈¦78

tu22

§̈¦287

§̈¦78

4567518

tu206

tu202

tu1 §̈¦95

tu22

Æ·29

Existin

g CSXTr

enton

Line

Amtrak/

NJTNort

heas

t Corrido

r Line

ToNew

ark/ N

ewYo

rk

NJT River Line


ToCam

den


ToPhil

adelph

ia

!(R3

!(R7

ToP

hila

delph

ia

Delawa

reR

iver






Propo

sed W

est T

rento

n Line

Somerset County

MercerCounty


Hillsborough

Montgomery

Manville

Millstone

Rocky Hill

Pennington

Hopewell Twp

HopewellBoro

Ewing

Franklin

Bridgewater

Bernards

Warren

Bedminster

Branchburg

Bernardsville

Watchung

Far Hills

Green Brook

Peapack-Gladstone

Raritan

Somerville

North Plainfield

BoundBrook

S. BoundBrook

Princeton Twp

PrincetonBoro

Lawrence Twp

Trenton

Hamilton

Washington

EastWindsor

Hightstown

West Windsor




West Trenton

Raritan

Somerville

Bound Bro

ok

Bridgew

ater

NorthBran

ch

Trenton

Hamilton

Princeton

Princeton Jct.

Mercer County

Monmouth County

Ocean CountyBurlington County


Middlesex County

Morris County

Union County


V:\GIS\ArcView\New Jersey\West Trenton\2006 Update\Fig_2-3_Alt4_SB_11x17.mxd - 01/16/07

Figure 2-4Alternative 4 - Shuttle Bus

TRANSIT0 5 10

Miles



!( Proposed Station

NJ TRANSIT Station



Æq Somerset Medical Center

Alternative 4 - Rail Service Alignment

Alternative 4 - Shuttle Bus Service


Raritan Valley Line


River LINE



Freight Rail Line


Page 2-8

2.3.1 No Build Alternative

The No Build Alternative represents current conditions plus any additional improvements to roadway and transit systems that have already been authorized and will be completed by 2025. This alternative is a requirement of the National Environmental Policy Act (NEPA).

The No Build Alternative for this project consists of the existing rail transit system operated by NJ TRANSIT, AMTRAK and SEPTA, and the existing parking conditions within that system, as well as programmed improvements, which are described in Tables 2-2 to 2-3 and depicted in Figure 2-5. The programmed improvements are described in detail in the New Jersey Transportation Improvement Program Fiscal Years 2007-2010, and support the objectives of the New Jersey Long Range Transportation Plan, Transportation Choices 2025.

Table 2-2: West Trenton Line No Build Alternative: Committed Projects Somerset and Mercer Counties

TIP Number* Map ID #

Project

Somerset County 94060 1 Replacement of Crusers Brook Bridge on U.S. Rt. 206 in

Montgomery Township.

779 2 U.S. Rte. 206 Bypass Sec. 14A 15A between Belle Mead-Griggstown Road to Old Somerville Road Mile posts: 62.20 - 66.30

94059 3 Belle Mead CSX bridge replacement and realignment of U.S. Rte. 206, including the development of 12’ travel lane, 10’ shoulder, sidewalk, and new signalized “T” intersection.

780 4 Widening of U.S. Rt. 206 from two travel lanes to four travel lanes

Mercer County

06398 5 Safety improvements on Rt. 29 from Sullivan Way to Upper Ferry Road in Ewing Township

T88 6 Study and Development of U.S. Rt. 1 BRT serving Mercer County

T300 7 Second Phase of RiverLINE/PATCO Extension

*Source: NJTPA Transportation Improvement Program Fiscal Years 2007-2010 and DVRPC Transportation Improvement Program Fiscal Years 2007-2010.


Page 2-9

Table 2-3: West Trenton Line No Build Alternative: Committed Projects in the Newark Area

TIPNumber

Map ID Project Name Project Description

T97 8 Access to the Region’s Core (ARC)

Increased commuter rail capacity into Penn Station, New York, with systemwide service improvements in New Jersey.

T81 9 Newark Penn Station Structural rehabilitation and lighting improvements, customer facilities improvements, and passenger circulation improvements will allow for greater ridership.

Source: NJTPA Transportation Improvement Program Fiscal Years 2007-2010 These projects will have an impact on trip-making in the West Trenton study area.

Currently NJ TRANSIT is preparing environmental documents in conformance with federal requirements for five new rail service projects that would be extensions of the existing rail system and add to train operations on existing tracks and at existing stations. The projects are:

Lackawanna Cut-Off EA

Monmouth-Ocean-Middlesex (MOM) Draft Environmental Impact Statement (DEIS)

West Trenton EA

Access to the Region's Core (ARC) DEIS

Northern Branch

In addition, NJ TRANSIT has stated that it intends to prepare a DEIS for the proposed West Shore Line in Bergen County.

Each of these proposed rail lines would have an impact on the existing rail system. The extent of the impact of each new service would depend on the anticipated ridership demand and the passenger and operating capacity of the segments of the existing system that would be used by those passengers. In addition, since all of the potential projects would attract passengers bound for Midtown Manhattan, the core system serving New York Penn Station would be affected.

Just as these proposed projects would add passengers to the existing rail system, growth on the existing lines would also increase ridership. Recognizing that investments to expand track, train handling and passenger capacity should consider the needs of the existing system and the potential new rail service projects, NJ TRANSIT is working to identify and implement core system improvements rather than have each of the new rail service projects individually plan improvements for the existing system. In the forefront of those efforts is the ARC DEIS, which is defining a plan and preparing the necessary environmental studies for a new trans-Hudson tunnel and expansion of New York Penn Station. The ARC DEIS is scheduled to be completed soon and funding is being sought to continue advancement of the project.

Other projects that are actively being advanced that would increase core rail system capacity are the Newark Broad Street Americans with Disabilities Act and Capacity Relief Project, Hudson Pocket Track, and acquisition of bi-level coaches. In addition, NJ TRANSIT has initiated its Strategic Rail Infrastructure and Operations Planning Study. That effort would further identify and evaluate capacity constraints and recommend a plan for phasing improvements.

%%

%%%%

%%%%

%%

%%

%%

%% %%

#

#

#

#

§̈¦195

tu130

Æ·33§̈¦295

tu1

§̈¦95

Æ·27Æ·31

tu206

tu202

§̈¦78

§̈¦287

§̈¦78

4567518

tu206

tu1 §̈¦95

tu22

4567518

Æ·29

tu1

tu1/9

tu22

§̈¦78

§̈¦95

§̈¦287tu202

tu130

§̈¦287

Æ·27

Æ·440

§̈¦95

§̈¦95

§̈¦78

Æ·33

tu202

4567518

Æ·33

Amtrak/

NJTNort

heas

t Co rri

dor L

ine

ToNew

ark/ N

ewYork

NJT River Line

ToCam

den

ToPhil

adelph

ia

!(R3

!(R7

ToPh

ilade

lphia

Delaware

Riv

er

Norfolk-SouthernLehigh LineTo Phillipsburg



Existin

g CSXTr

enton

Line

NJT Morris & Essex LineGladstone Branch

NJT Raritan Valley Line

Somerset County

Mercer County


Hillsborough

Montgomery

Manville

Millstone

RockyHill

Pennington

Hopewell Twp

HopewellBoro

Ewing

Franklin

Bridgewater

Bernards

Warren

Bedminster

Branchburg

Bernardsville

Watchung

Far Hills

Green Brook

Peapack-Gladstone

Raritan

Somerville

NorthPlainfield

BoundBrook

S. BoundBrook

Princeton Twp

PrincetonBoro

Lawrence Twp

Trenton

Hamilton

Washington

East Windsor

Hightstown

West Windsor

UnionLyons

Edison

Orange

Summit

Linden

Rahway

Trenton

Peapack

Garwood

Fanwood

Raritan

Leban

on

Hamilton

Metuchen

Millburn

Gillette

Stirlin

g

Cranford

Dunellen

Annandale

Princeton

Metropark

Far Hills

Gladstone

Westfie

ld

Elizabeth

Millington

Netherwood

Plainfield

Somerville

East Oran

ge

ShortHills

Murray Hill

Bound Brook

Bridgew

ater

WhiteHouse

High Bridge

RosellePark

Brick Church

South Orange

NorthBran

ch

JerseyAvenue

New Brunswick

Baskin

g Ridge

Bernard

sville

Princeton Jct.

New Providence

Newark Airport

Highland Avenue

North Elizabeth

Mountain Station

Berkele

y

Heights

SecaucusJunction

Newark

Broad

Street

NewarkPennStation

Maplewood

CP Aldene

CP NK

West Trenton

98

7

6

5

4

2

3

1

Monmouth County

Morris County

Middlesex County

Hunterdon County

Ocean County

Essex County

Union County

Burlington County

Warren County

Hudson County

Bergen County

Passaic County

V:\GIS\ArcView\New Jersey\West Trenton\2006 Update\Fig_2-5_NoBuild.mxd - 01/16/07

Figure 2-5No Build AlternativeCommitted TIP Projects TRANSIT0 7.5 15

Miles

Proposed Restoration of PassengerService on the West Trenton Line


%% Committed Project

NJ Transit Stations



Freight Terminals

Freight Rail Line

Raritan Valley Line


Morris & Essex Line

River LINE



7

TIP Number* Map ID Project Name Project DescriptionT97 8 Access to the Region’s

Core (ARC)Increased commuter rail capacity into Penn Station, New York, with systemwide service improvements in New Jersey.

T81 9 Newark Penn Station Structural rehabilitation and lighting improvements, customer facilities improvements, and passenger circulation improvements will allow for greater ridership.

Newark Area

TIP Number* Map ID # Project Description94060 1 Replacement of Crusers Brook Bridge on US Rt. 206 in Montgomery

Township.779 2 US Rte. 206 Bypass Sec. 14A 15A between Belle Mead-Griggstown Road

to Old Somerville Road Mile posts: 62.20 - 66.3094059 3 Belle Mead CSX bridge replacement and realignment of US Rte. 206,

including the development of 12’ travel lane, 10’ shoulder, sidewalk, and new signalized “T” intersection.

780 4 Widening of US Rt. 206 from two travel lanes to four travel lanes

Somerset County

TIP Number* Map ID # Project Description6398 5 Safety improvements on Rt. 29 from Sullivan Way to Upper Ferry Road in

Ewing TownshipT88 6 Study and Development of US Rt. 1 BRT serving Mercer County

T300 7 Second Phase of Riverline/PATCO Extension

Mercer County

*These projects will have an impact on trip making in the West Trenton Study Area


Page 2-11

Considering NJ TRANSIT’s initiatives to address core system capacity needs, each of the proposed new rail service projects are being advanced based upon the premise that capacity would be available on a modified existing rail system to accommodate passenger demand. As a result, the train service plans for the proposed new rail services are not constrained by current capacity limitations. Instead, the service plans are being designed to provide attractive and practical service frequencies, to address line specific configuration attributes and to accommodate passenger demand. Over time, as new rail service projects and core system capacity investments are advanced, coordination of implementation schedules would be necessary to ensure the availability of capacity for expanding passenger demand.

2.3.2 Build Alternatives

While all of the Build Alternatives include rail passenger service along the West Trenton Line, they are also all unique, insofar as each uses varying degrees of the right-of-way. The Build Alternatives for this study were assumed to operate with a diesel-electric locomotive and six coaches. In addition, unconstrained parking was assumed at all Northeast Corridor (NEC) and RVL stations. The 1994 West Trenton Passenger Restoration Study Technical Report describes the Alternatives in depth. The following sections summarize the four Build Alternatives developed in the 1994 study.

2.3.2.1 Alternative 1 – Restoration of Passenger Rail Service from West Trenton to Newark

Alternative 1 (see Figure 2-1) would restore passenger rail service from West Trenton to Newark Penn Station via the RVL, using the full length of the 27-mile West Trenton Line right of way in New Jersey. Passengers would transfer at Newark Penn Station for connecting service to New York. Passengers bound for Philadelphia would transfer to SEPTA’s R3 rail service at the West Trenton Station, the southern terminus of NJ TRANSIT’s proposed West Trenton passenger rail line. In 1994, two, three, four and five peak period rail trip scenarios were developed for this alternative to test ridership demand sensitivity over a range of service patterns. This alternative also includes the addition of 12.8 miles of new, second track along the existing single-track West Trenton Line between Sunnymeade Road grade crossing (MP 54.5) and Port Reading Junction (MP 57.3) and between the Pennington-Hopewell Road bridge (MP 40.2) and Belle Mead Station (MP 50.2).

2.3.2.2 Alternative 2 – Extension of Passenger Rail Service to Bucks County, PA

Alternative 2 (see Figure 2-2) would extend passenger service south of West Trenton into Bucks County, PA. This alternative sought to increase ridership by attracting potential Pennsylvania riders. However, subsequent ridership forecasting found that direct rail service from West Trenton to Pennsylvania would result in a total 140-180 rail trips, with only 25-35 new riders being diverted from using their automobiles.

The value of this alternative was deemed marginal since the train would have to travel an additional 21.7 miles as compared to a West Trenton terminus (Alternative 1), a total trip of 48.7 miles. In addition, coordinating operational activities with SEPTA and CSX would be highly complex since NJ TRANSIT does not have rights to operate rail passenger transportation service on the SEPTA / CSX rights of way in Pennsylvania, and the additional 12.8 miles of new, second track required in Alternative 1 would also be required for this alternative. The institutional and operational issues that would need to be overcome to support Pennsylvania service resulted in the elimination of this alternative.


Page 2-12

2.3.2.3 Alternative 3-Restoration of Passenger Rail Service from Belle Mead to Newark

Alternative 3 (see Figure 2-3) would restore passenger rail service originating from a southern terminus at Belle Mead, thereby only using a portion (8.3 miles) of the full right-of-way. Additionally, only 2.8 miles of additional second track would be required (between the Sunnymeade Road grade crossing and Port Reading Junction). This alternative would be less disruptive to CSX freight service since passenger trains would occupy the Trenton Line for a shorter distance than if it were to originate from West Trenton. Furthermore, this service pattern would serve a majority of the new riders that would be attracted to the full West Trenton Line service. As with Alternative 1, scenarios ranging from two to five rail trips were developed for this alternative. Difficulty in siting a storage yard led to considering other alternatives.

2.3.2.4 Alternative 4- Enhancement of Belle Mead Option with Shuttle Bus

Alternative 4 (see Figure 2-4) would enhance Alternative 3 by offering new, all day shuttle bus service between Belle Mead and Somerville, thereby supplementing the peak train service offered in Alternative 3. Passengers would be able to connect to rail service on the RVL at the Somerville Station or disembark at major employment destinations, such as the Somerville Medical Center, which lie along the route. This alternative was explored using three rail trips in each direction and served as a potentially more cost-effective and flexible option to the full rail service scenarios. As with Alternative 3, difficulty in siting a storage yard led to considering other alternatives.

2.4 BUILD ALTERNATIVE – ALTERNATIVE 1Alternative 1 – Restoration of Passenger Rail Service from West Trenton to Newark was selected as the Build Alternative for this project. Restoring passenger rail service that originates in West Trenton and terminates at Newark Penn Station offered the most value from both an operational and institutional standpoint. One advantage to this alternative is the ease with which a storage yard can be developed. Unlike the area around Belle Mead (the terminus for Alternatives 3 and 4), the West Trenton terminus (Alternative 1) provides a site capable of storing train equipment. Alternative 1 also provides a critical NJ TRANSIT link in West Trenton with SEPTA’s R3 rail service, which operates into Center City Philadelphia and to Philadelphia’s 30th Street Station.

Another driving force in the decision to select this alternative is the alternative’s ability to divert passengers from crowded NEC trains and parking lots. The alternative would result in shorter drive times for many existing NEC commuters living within the two-county study area, many of whom must currently travel a considerable distance to reach a station on the NEC Line. Residents who are most likely to use the proposed Hopewell and Belle Mead Stations on the West Trenton Line (the furthest points from the NEC stations) now commute about 14 miles to the nearest NEC station in Princeton. During off-peak travel times, the commute to the stations takes about 30 minutes; however, commuters coming from north of the NEC are largely confined to U.S. Route 206. A report issued by the National Center for Transportation and Industrial Productivity and the New Jersey Institute of Technology5, found that the costs of traffic congestion on commuters is highest in Somerset County, with total time, fuel, and productivity loss costs totaling nearly three times the statewide average. As a result, the actual commute time to the existing NEC stations may be significantly greater than 30 minutes.

This net result dovetails with a key project need to decrease dependence on vehicular transportation between the study area and the regional urban centers (New York and Philadelphia), thereby reducing traffic and congestion. 5 2000, National Center for Transportation and Industrial Productivity and the New Jersey Institute of Technology. Mobility and the Costs of Congestion in New Jersey.


Page 2-13

In addition to providing shorter drive times for many rail commuters, Alternative 1 will generate parking availability at both NEC and western RVL stations. The restoration of service on the West Trenton Line is expected to open currently occupied spaces at NEC stations in Princeton Junction, Hamilton and Trenton. Figure 2-1 in the section 2.3.2.4 above illustrates the proposed service.

2.4.1 Description of Build Alternative Improvements to the West Trenton Line and Connection to RVL

After the selection of the Build Alternative based on the work in 1994, a more comprehensive development of conceptual engineering was prepared. This section describes the West Trenton Line infrastructure improvements necessary to accommodate joint passenger and freight service. Upgrades would be required throughout the proposed joint operating segment (West Trenton to Port Reading Junction) and reinstatement of the Reading Connector would be necessary. In addition, station improvements, parking areas, new stations and a train storage yard would be required. The following sections outline needed improvements to the line.

2.4.1.1 Track Improvements

Proposed track improvements to accommodate both passenger and freight service within the right-of-way include:

Reinstallation of track on the Reading Connector, an abandoned railroad right-of-way between Port Reading Junction and the RVL;

Construction of a second track at two locations;

Construction of a new uncontrolled siding/storage track near Skillman, between Milepost 45.5 and Milepost 46.7 to replace the existing uncontrolled siding that will be displaced by the construction of the second track;

Relocation of Control Point (CP) Wing.

The proposed track will be built on the roadbed of the former second track that was removed in the mid-1980’s. No significant earthwork is required to support the proposed trackwork. New track construction includes removal of the top one-foot of existing ballast and construction of a new ballast section. New track construction is comprised of new continuously welded rail (132RE) on wood ties with new elastic fasteners, tie plates, and other track material (OTM). The Reading Connector and other track construction that would be on NJ TRANSIT property or used exclusively by NJ TRANSIT trains will be built with concrete ties.

Reading Connector

The reconstruction of the Reading Connector consists of installing new track from a diamond crossing with the Norfolk Southern Lehigh Line at Port Reading Junction to the RVL. This work includes:

Construction of new track;

Construction of an at-grade diamond crossing with the Norfolk Southern Lehigh Line at Port Reading Junction;

Structural rehabilitation of the Raritan River Bridge (spanning the Raritan River between Manville and Bridgewater);

Relocation or elimination of industrial tracks on property owned by Bridgewater Resources, Inc.; and,


Page 2-14

Installation of a new Number 20 left-hand turnout and a new Number 20 left-hand crossover on the RVL at Milepost 31.8.

Proposed Additional Track

Construction of a second track is proposed at two locations on the West Trenton Line. The first location runs from Milepost 40.2 to Milepost 50.1. The second runs from Milepost 54.5 to the proposed diamond crossing for the Reading Connector (Milepost 57.3). This work includes:

Construction of new track;

Construction of number 20 turnouts to connect second track to existing West Trenton Line, called CP Glen Moore (Milepost 40.2), CP Belle Mead (Milepost 50.1) and CP Hillsborough (Milepost 54.5);

Construction of two new Number 20 crossovers in a universal configuration at Milepost 47.5, and proposed to be called CP Skillman.

Construction of a new uncontrolled siding/storage track near Skillman, between Milepost 45.5 and Milepost 46.7 to replace the existing uncontrolled siding displaced by the construction of the second track.

Relocation of CP Wing will extend the two-track railroad 1,000 feet to the east to Milepost 35.9. Proposed work includes construction of new track and a new Number 20 turnout.

2.4.1.2 Structures

A bridge survey conducted in 1998 (See Appendix A) and supplemented in 2000 visually inspected thirty-six existing railroad structures between West Trenton and Manville, including the existing truss bridge over the Raritan River on the Reading Connector alignment. As the project moves forward, more thorough inspections and bridge ratings for each structure will be required.

The West Trenton Line is an active freight railroad; consequently the existing undergrade (UG) bridges are presently in use as one-track and in some cases, two-track bridges. Similarly all overhead (OH) bridges are active as automobile or pedestrian carrying structures. In most cases the existing bridges were built to accommodate two or more railroad tracks but are currently only carrying one track due to the track rationalization program by Conrail in the early 1980’s. Since the project seeks to reinstall track in the same location from which it was previously removed, the impact to existing structures will be minimal. However, there are several exceptions. The construction of additional track from Milepost 40.2 to the RVL will have a construction impact at the following structures:

Bridge Milepost 50.11 (OH at U.S. Route 206) – The existing structure is slated for demolition and replacement by the New Jersey Department of Transportation (NJDOT). A final location for the new bridge is in the process of being selected. NJ TRANSIT has been coordinating with NJDOT to provide a new span long enough to accommodate construction of island platform at Belle Mead Station.

Bridge Milepost 56.22 (UG at Royce Creek) – Based on the visual inspection, additional investigation is required to determine if the existing bridge deck needs to be replaced.

Bridge Milepost 57.66+ (UG at Raritan River on the Reading Connector right of way) – The overall condition of the structure is poor. Several improvements are required to


Page 2-15

bring the bridge up to a suitable level to carry two tracks of passenger and freight traffic. These recommendations are made pending additional investigations.6

2.4.1.3 Signal Improvements

Signal improvements are comprised of new signals at proposed interlocking locations and station platforms. The current signal system uses Electrocode Modules providing a two-block, three-aspect on the West Trenton Line. The proposed layout will also utilize Electrocode modules and will be in accordance with Northeast Operating Rules Advisory Committee (NORAC) operating rules. The interlockings and new signals being proposed have been located using the information provided for a 150 Car – 135 ATPC (Area Transportation Planning Committee) – 20,278 TONS TDA (Transportation Development Association). Modifications to the existing signal block boundaries were done to avoid safe-braking distance problems for freight trains.

NJ TRANSIT has taken into account the locations of the present and future stations on the West Trenton Line for following moves, and the requirement of a leaving signal for all station stops. This leaving signal provides the train operator with the appropriate signal aspect to govern their train. Cab signals will not be implemented into this proposed layout.

The existing signal equipment will be replaced and relocated during the construction of the new station platforms and second track. The relocated equipment includes highway crossing cases, highway crossing gates, signals, cases, and instrument houses. The construction activities will require staging support and additional hardware to minimize the impact to the railroad operations. The additional equipment, including additional houses, cases, signal, conduit, and cable is needed so that work can be performed at one location without disrupting the service at other locations.

Signal improvements are proposed at the following locations. Any existing equipment may be relocated to one of the following locations:

1. CP Wood to West Trenton (Milepost 28-32)

Move signal 29E-1 / 29E-2

Install new leaving signals at Yardley Station

2. West Trenton (Milepost 32-33)

Install new signals for yard (entrance and exit)

Install / relocate signals for Trent Interlocking

Install leaving signals for West Trenton Station

3. CP Wing (Milepost 35-36)

Install leaving signals for I-95 Station

Install / relocate signals for CP Wing

4. Signals 38E-1 / 38W-1 (Milepost 38)

Install new distant signal for CP Wing and CP Glen Moore

5. CP Glen Moore (Milepost 40)

Install new interlocking signals for new second track north

6 Bridge Inspection Survey Report, Reading Connector M.P. 57.66 Over Raritan River; KS Engineers, P.C. November 20, 2000


Page 2-16

6. Hopewell Station (Milepost 43)

Install new leaving signals for Hopewell Station

7. Signals 45E-1 and 2, Signals 45W-1 and 2

Install new automatic and distant signals

8. Skillman Siding

Install new electric locks for Skillman Siding

9. CP Skillman

Install new interlocking Central Instrument House (CIH) for universal crossover

Install new switches, signals and associated equipment

10. CP Belle Mead

Install new interlocking CIH for end of siding.

Install new leaving signal for Belle Mead Station

11. Signals 52W-1, 52E-1

Install new distant signals

12. Signal 54W-1

Install new leaving signal for Hillsborough Station

13. Signals 56W-1 and 2, 56E-1 and 2 (Milepost 56.3)

Install new distant signals

14. CP Port Reading Junction

Install new signals for Track 2

Relocate home signal for Track 1

Install new switches, signals and associated equipment

Modify existing signal logic for interlocking

15. Bridgewater Interlocking

Relocate home signal for Track 1

Modify existing signal logic for interlocking

2.4.1.4 Grade Crossing Improvements

During the summer of 2000, five of the six existing grade crossings in the project area were renewed by CSX. The crossing at Louellen Street in Hopewell Borough was not renewed. Crossing renewal included spot tie replacement, installation of a Railseal® crossing and replacement of bituminous concrete pavement. New grade crossings proposed for this project would be Railseal® or equivalent to match the existing installation.

The installation of new grade crossings for the proposed second track and the relocation of the existing flasher and gate on the north side of the right-of-way are recommended for the following six crossings:


Page 2-17

1. Louellen Street in Hopewell Borough (Milepost 42.03)

2. Province Line Road on the border between Somerset County and Mercer County (Milepost 44.20)

3. Spring Hill Road in Montgomery Township (Milepost 44.57)

4. Hollow Road in Montgomery Township (Milepost 45.29)

5. County Road 601 in Montgomery Township (Milepost 47.39) and

6. Sunnymeade Road in Hillsborough Township (Milepost 54.30).

In addition, the relocation of cantilever structure with a flasher on the north side of the right-of-way is proposed at the Spring Hill Road crossing.

One new grade crossing for the proposed track will be required in Bridgewater Township at the intersection of the proposed track for the Reading Connector and the private lane serving the BRI trash transfer station and the water treatment facility owned by Elizabethtown Water. New flashers and gates will be installed.

2.4.1.5 Stations

An initial list of 17 potential station sites was compiled based on an analysis of the following considerations: (1) the original commuter station stops along the corridor; (2) sites studied under previous analyses; and (3) sites with potential for capturing ridership due to recent development. Each of these initial potential station stops were reviewed and rated with respect to the following criteria:

Topography DrainageStructuresParking Capacity Land Availability Ease of Access Traffic Impacts Freight Impacts

RidershipTransportation Benefits Land UseLocal Support Hazardous Materials Historic Impacts Wetlands

An evaluation of the performance of each location for the criteria resulted in the selection of the following five station stops for the Build Alternative:

1. West Trenton

2. I-95

3. Hopewell Borough

4. Belle Mead

5. Hillsborough

Proposed station work will occur at both existing stations and new stations. Proposed enhancements at the existing West Trenton Station include mini high-level platforms and elevators to provide access to the existing pedestrian underpass. New stations are proposed at I-95, Hopewell, Belle Mead and Hillsborough. Typical station construction accommodates existing freight service and is compliant with the Americans with Disabilities Act (ADA). Wide freight


Page 2-18

loads require that stations be constructed with low-level platforms that allow for additional clearance through the rail corridor (the platforms lie beneath the beds of passing wide-load freight trains). Mini high-level platforms with bridge plates create accessibility for disabled passengers. (Mini high-level platforms and bridge plates are currently used on the Port Jervis Line operated by NJ TRANSIT for Metro North.) Stations located on double-tracked sections of the West Trenton Line also include pedestrian overpass structures with stairs and elevators. All stations include automobile parking lots with access to local roads. Proposed construction at each station is detailed below.

West Trenton Station

The project proposes to use the existing West Trenton Station as the terminal station for NJ TRANSIT trains. Located at Milepost 32.5, West Trenton station is presently used by SEPTA as the terminal station on its R-3 West Trenton Regional Rail Line. The existing waiting room on the north side of the right-of-way (inbound side for SEPTA’s Philadelphia-bound service, and outbound side for NJ TRANSIT’s proposed Newark-bound service) is owned by NJ TRANSIT and used by SEPTA. The former station building on the south side of the right-of-way is privately owned and has been renovated and put to adaptive reuse by an architectural firm. Proposed improvements include:

Two elevators to provide access to the existing pedestrian underpass Two mini high-level platforms, one on each existing side platform A 90-car parking lot on the south side of the right-of-way

I-95 Station

The proposed I-95 Station is a new station to be located at Milepost 35.6. The proposed station provides access to I-95. It also provides access to the new Merrill Lynch office campus. Proposed construction includes:

Low-level island platform with a mini high-level platform Pedestrian overpass with three elevators and three stairs Site grading and stormwater detention Demolition of frame dwelling and outbuildings A 100-car parking lot on the north side of the right-of-way on property provided by Merrill Lynch as part of its approved development plan A 50-car parking lot and Drop-off/Pick-up lane on the south side of the right-of-way with access from Reed Road

Hopewell Station

The existing former station area in the Borough of Hopewell is not available to the project. The Borough of Hopewell recently purchased and renovated the existing station building for its own use. The Borough is also in the process of renovating the existing freight house on the same property. The project proposes a new Hopewell Station at Milepost 42.9, approximately 1500 feet east of the existing station. Proposed construction at Hopewell station includes:

Low-level island platform with a mini high-level platform Pedestrian overpass with two elevators and two stairs Site grading and stormwater detention A 100-car parking lot and drop-off/pick-up lane on the south side of the right-of-way with access from Somerset Street


Page 2-19

Belle Mead Station

The existing station at Belle Mead is proposed to be redeveloped for use in the project. The existing station building and existing shelter building will be rehabilitated. Construction of new facilities at this location will occupy land freed up by the relocation of U.S. Route 206 (in the vicinity of Milepost 50.1). Proposed construction at Belle Mead Station includes:

Rehabilitation of the existing station building and shelter building Low-level island platform with a mini high-level platform Site grading and stormwater detention A 450-car parking lot and drop-off/pick-up lane on the south side of the right-of-way with access from Township Line Road

Hillsborough Station

Hillsborough Station is a new station location proposed at Milepost 52.9 near the intersection of the West Trenton Line and Amwell Road. Site sketch plan design has been coordinated with NJDOT has rebuilt the Amwell Road bridge over the West Trenton Line on a new alignment. Proposed construction of the Hillsborough Station includes:

A low-level island platform with a mini high-level platform Site grading and stormwater detention Site clearing and grubbing A 376-car parking lot and drop-off/pick-up lane on the north side of the right-of-way with access from realigned Amwell Road

2.4.1.6 West Trenton Rail Yard

An approximately 9-acre storage yard is proposed to be located west of West Trenton Station on the north side of the right-of-way. The facility includes a small building for employee facilities, approximately 9000 feet of track to accommodate 6 trains, storage, and a parking lot for 30 employees. Only light maintenance and cleaning are to be performed at this location. NJ TRANSIT’s existing Meadows Maintenance Complex in Kearny, New Jersey will serve as the heavy maintenance facility for the West Trenton Line trains. Construction includes:

Clearing and grubbing Site grading Number 20 crossover to the east of the proposed east yard turnout Turnouts and lead tracks from the main track on both ends of the yard Ladder tracks at both ends of the yard comprised of both Number 8 and Number 10 turnouts Six storage tracks with a minimum storage length of 800 feet; storage tracks are on alternating 15-foot and 25-foot centers. The 25-foot track spacing allows for the construction of an access aisle between tracks to give service personnel access to trains in storage. Each storage track is proposed to have track pans installed at each end-- track pans are commonly installed in locations where diesel locomotives are stored or idled for long periods of time. Stormwater runoff from the track pans will pass through an oil/water separator before being discharged One storage track will have a 700-foot long section of pit track with posted rail to permit undercar inspection. Stormwater detention Yard lighting Hotel power


Page 2-20

Water hydrants Fencing, landscaping and buffering A 1000 square foot building for employee facilities and storage A 30-car employee parking lot Access road construction and improvements to the existing driveway to the NJ Department of Corrections Knight’s Farm facility Diesel fueling facility

2.4.1.7 Property Acquisition

Property acquisition is required at several station locations and the yard location, as described below and summarized in the following table. In addition, construction of the Reading Connector will require an easement with the current owner.


Following a meeting with Clarke-Caton-Hintz Architects in June, 2000, the proposed site design was modified to show a 90-space parking lot on a strip of land along the south side of the right-of-way. The proposed construction will require purchase of 0.3 acres of land from Clarke-Caton-Hintz and 0.7 acres of land from CSX.

I-95 Station

Two separate lots are proposed to provide parking at the I-95 Station. A 100-space parking lot on a one-acre site is proposed on property owned and being developed by Merrill Lynch. The general development plan, approved by Hopewell Township requires Merrill Lynch to provide one acre of land and the parking lot for the I-95 station (see Appendix C). Primary parking for the station will be located on the east side of the tracks. The second parking area is a 50-space parking lot on the south side of the railroad on Block 91 Lot 14.02, a privately-owned parcel.

Hopewell Station

The conceptual site design for Hopewell Station proposes a 100-space parking lot on Block 12 Lot 8.01. The 3.36-acre property is privately owned but available for purchase.

Belle Mead Station

The proposed U.S. Route 206 bypass will create a new parcel between the new highway and the existing one. The parcel will be subdivided from Block 4001 Lot 33. The conceptual site design for the Belle Mead parking lot proposes to acquire this new parcel and use Block 5002 Lot 7, which is currently owned by NJ DOT.

Hillsborough Station

A subdivision of Block 200B, Lot 3 (49.22 acres), owned by NJDOT, is required to provide a 376-space parking lot adjacent to the proposed station location. The area of the subdivided parcel required for the proposed parking lot is nine acres.

West Trenton Rail Yard

The storage yard requires purchasing portions of two properties. Approximately 4.5 acres is required of a 245.7-acre parcel (Block 411 Lot 11) that is presently farmed by the State of New Jersey General Services Administration as part of its correctional facilities system. Another 3.5 acres is required of a 9.63-acre parcel (Block 412 Lot 2) that is owned by the State of New Jersey and was purchased under the Farmland Preservation Program. In 2000, the State Agriculture Development Committee (SADC) released 10 acres from the Farmland Preservation Deed of


Page 2-21

Easement to allow NJ TRANSIT to develop a train yard on the property. If the 10 acres are not used for the train yard, the land reverts to preserved farmland.

Table 2-4 Property Acquisitions and Easements Required

Station Block LotSize (acres)

Taking(acres) Note

341.01 3.01 9.63 None Easement required for auxiliary driveway 341.01 3 12.91 None Easement required for auxiliary driveway

342 1 39.3 approx.* 0.7 Property acquisition required for parking lot

342 3 2.86 0.3 Property acquisition required for parking lot

342 3 2.86 None Easement required for mini-high level platform


342 4 1.14 None Easement required for mini-high level platform

91 3.98 75.51 None Easement required for parking lot, driveway I-95 Station**

91 14.02 5.08 5.08 Property acquisition required for parking lot, driveway

Hopewell Station 12 8.01 3.2 3.2

Property acquisition required for parking lot, driveway

4001 33 154.3 4.0 Farm Land Qualified. Property acquisition required for parking lot, driveway

5002 2 2.08 2.08 Property acquisition required for future parking lot

Belle Mead Station

5002 7 2.37 2.37 Property acquisition required for parking lot, driveway

Hillsborough Station 200B 3 49.22 9.0

Property acquisition required for parking lot, driveway

411 11 245.73 8.4 Property acquisition required for yard West Trenton Yard 412 2 9.63 4.7 Property acquisition required for yard

* Block 342, Lot 1 is the existing West Trenton Line right of way through Ewing Township. Ewing Township does not have an exact acreage for this parcel. **Property required for I-95 station to be provided by Merrill Lynch. See Appendix C for development plan proposal. Source: SYSTRA Consulting, Inc., 2004

2.4.2 Description of Optional Elements Studied but Not Included in the Build Alternative

The Build Alternative includes three optional elements that are not proposed as part of the project but have been considered in response to requests from the freight rail lines and the affected communities along the proposed West Trenton Line. Figure 2-6 illustrates the location of the optional elements. Conceptual design, operational analyses and capital cost estimates of these elements were prepared. In addition, preliminary environmental assessments were made. The results of these studies concluded that the passenger and freight operations could operate effectively without these costly and impacting improvements. Therefore, these optional elements are not included in the Build Alternative for this project. However, a full description of these


Page 2-22

elements is included in the Proposed Restoration of Passenger Rail Service on the West Trenton Line: Optional Elements Technical Report and Capacity Analysis (CP Port Reading Junction Diamond Crossing), February 2007, available from NJ TRANSIT. A brief description of each element is included below.

Additional 4.4 Mile Second Track Segment – This option would construct a second track between milepost 54.5 and milepost 50.1 and a new #20 universal interlocking at CP Kyle at approximately milepost 56.3 (from the Belle Mead Station to just north of Sunnymeade Road grade crossing in Hillsborough, Figure 2-6). This option would provide greater capacity than is necessary for the Build Alternative and any foreseeable freight service growth.

Manville Station - Responding to a request by the Borough of Manville, NJ TRANSIT is also considering an optional station located in Manville (see Figure 2-7). The candidate station site is located in Manville Borough, Somerset County, and was formerly the Weston Station stop along the West Trenton Line. The candidate station site is located at the intersection of South Main Street and Kennedy Boulevard to the north of the right of way. The majority of the original station building and platform have been demolished, and the site is undeveloped and potentially available for a new station and associated commuter parking with access directly on to Kennedy Boulevard The surrounding area is primarily a well-established residential community. The proposed station’s proximity to the proposed station in Hillsborough, combined with no access to major highways, indicates that it would serve limited local demand and not be a significant park & ride facility.

Grade Separated Crossing at Port Reading Junction – This option includes the construction of a flyover structure to permit grade separation with the Lehigh Line. The flyover would replace the diamond crossing included as part of the Build Alternative. The structure would be approximately 3,300 feet long, starting at grade approximately 1,900 feet west of Port Reading Junction on the West Trenton Line and extending approximately 2,400 feet east of the Junction on a reinstated connecting track. The flyover structure would rise to approximately 30 feet over the Lehigh Line to provide a required clearance of 26 feet for Lehigh Line freight trains. West of Port Reading Junction, the flyover structure would be constructed on retained fill. East of the Junction, for approximately 1,800 feet to the Raritan River, the flyover structure would consist primarily of steel deck girder spans on concrete piers at 80 foot intervals. Figure 2-8 illustrates the construction type of the flyover.

At the Raritan River, a new bridge would be constructed approximately 50 feet north of the existing steel truss bridge that formerly carried the connecting track east of the Raritan River. The remaining new structure required to bring the reinstated connecting track down to the existing grade would extend for approximately 300 feet from the river and be constructed on retained fill.

!(

!(

!(

!(

!(

!(

Optional Manville Station(Manville Borough)

4.4 Miles of Optional Second Track

#

#

#

#

#

#

#

§̈¦195

tu130

Æ·33§̈¦295

tu1

§̈¦95

tu206

Æ·27

Æ·31

tu206

tu202

Æ·27

§̈¦78

tu22

§̈¦287

§̈¦78

4567518

tu206

tu202

GF

tu1 §̈¦95

tu22

Æ·29

Propo

sed W

est T

rento

n Line

Amtrak/

NJTNort

heas

t Corr

idorLin

e

ToNew

ark/ N

ewYo

rk

NJT River Line

Port Reading JunctionOptional Flyover

ToCam

den


ToPhil

adelph

ia !(R3

!(R7

ToP

hila

delph

ia

Delawar

e Riv

er





10 Mile Second Track (Proposed)


Somerset County

MercerCounty


Hillsborough

Montgomery

Manville

Millstone

Rocky Hill

Pennington

Hopewell Twp

HopewellBoro

Ewing

Franklin

Bridgewater

Bernards

Warren

Bedminster

Branchburg

Bernardsville

Watchung

Far Hills

Green Brook

Peapack-Gladstone

Raritan

Somerville

North Plainfield

BoundBrook

S. BoundBrook

Princeton Twp

PrincetonBoro

Lawrence Twp

Trenton

Hamilton

Washington

East Windsor

Hightstown

West Windsor

Hillsborough Station(Hillsborough Township)


Hopewell Station(Hopewell Borough)

I-95 Station(Hopewell Township)

West Trenton(Ewing Township)

Raritan

Somerville

Bound Bro

ok

Bridgew

ater

NorthBran

ch

Trenton

Hamilton

Princeton

Princeton Jct.

Monmouth County

Ocean CountyBurlington County

Hunterdon County

Middlesex County

Morris County

Union County


V:\GIS\ArcView\New Jersey\West Trenton\2006 Update\Figure_2-6_Optinal Elements Location_ltr.mxd - 01/16/07

Figure 2-6Build Alternative Optional Elements

TRANSIT0 5 10

Miles



!( Proposed Stations

!( Manville Station Option

GF Flyover Option

NJ TRANSIT Stations


Proposed West Trenton Alignment


Optional Second Track

Raritan Valley Line


River LINE

SEPTA Regional Rail line

Freight Rail Line



Page 2-26

The new Raritan River Bridge would consist of two spans, each 150 feet long, with a center pier in the river adjacent to the existing center pier of the old bridge. The old bridge is listed on the State Register of Historic Places, and as such, consideration has been given to the design of the new bridge to avoid an adverse effect as outlined by Section 106 Federal Regulations - Protection of Historic Properties (36 CFR PART 800 Subpart B - The Section 106 Process - Sec. 800.5) New truss bridge alternatives were considered similar to the existing bridge, along with through girder and deck girder alternatives. These alternatives were considered in conjunction with NJSHPO and a slim deck girder structure was eventually selected for further evaluation on the basis that this would have the least visual impact on the existing historic bridge. Figure 2-9 illustrates the optional new bridge over the Raritan River. Railroad operations as described in Section 2.5.1.1 below determined that the proposed West Trenton Line infrastructure would be effective and not require the grade separated crossing at Port Reading Junction.

The three optional elements are independent and their impacts are considered separately in the,Proposed Restoration of Passenger Rail Service on the West Trenton Line: Optional Elements Technical Report and Capacity Analysis (CP Port Reading Junction Diamond Crossing),February 2007, available separately from NJ TRANSIT.

2.5 TRANSIT OPERATIONS

2.5.1 Build Alternative Service Plan

A total of fourteen trains are proposed to operate each weekday on the West Trenton Line between 5 AM and 10 PM, as shown in the table below.

Table 2-5: Build Alternative Operating Plan

Time Period From West Trenton

to Newark From Newark to

West Trenton Total 5:00-9:00 AM 5 1 6Midday 1 1 24:00-10:00 PM 1 5 6Total 7 7 14

Source: NJ TRANSIT, 2004

All fourteen trains would stop at all West Trenton Line stations and at select stations on the Raritan Valley Line east of and including Bridgewater Station. The trains would terminate in Newark, where passengers could transfer to other NJ TRANSIT, PATH, or Amtrak trains as well as to the Newark City subway, buses and taxis, or walk to destinations in Downtown Newark.

The mixture of peak and off-peak trains (in both directions) would serve several markets:

Passengers from the service area making work trips to Newark, Jersey City, Hoboken, and New York City; Passengers traveling to work locations within the service area; Passengers making off-peak, recreational or other non-work trips to and from the service area.

Rail travel time between West Trenton and Newark Penn Stations would be 1 hour and 20 minutes with travel time from the other stations as follows:

I-95 Station: 1 hour, 15 minutes Hopewell Station: 1 hour, 8 minutes Belle Mead Station: 57 minutes Hillsborough Station: 53 minutes


Page 2-28

Fourteen trains would operate daily on the West Trenton Line from 5 AM to 10 PM. The frequency for peak direction and peak period trains would be approximately every half hour.

2.5.1.1 Impact on Other Lines and Services

West Trenton Line trains would stop at stations on the RVL east of and including Bridgewater; as a result, the proposed service would represent an increase in RVL frequency and capacity that has been assumed as part of the ARC project.

The potential for interference between freight and West Trenton Line passenger traffic would exist at three locations:

1. The West Trenton Line passenger trains would share the CSX Trenton Line with CSX traffic between Port Reading Junction and West Trenton. This trackage presently carries no passenger traffic.

2. West Trenton Line travel between the CSX Trenton Line and the NJ TRANSIT RVL would be via the proposed restoration of the “Reading Connector” track, which would cross the Norfolk Southern Lehigh Line track at an at-grade diamond crossing in Port Reading Junction. The Lehigh Line in this area is presently used by Norfolk Southern and Canadian Pacific freight traffic.

3. The West Trenton Line passenger trains would, along with RVL traffic, also share the Conrail SAC Lehigh Line with CSX, Norfolk Southern, and Canadian Pacific traffic for about six miles between CP-Aldene and CP-NK.

To offset the potential effects of West Trenton Line passenger service on the CSX Trenton Line, a package of improvements to the 22 miles affected is proposed. These include a CTC (Centralized Traffic Control) /TCS (Traffic Control System) with a new NORAC-compliant wayside block signal system and more than 10 miles of new second track, as described earlier in this chapter.

To test the effectiveness of the proposed improvements in mitigating the effects of the passenger trains on freight operations, extensive simulation of the subject territory with improvements in place was performed using SYSTRA Consulting’s RAILSIM® Network Simulator. The primary assumptions underlying the simulations were as follows:

CSX freight traffic was increased 50% over observed March 2000 levels;

NS freight traffic was increased 100% over observed March 2000 levels;

14 daily NJ TRANSIT trips between West Trenton and Newark, with station stops at Hillsborough, Belle Mead, Hopewell, and I-95, were simulated to ensure that future expansion of passenger service would not be precluded;

Maximum Authorized Speed (MAS) on the CSX Trenton Line was 50 MPH for freights not otherwise restricted by CSX Operating Rules and 79 MPH for NJ TRANSIT passenger trains. MAS over the Lehigh Line diamond crossing was 30 MPH for passenger trains and 25 MPH for freight trains.

Both tracks between CP-Aldene and CP-NK were available for passenger and freight use during peak periods as required by schedule or operating conditions;

NJ TRANSIT was assumed to use Hunter siding in the off-peak to limit NJ TRANSIT opposing train meets between CP-Aldene and CP-NK on the Lehigh Line;


Page 2-29

Restoration of ten miles of second main track on the Lehigh Line are now under construction (and will be complete by 2008) between CP-Bound Brook and CP-Potter, as part of a package of $50 million of improvements (Freight Rail Improvement Program) jointly sponsored by NJDOT, the Port Authority of New York and New Jersey (PANYNJ), Norfolk Southern (NS), and CSX.

The simulations demonstrated that the proposed infrastructure improvements would be effective in providing efficient service and minimizing conflicts with existing rail service on the West Trenton Line. Both NJ TRANSIT operations and projected freight traffic volumes were supported. In fact, the aggregate freight train delay within the study territory (Lehigh and Trenton lines) declined by about 25% in the “Future Build” compared with the “Future No-Build” analysis. Traffic congestion on the Lehigh Line east of Bound Brook was greatly mitigated by the proposed restoration of a second main track on the Lehigh Line between CP-Bound Brook and CP-Potter. The simulations also demonstrated that the proposed restoration of the diamond crossing at CP Port Reading Junction would not materially affect freight operations at this site7.More detailed operations analysis information is included in the West Trenton Line Baseline Simulation Report (October 2000) and the CSX Trenton Line Freight Capacity Analysis Build vs. No-Build Report (November 2004). Both of these reports are available separately from NJ TRANSIT.

2.5.1.2 Equipment and Maintenance Requirements

The West Trenton Line trainsets will likely be comprised of a single diesel-electric locomotive propelling six coaches (including one cab-control car), similar to the current ones on the RVL.

To provide a half-hour frequency of five peak-direction inbound (morning Newark-bound) trains in two hours, each peak-period train will require its own trainset. It is anticipated that six trainsets, one of which represents spare equipment, will be required to meet the peak service while off-peak and reverse-peak trains will not require additional rolling stock. The Build Alternative proposes purchasing five new trainsets and diverting one trainset from the RVL.

Four of the five inbound AM peak trains would continue east after dropping passengers at Newark Penn Station to be stored at Meadows Maintenance Center (MMC) Yard in Kearny until they are required for outbound PM peak service. The four trains laying over through the midday at MMC Yard would eventually turn for the other four PM peak outbound trains.

The first inbound AM peak train would continue eastward after the Newark-Penn stop to the planned Hudson Pocket Track, where it would turn for the AM reverse peak outbound West Trenton-bound train. (The intensity of traffic in the AM peak at Newark-Penn does not permit the turn to occur at the Newark Penn Station platform. As a consequence the scheduled time provided for this equipment turn would not be less than 40 minutes from Newark-Penn inbound arrival to Newark-Penn outbound departure.) After its arrival at West Trenton Station, the train would lay over at West Trenton Yard until used for the inbound off-peak trip and then the outbound off-peak trip. Once again this trainset would lay over at West Trenton Yard, until its next trip as the inbound PM reverse peak train and then its final trip as the last of the outbound PM trains.

At the end of the day all five trainsets would lay over for the night in West Trenton Yard.

The equipment would be cycled through the MMC, for periodic maintenance and repairs.

7 Recent (2006) field observations indicate that freight volume through Port Reading Junction increased since the earlier data collection efforts that are presented in this report. The increased volumes (as well as further increases) are still well within the capacity that would be available if the diamond crossing were implemented.


Page 2-30

2.5.1.3 Operating Statistics

Based on the weekday service plan described above, the following annual operating statistics were calculated for the purpose of estimating the annual operating and maintenance (O&M) costs for the proposed service.

Table 2-6: Annual Operating Statistics for Proposed West Trenton Line Service Annual Train Miles 199,342 Annual Train Hours 7,227 Annual Car Miles 1,196,052

Source: SYSTRA Consulting, Inc., 2004

The calculation of incremental O&M costs is described Section 2.8.

2.6 DEMAND ESTIMATION

To determine ridership potential for the proposed West Trenton Line, NJ TRANSIT the North Jersey Transit Demand Forecasting Model (NJTDFM) that was thoroughly validated to the year 2000, including U.S. Census data. The NJTDFM was used for most of the ridership forecasts for the project except for trips destined for the I-95 Station that originated in the Philadelphia, Montgomery and Bucks Counties (Pennsylvania) portion of the West Trenton Line commuter demand shed. For those trips, a spreadsheet version of the Delaware Valley Regional Planning Commission (DVRPC) 2025 demand estimation model was used.

For purposes of this study, the NJTDFM was modified to address the following issues in the West Trenton Line Study Area:

Development of a major office complex at the proposed I-95 Station. This included development of a trip table for this complex based partly on a distribution of existing Merrill Lynch employees.

Expansion of the model to better cover Pennsylvania origins, including the SEPTA R-3 Line

Development of baseline NEC and RVL service patterns

Expansion of the person trip table to include more work trips from/to Pennsylvania and New Jersey, including Mercer County and northern New Jersey

Revision of the 2025 trip table to account for updates to Mercer County forecasts based on input from county planners. The most recent (2002) DVRPC forecasts for Bucks County were also used and included a more detailed zone system

The 2025 transit network for the West Trenton Line study area was developed based on service frequencies determined from projected equipment levels and committed projects that would be completed by the forecast year. The NJTDFM incorporated these changes and was updated to reflect trip patterns that would be impacted by the West Trenton Line Build Alternative. Details of the West Trenton Line ridership methodology and results can be found in Appendix B.

2.6.1 Build Alternative

Ridership estimates were based on the 14 train operating plan described earlier in this chapter.

2.6.1.1 Daily Boardings

The restoration of the West Trenton Line passenger service will result in the diversion of riders from existing NEC and western RVL Stations. The following tables represent the results of the


Page 2-31

ridership estimation process for the Build Alternative. Table 2-7 presents daily boardings by station and Table 2-8 presents daily boardings by ridership source.

Table 2-7: West Trenton Line Estimated Station Boardings in 2025

StationTotal Eastbound Daily Boardings

AM Peak Period Eastbound Boardings

Off-Peak & PM Peak Eastbound Boardings

West Trenton 150 140 10 I-95 190 100 90 Hopewell 70 65 5 Belle Mead 540 530 10 Hillsborough 380 365 15 Total West Trenton Line, (Newark-bound)

1,330 1,200 130

Source: North Jersey Transit Demand Forecast Model, 2004Note: SEPTA transfers (roughly 70 eastbound boarding riders) are included in the West Trenton Line boarding ridership figures.

Table 2-8: Estimated Daily Boarding Riders by Source in 2025 Ridership Source West Trenton Line

New Rail Riders 620

Bus 120 Net Auto8 500 Existing Rail Diversions 710

Northeast Corridor9 490 Raritan Valley Line10 220 Total Project 1,330

Source: North Jersey Transit Demand Forecast Model, 2004

A total of 950 auto vehicle trips will be removed from the roadway system in 2025 in each AM and PM peak period (or a total of 1,900 vehicle trips daily.) Along U.S. Route 206, this amounts to 240 northbound and 100 southbound cars in the AM peak period.

2.6.1.2 Station Access and Parking

Transit riders arrive at stations by a variety of modes that include walk, drive and park, drop-off, and transfers from other transit modes such as SEPTA and bus, West Trenton Station two-way boardings are accessed by each mode in the following percentages:

Walk: 15.7%

Transit Transfer: 5.5%

Drop-Off: 10.9%

Auto-Drive-Park: 67.9%

As described above, each of the West Trenton Line stations will be designed to incorporate parking facilities for the auto-drive-park patrons. Table 2-9 summarizes the projected 2025 parking demand for the Build Alternative stations. 8 Auto diversions represent new transit trips. 9 Northeast Corridor Line riders will be diverted to West Trenton Line. 10 Raritan Valley Line riders will be diverted to the West Trenton Line.


Page 2-32

Table 2-9: Proposed West Trenton Line Station Parking Facilities Station Access Number of

Proposed Spaces*

West Trenton Railroad Avenue (via Grand Ave) 90 Via Merrill Lynch office park loop road and Scotch Road 100 I-95 Reed Road 50

Hopewell Railroad Place and Somerset Street 100 Belle Mead Township Line Road 450 Hillsborough Amwell Road 376

Source: NJ TRANSIT 2004 * Proposed spaces for all stations include, at a minimum, the total number of parking spaces required as estimated by ridership.

2.6.1.3 VMT Reduction

The implementation of a new transit line will result in reduction in auto VMT. The West Trenton Line will result in 12,281 fewer VMT per day. Somerset, Union, and Mercer Counties will experience the greatest decrease in daily VMT as a result of the West Trenton Line service.

2.7 CAPITAL COST ESTIMATION

Capital costs are costs related to designing, purchasing and constructing the fixed facilities and vehicles associated with a project. Capital cost is a one-time project cost. Details regarding the conceptual engineering and construction of the Build Alternatives have been provided earlier in this chapter. This section summarizes the methodology used to estimate capital costs and presents the results. Details of the Capital Cost Estimation can be found in Appendix D.

2.7.1 Methodology

The capital cost estimate is in a unit cost format. Unit prices have been developed for construction items that can be identified and estimated at this stage of the project. The unit prices are multiplied by the estimated quantity of the cost component to develop line item costs.

2.7.2 Basis of Estimate

The project is in the environmental assessment stage, therefore only preliminary right-of-way drawings, station and yard sketch plans and preliminary signal drawings are available to develop the conceptual level capital cost estimate. To the extent practical, unit prices have been developed and used to generate construction costs. Where unit prices were impractical, allowances or lump sum costs were assumed. The lack of detail at this stage of the project is reflected in the large contingency of 25% applied to the subtotal of all costs.

2.7.3 Assumptions

The following general assumptions were made in preparing the capital cost estimate:

The capital cost estimate uses 2004 Base Year Dollars.

Quantities are based on drawings produced for this study, including right-of-way drawings, station sketch plans, yard sketch plans and preliminary signal drawings.

Unit prices are an aggregate of labor, material and equipment costs.

Prices are based on the Design-Bid-Build Deliver Method

NJ TRANSIT will not be providing umbrella, Owner-Controlled Insurance Program (OCIP) type coverage for its contractors.


Page 2-33

A number of costs are excluded from the estimate. These include project expenditures to date, savings that may be realized from sales tax exemption, permits and fees not borne by the contractors, hazardous material mitigation (none is anticipated), environmental mitigation (none is anticipated), construction permits and fees, non-revenue vehicles, spare parts, and relocation of existing residences or business (none are anticipated).

2.7.4 Soft Costs

The following assumptions for soft costs were applied to all infrastructure costs:

Preliminary Engineering: 4% Final Design: 6% Mobilization: 5% Maintenance and Protection of Traffic (MPT): 5% Project Management: 5% Construction Administration and Management: 12% Insurance, Legal fees, Permit Fees and Review fees: 3% Surveys, Testing, Investigation and Inspection: 1% General Contractor O/P, Mark-up on Subs, and Insurance: 15%

Force Account flagging costs are per person per day and were assumed at $2,200 (total) per day.

2.7.5 Build Alternative Results

The following table summarizes the results of the application of the capital cost methodology to the elements of the Build Alternative. Details regarding unit costs, quantities, and total costs by individual cost element are available in Appendix D.

Table 2-10: Build Alternative Capital Cost Cost Category Cost (2007 $) Materials, Labor, and Equipment $ 75,220,000 Land $ 1,233,000 Rolling Stock $ 79,000,000 Soft Costs $ 26,324,000 Contingency $ 28,666,000 Overhead and Profit $ 7,522,000 TOTAL $218,945,000


2.8 OPERATING AND MAINTENANCE COST ESTIMATION

Operating and maintenance (O&M) costs are costs related to the annual operation of each alternative’s proposed service. Operating and maintenance costs are a recurring project cost. Details regarding the operating plans of the Build Alternatives have been provided earlier in this chapter. This section summarizes the methodology used to estimate operating and maintenance costs and presents the results. Details of the Operating and Maintenance Cost Estimation can be found in Appendix D.

2.8.1 Build Alternative

A resource build-up model was developed to estimate the annual O&M cost of the new West Trenton Line service. This approach applies the projected unit costs for labor and materials to the amount of labor and materials necessary to perform the level of service. The output from the model is the annual cost for each line item and the total annual cost to operate the service. The


Page 2-34

unit cost data related to crew costs, train maintenance, and station operations/ maintenance were obtained from the NJ TRANSIT Lackawanna Cut-Off Project 2004 O&M Cost Estimates. NJ TRANSIT directly provided diesel fuel, yard O&M and access fee unit cost data. The West Trenton Line service operates over trackage owned by NJ TRANSIT and several private entities. Fees paid to CSX, Norfolk Southern, Conrail and Amtrak include access rights and maintenance of way. West Trenton Line service operating over NJ TRANSIT owned trackage was assumed to incur no additional cost. The operating statistics that feed the model are presented in the following table.

Table 2-11: Build Alternative Operating Statistics

Statistic West Trenton Line Annual Train Miles 199,342 Annual Train Hours 7,227 Train Consist 1 loco-5 coaches-1 cab Trainsets 5Coaches 25Cabs 5Diesel Locomotives 5New Stations 4Yard (track miles) 1.91

Route Miles West Trenton to Port Reading Junction [CSX] 25.61 Port Reading Junction to Raritan Valley Connection [NS-Other Private Operator] 1.27 Raritan Valley Connection to CP Aldene [NJ TRANSIT] 16.90 CP Aldene to CP NK, CP NK to Hunter Interlocking [Conrail Lehigh Line] 6.20 Hunter Interlocking to Newark Penn Station [Amtrak] 1.90 Total West Trenton-Raritan Valley Connection 51.88

CSX Car Miles 688,821 NS/Other Private Car Miles 34,159 Conrail Car Miles 166,759 Amtrak Train Miles 7,300

Source: NJ TRANSIT, 2004; SYSTRA 2004


Page 2-35

The following table summarizes the results of the application of the O&M cost methodology to the elements of the Build Alternative. Details of the O&M costs, including units of service and cost, can be found in Appendix D.

Table 2-12: Build Alternative Annual O&M Costs COST ITEM TOTAL COST (2007$)

Train Operations $ 4,449,896 Train Maintenance $ 4,575,131 Yard O&M $ 1,737,503 Station O&M $ 848,720 Access Fees $ 467,486 Administration (20%) $ 2,415,747 TOTAL $14,494,483


2.9 REVENUE

Estimated revenue, based on ridership and operating and maintenance costs are as follows in Table 2-13:

Table 2-13: Revenue West Trenton Line Station Revenues $ 3,882,822 Diversions To West Trenton Line From RVL -$ 560,000 Diversions To West Trenton Line From NEC -$ 565,773 Net West Trenton Line Revenues $ 2,837,704 Total O&M Costs $15,000,000 Operating Ratio 19%

Source: NJ TRANSIT, 2007

3ursrvhg 5hvwrudwlrq ri 3dvvhqjhu 5dlo … · the study concluded that a combined rail-bus service...

Documents