| River Line | |
|---|---|
 | |
 A River Line train at36th Street inPennsauken Township, New Jersey | |
| Overview | |
| Owner | NJ Transit |
| Locale | Camden,Burlington, andMercer counties,New Jersey |
| Termini | |
| Stations | 21 |
| Service | |
| Type | Hybrid rail |
| System | NJ Transit |
| Operator(s) | Alstom |
| Rolling stock | 20Stadler GTW |
| Daily ridership | 8,633 (avg. weekday)[1] |
| Ridership | 2,713,160 (FY2017)[1] |
| History | |
| Opened | March 14, 2004[2] |
| Technical | |
| Line length | 34 mi (55 km)[1][3] |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm)standard gauge |
TheRiver Line (stylized asRiver LINE) is ahybrid rail (light rail with some features similar to commuter rail) line insouthern New Jersey that connects the cities ofCamden andTrenton, New Jersey's capital. It is so named because its route between the two cities is parallel to theDelaware River.
The River Line stops at thePATCO Speedline's Broadway station (Walter Rand Transportation Center) and theNJ TransitAtlantic City Line'sPennsauken Transit Center, providing connections toPhiladelphia. Its northern terminus is adjacent to theTrenton Transit Center inTrenton.
The line is operated forNew Jersey Transit by the Southern New Jersey Rail Group (SNJRG), which originally includedBechtel andBombardier Transportation. Now that the project is in its operational phase, Bombardier is the only member of SNJRG.[4] In 2021,Alstom acquired Bombardier Transportation.
The River Line was exceeding finalridership estimates of 5,500 passengers per day, with an average of 9,014 weekday, 5,922 Saturday, and 4,708 Sunday average passenger trips as of the end of fiscal year 2014. During this time, there were 2,869,707 unlinked passenger trips.[1]
In 2022 after theCOVID-19 pandemic ridership was at 5,350 boardings per weekday, around 61% of pre-pandemic levels.[5]
The River Line was constructed on what originally was theCamden-Bordentown section and theBordentown Branch of theCamden and Amboy Railroad (C&A). The lines ran under the C&A name between 1830 and 1871, when the line was absorbed into thePennsylvania Railroad. Ownership proceeded underPenn Central after 1968, andConrail from 1976 to June 1, 1999, but the original passenger service had been abandoned in 1963.[6]
The path to NJ Transit's River Line spanned at least three decades and over multiple planning agencies. An unrelated precursor to the NJ Transit River Line was theDelaware River Port Authority's 1960 plan for rail rapid transit service toMoorestown/Mount Holly,Lindenwold, andWoodbury Heights/Glassboro, using three existing railroad corridors. Implementation of the complete plan was considered unrealistically expensive. The DRPA elected to focus its resources on the most promising corridor, the Philadelphia–Lindenwold route. Construction on thePATCO Speedline began in 1966 and was completed in 1969, re-using the 1936 Bridge Line subway and constructing a grade-separated heavy-rail line within theAtlantic City Line right-of-way. The DRPA's original proposal did not include the alignment that became the River Line corridor, but planned to serveBurlington County via the Mount Holly alignment.
NJ Transit's planning for theBurlington–Gloucester Transit System began in the early 1990s.[7]
The primary goals of the BGTS were:
AMajor Investment Study (MIS) published in 1996 concluded that a Gloucester route was more suitable than a Burlington route based on travel demand and citizen support.[8] This study included substantialpublic participation: fourteen open houses, three advisory committees, and other public outreach. The process found substantial neighborhood opposition to theMount Holly alignment through Burlington County: county freeholders publicly opposed the possibility.[9] Opposition was particularly strong inMoorestown Township, partly because of a potential street-running section. Meanwhile, Gloucester County leaders were largely ambivalent towards the project.[8]
Dissatisfied with this analysis, SenatorC. William Haines introduced legislation in theNew Jersey State Senate requiring NJ Transit to study rail transit service along theDelaware River between Trenton, Camden, and Glassboro.[10] Haines, a native of Moorestown, sought the benefits of rail for Burlington County without the disruption to his hometown.[10]
Two special studies were commissioned to supplement the alternatives identified in the MIS. The second of these special studies examined theBordentown Secondary, another Conrail corridor through Burlington County, the alignment of today’s River Line. The parallel NJ Transit local bus onU.S. Route 130 was heavily patronized, and the corridor was ripe for economic development.
In November 1996, NJ Transit's board of directors approved a light rail transit alignment from Glassboro to Trenton with diesel-powered cars based on the findings of the special study. The board also established the initial operating corridor (IOC) to be the Trenton-Camden corridor. The draftenvironmental impact statement (DEIS) was completed in 1998, and the contract with SNJRG was finalized in 1999, permitting the system to open to the public on March 14, 2004.[2] The entire line was 100 percent funded by the State of New Jersey from its Transportation Trust Fund. No federal capital was expended for this diesel light rail project. Former NJ Transit executive director George Warrington has described the River Line as "the poster child for how not to plan and make decisions about a transit investment."[11]
The lack of a direct transfer between the River Line and NJ Transit'sAtlantic City Line, which crosses directly over the River Line inPennsauken,[12] was highly criticized at the time of the River Line's opening. NJT subsequently reconsidered; in March 2009, NJT announced that an intermodal station linking the River Line and the Atlantic City Line would be constructed in Pennsauken.[13] The newintermodal station would include one low-level platform for River Line trains, two high-level platforms for Atlantic City Line commuter trains, and 280 parking spaces.[14] A ground breaking ceremony was held for thePennsauken Transit Center on October 19, 2009. The second and final phase of construction was approved by the NJ Transit Board of Directors on July 13, 2011. NJ Transit opened the station to passenger service on October 14, 2013.[15]
Except at each end of the line, the River Line was Conrail'sBordentown Secondary until June 1, 1999, when NJ Transit bought it for $67.5 million. NJ Transit has exclusive access to run light rail passenger service on the line from 05:30 to 22:10 Sunday through Friday, and all of Saturday night and Sunday morning. Conrail has exclusive access for freight at other times. Either agency may request to use the line at abnormal times in case of a special event or emergency.[citation needed]
Within a year of the River Line's launch, theFederal Railroad Administration (FRA) granted permission to adjust timesharing agreement (more technically, "temporal separation") terms. NJ Transit and Conrail agreed to divide the line into two segments, from Camden to Bordentown (south), and from Bordentown to Trenton (north). In the northern section, the passenger period starts at 5:45 a.m. instead of 6 a.m. Initially, these new periods allowed NJ Transit to deadhead equipment from Trenton to Bordentown and Florence at 5.45 a.m., to form the 6:08 a.m. and 6:23 a.m. northbound departures. These early morning trains provide earlier connections at Trenton for NJ Transit's Northeast Corridor services toNewark andNew York City than were available previously.[16][17]
NJ Transit has made some service improvements within the constraints of the timesharing agreement, with the construction of a mid-line yard in 2005 to permit later Burlington arrivals in the evening, and earlier departures after 6 a.m. However, most of the changes noted to facilitate late night service (after 10 p.m. on nights other than Saturdays) have been reversed, as listed.[18] Since the River Line opened, NJ Transit has made the service enhancements listed below (some of them subsequently reversed):
There is no northbound late night service except on Saturdays due to budget cuts; the last northbound train leaves the Walter Rand Transportation Center at 9:38 p.m. Sundays through Fridays and goes only as far as the Pennsauken/Route 73 station. The only option to reach some stations north of the Walter Rand Transportation Center from Camden on these nights is theRoute 419 bus[permanent dead link] which stops at each station as far north as Riverside while the Atlantic City Rail Line from Philadelphia and Lindenwold connects with the River Line at the Pennsauken Transit Center Station.[citation needed]
Currently, there is no service on the line after 10 p.m., except on Saturdays and limited nights when there is a concert at the Entertainment Center at the southern end of the line or another special event. Two stations in Camden, which are double-tracked where the final southbound trains stop just after 10 p.m., are the only exception.[16] This reduction in service occurred in 2010 to save money.[20]
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Most of the length of the project, except for street-running portion at the Camden end, is shared between non-FRA compliant light rail DMUs and heavy mainline freight trains. The 34-mile shared-track segment contains a mixture of single and double track sections.
The River Line was initially designed for commingled operations (i.e., where freight trains and light rail trains may operate on the same line controlled only by the signal systems) to provide maximum flexibility both for the freight and transit operators. The line, rebuilt under a design-build-operate-maintain (DBOM) contract, features mainline railroad signals with fullcentralized traffic control (CTC). River Line operating personnel use a modified version of theNORAC Rules, a standard set of railroad operating rules used by mainline railroads operating in the Northeastern U.S., including Amtrak and Conrail.
Signals set to stop for the diesel light rail cars are positively enforced viaIntermittent Inductive Automatic Train Stop. The system is similar (but not identical) to the GermanIndusi system, where signal aspects are transmitted to moving trains from wayside devices. The inductive train stop devices are placed by the running rails in advance of the absolute signals. Train's emergency brakes are automatically engaged if a stop signal overrun occurs and interlockings are designed with sufficientoverlap for trains to come to a complete stop before conflicting with other traffic.
The River Line is equivalent to a one-zone bus ride: fares cost $1.80. The River Line operates on aproof-of-payment system, as is typical of most light rail systems throughout the United States. Passengers can buy tickets at ticket vending machines (TVMs) present at all stations or via the NJ Transit App on Smartphones. Through-ticketing is available for connecting bus routes to Philadelphia. One-way, round-trip, and ten-trip tickets must then be validated, either by the app or with paper tickets, through automated validators located near the TVMs, which stamp the date and time on the ticket for 75 minutes of use. NJ Transit's fare inspectors randomly check tickets on trains and at stations; fare evasion carries a fine of up to $100.[21] UnusedNewark City Subway andHudson-Bergen Light Rail tickets can be used after validation at a River Line station[citation needed]. As of 2004, rider fares only covered 7% of costs (not including debt service).[22] Like the rest of NJ Transit's other transportation modes, it does not accept the SEPTAKey Card,PATCO'sFreedom Card, MTA's MetroCard, orOMNY, although it has plans to create a new fare payment system in the future.[23][24]
The River Line fleet comprises 20 articulatedSwiss-builtStadler GTW 2/6 DMU (diesel multiple unit) cars. The River Line is the first light rail system in the United States to use these instead of more typical electric vehicles.[25]
All stations and rolling stock were built after 1990 and are fullyADA-compliant.
| Location | Station | Connections | Boardings per Weekday (2022)[5] | Notes |
|---|---|---|---|---|
| Trenton | Trenton |  Amtrak:Northeast Corridor services NJ Transit:NECNortheast Corridor Line SEPTA Regional Rail: Trenton Line NJ Transit Bus:409,418,600,601,608,609,611,624SEPTA Suburban Bus:127 | 914 | Northern terminus, located just west of rail station |
| Hamilton Avenue | NJ Transit Bus:409,601,603,609 | 140 | ServesCURE Insurance Arena | |
| Cass Street | 229 | ServesTrenton Thunder Ballpark | ||
| Bordentown | Bordentown | NJ Transit Bus:409 | 132 | |
| Florence Township | Roebling | NJ Transit Bus:409 | 110 | |
| Florence | BurLink: B5NJ Transit Bus:409,413 | 366 | Park and ride | |
| Burlington | Burlington Towne Centre | NJ Transit Bus:409,413 | 429 | |
| Burlington South | 153 | Park and ride | ||
| Beverly | Beverly/Edgewater Park | BurLink: B1, B2 | 304 | |
| Delanco Township | Delanco | 140 | ||
| Riverside | Riverside | NJ Transit Bus:419 | 295 | |
| Cinnaminson Township | Cinnaminson | NJ Transit Bus:419 | 142 | |
| Riverton | Riverton | NJ Transit Bus:419 | 75 | |
| Palmyra | Palmyra | NJ Transit Bus:419 | 295 | |
| Pennsauken Township | Pennsauken–Route 73 | NJ Transit Bus:419SJTA Bus: TransIT Link | 78 | Park and ride |
| Pennsauken Transit Center | NJ Transit:ACLAtlantic City LineNJ Transit Bus:404,417,419 | NO DATA | ||
| 36th Street | NJ Transit Bus:452 | 173 | ||
| Camden | Walter Rand Transportation Center |  PATCOLindenwold Line(atBroadway)NJ Transit Bus:313,315,316,317,400,401,402,403,404,405,406,407,408,409,410,412,413,418,419,450,451,452,453,457,551SJTA Bus: Pureland Shuttle Greyhound Lines | 1026 | |
| Cooper Street–Rutgers University | 133 | |||
| Aquarium | NJ Transit Bus:452,453 | 43 | ServesAdventure Aquarium | |
| Entertainment Center | 46 | Southern terminus, servesFreedom Mortgage Pavilion |
New Jersey Transit has proposed several possible extensions and stations to the River Line, either as parts of the initial construction plan which were deferred, or as potential future projects.
TheGlassboro–Camden Line is a proposed 18-mile (28.97 km)diesel multiple unit (DMU)light rail system.[26][27] At its northern end in Camden it will converge with the River Line, with which its infrastructure and vehicles will be compatible, and terminate at theWalter Rand Transportation Center. The plan is part of larger expansion of public transportation inSouth Jersey that will includebus rapid transit along the Route 42 and Route 55, improvements to the Atlantic City Rail Line, and enhanced connections to the Atlantic City International Airport.[28]
TheNew Jersey State House is located approximately 0.8 miles to the northwest of the River Line's northern terminal at Trenton Transit Center. While the line was being constructed, NJT studied an extension that would bridge this gap via a sharedright-of-way on city streets.[29] Such an extension would provide direct service to the workplaces of state employees and other workers in downtown Trenton. While the project is supported by City of Trenton officials, NJT did not elect to expand the already over-budget construction effort, but instead operates a branded "Capitol Connection" bus service, requiring River Line riders to transfer at Trenton Transit Center.
A third proposed extension would take the River Line beyond the State House through Trenton, toWest Trenton station inEwing Township, New Jersey, connecting withSEPTA'sWest Trenton Line service to Center City Philadelphia viaBucks andMontgomery counties. NJ Transit listed this extension on its 2020 Transit wish list map,[30] but has not taken further action.
Much of the River Line uses double track, however, in some places, there is no room for double-track service without narrowing or removing road lanes, such asBurlington (where streets flank the single track on either side),Palmyra and Bordentown. Improvingheadways from the current peak level of 15 minutes would require either building additional passing sidings or removing one lane of traffic on certain local roads.
