NEW JERSEY LIGHT RAIL TRANSIT STANDARDIZATION ISSUES

Transit projects are in planning or preliminary engineering in three diverse New Jersey corridors. At least two will use light rail technology. How can they be standardized? The Hudson-Bergen Light Rail Transit (LRT) System is a 22-mi (35.4-km) route, generally running north-south near the west bank of the Hudson River and operating on former railroad rights-of-way, on boulevards, and on city streets. The Newark City Subway, an existing 4.2-mi (6.8-km) light rail line on private right-of-way, will be modernized. Extensions in planning range up to 10 mi (16 km) using various operating environments. The Burlington-Gloucester Transit Study is planning major improvements on two corridors radiating from Camden; technologies being considered include light rail. Standardization begins with choosing a technology, and light rail implies electric vehicles running on rails singly or in short trains. An overhead contact system supplies direct current power at 750 V. Most track is at surface level with varying degrees of separation from automotive traffic. There are several fundamental choices for vehicle design. The car can be optimized for street service or for high speed. It is possible to use lifts, mini high-level platforms, full high platforms, or cars with partial or full low-floor design to make the system accessible to persons in wheelchairs. Car length generally ranges from about 45 to 90 ft (13.7 to 27.4 m), with zero to two articulations, although other variations exist. New Jersey (NJ) Transit has selected an articulated partial low-floor car design, double ended and about 90 ft (27.4 m) long by 8.8 ft (2.7 m) wide, with about 70% of the car floor 14 in. (35.6 cm) above rail. This configuration permits installation of four doors on each side, all in the low-floor section. The top speed is to be 55 mph (88.5 kph); minimum curve radius will be either 60 or 80 ft (18.3 or 24.4 m). Light rail lines will use proof-of-payment fare collection. Cab signals will be installed except where operation is on or adjacent to street and drivers follow traffic rules. Wayside signals will be used only at interlockings, which will be driver-actuated using a system like VTAG. The Newark City Subway will be converted in stages to proof-of-payment, 750-V power for pantograph-equipped cars, and minimum curve radii that match the vehicle capability. Stops will have remote-controlled public address systems with a visual display of messages. Call-for-aid telephones will be provided at each platform, in elevator cabs, and at each elevator landing. The telephones will be monitored by slow-scan television. Elevators will be equipped for remote locking and unlocking. These systems and the ticket machines will be derived from existing designs now used on the commuter rail lines and the Newark City Subway.

Language

  • English

Media Info

  • Media Type: Digital/other
  • Features: Figures; Photos;
  • Pagination: p. 117-125
  • Monograph Title: SEVENTH NATIONAL CONFERENCE ON LIGHT RAIL TRANSIT, BALTIMORE, MARYLAND, NOVEMBER 12-15, 1995. VOLUME 1
  • Serial:

Subject/Index Terms

Filing Info

  • Accession Number: 00716769
  • Record Type: Publication
  • ISBN: 0309061520
  • Files: TRIS, TRB
  • Created Date: Jan 30 1996 12:00AM