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30-776: Pennsauken Transit Center (signed as Pennsauken on the Atlantic City Line platforms) is a New Jersey Transit train station in Pennsauken Township , in Camden County , New Jersey , United States. It serves as an intermodal transfer station between the River Line light rail and the Atlantic City Line commuter rail, as well as serving the Delair neighborhood for Pennsauken and

60-482: A fleet of 175 locomotives and over 1,200 passenger cars. NJ Transit has a fleet of over 1,100 passenger cars. The fleet and examples are described below. NJ Transit provides passenger service on 12 lines at total of 165 stations, some of which are operated in conjunction with Amtrak and Metro-North (MNCW). Central Railroad of New Jersey The CNJ's main line had a major presence in New Jersey. Most of

90-626: A glass façade designed by local artist J. Kenneth Leap as a tribute to women in Pennsauken's history. There are two 300-foot (91 m) high-level platforms with 100-foot (30 m) canopies serving the Atlantic City Line's two tracks, and one 200-foot (61 m) low platform with a 60-foot (18 m) canopy serving the River Line's single track. The station has 275 free parking spaces available to commuters. Like most NJT stations, tickets are purchased at automatic ticket machines . As well as

120-495: A partial interest in the Mount Hope Mineral Railroad from Warren Foundry & Pipe Corporation. Following World War II , passenger traffic diminished, and was almost entirely commuter business, requiring great amounts of rolling stock for two short periods five days a week. Three-fourths of CNJ's freight traffic terminated on line; the railroad was essentially a terminal carrier, which meant little profit

150-468: A small carfloat terminal in The Bronx . It was the site of the first successful Class 1 railroad diesel operation. Over the years CNJ maintained an extensive marine operation on New York Bay , including a steamer line to Sandy Hook. On April 30, 1967, CNJ's last marine service, the ferry line between Manhattan and CNJ's rail terminal at Jersey City , made its last run, which was also the last day for

180-773: Is the Meadows Maintenance Complex in Kearny, New Jersey. Other major yard facilities are located at Hoboken Terminal . Amtrak's Sunnyside Yard in Queens , New York serves as a layover facility for trains to New York Penn Station . Additional yards are located at outlying points along the lines. These include: NJT has a fleet of maintenance crews and vehicles that repair tracks, spread ballast , deliver supplies and inspect infrastructure. There are eight non-revenue work diesels used for these purposes. NJT utilizes numerous moveable bridges : NJ Transit, operates

210-479: The Chesapeake and Ohio Railway and Norfolk and Western Railway proposed in 1965 sought to counter the impending PRR merger with New York Central Railroad merger was to have included CNJ, but the bankruptcy of Penn Central Transportation Company killed that prospect. CNJ drafted elaborate plans for reorganization; they came to naught as neighboring railroads collapsed. Conrail took over freight operations of

240-789: The Delaware River west of Bridgeton, New Jersey in 1871. The NJS came under control of the CNJ in 1879. CNJ's influence briefly extended across the Delaware River in the form of the Baltimore & Delaware Bay Railroad, from Bombay Hook, Delaware , east of Townsend , to Chestertown, Maryland . That line became part of the Pennsylvania Railroad (PRR) family in 1901. CNJ's lines in Pennsylvania were built by

270-582: The Lehigh Coal & Navigation Company as the Lehigh and Susquehanna Railroad (L&S). The main line was completed between Phillipsburg, New Jersey and Wilkes-Barre in 1866. A notable feature of the line was the Ashley Planes , a steep stretch of line (maximum grade was 14.65%) operated by cables driven by stationary engines, which remained in service until after World War II (WWII). CNJ leased

300-865: The Northeast Corridor Line , the River Line, and the Atlantic City Line, which encourages connections between the lines via Pennsauken. New Jersey Transit Rail Operations NJ Transit Rail Operations ( reporting mark NJTR ) is the rail division of NJ Transit . It operates commuter rail service in New Jersey , with most service centered on transportation to and from New York City , Hoboken , and Newark . NJ Transit also operates rail service in Orange and Rockland counties in New York under contract to Metro-North Railroad . The commuter rail lines saw 57,179,000 riders in 2023, making it

330-585: The third-busiest commuter railroad in North America and the longest commuter rail system in North America by route length . The lines operated by NJ Transit were formerly operated by the Pennsylvania Railroad , Central Railroad of New Jersey , New York and Long Branch Railroad , and Erie Lackawanna Railroad , most of which date from the mid-19th century. From the 1960s onward, the New Jersey Department of Transportation began funding

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360-620: The Atlantic City Line. Below is a list of NJ Transit lines and freight lines that operate on them: NJTR also owns several lines not used for regular passenger service. These lines were purchased by the New Jersey Department of Transportation in the late 1970s for railbanking purposes, with ownership transferring to NJ Transit upon its creation in 1979. These lines are either leased for freight/ tourist service, interim rail trail use, or remain derelict: NJT owns most of its tracks, infrastructure, bridges, tunnels and signals. The exceptions are: NJ Transit's main storage and maintenance facility

390-491: The CNJ on April 1, 1976; with passenger routes transferred to the New Jersey Department of Transportation including the present New Jersey Transit North Jersey Coast Line and Raritan Valley Line . In 1961, the Lehigh and New England Railroad was abandoned, and CNJ acquired a few of its branches and organized them as the Lehigh and New England Railroad . In 1963, Lehigh Coal & Navigation sold its railroad properties to

420-579: The CNJ was leased to and operated by the Philadelphia & Reading Railroad , with which it formed a New York-Philadelphia route. CNJ resumed its own management after reorganization in 1887. The primary rolling stock repair shops were located in Elizabethport, New Jersey along Trumbull Avenue. In 1901 the original shops were razed and new, concrete shops took their place, capable of servicing 430 locomotives and 20,000 freight cars annually. With

450-744: The L&;S in 1871. The line was extended to Scranton in 1888 by a subsidiary of the L&S, the Wilkes-Barre & Scranton; L&S leased the line upon completion and assigned the lease to the CNJ. The bulk of the traffic on the Pennsylvania lines was anthracite coal, much of it produced by subsidiaries of the railroad, until the Commodities Clause of the Interstate Commerce Act of 1920 forbade railroads to haul freight in which they had an interest. From 1883 to 1887,

480-672: The RDG, but the lease to the CNJ continued. In 1964, the state of New Jersey began subsidizing commuter service, and the tax situation changed in 1967. In 1965, CNJ and the Lehigh Valley Railroad consolidated their lines along the Lehigh River in Pennsylvania and portions of each railroad's line were abandoned; the commercial anthracite traffic that had supported both railroads had largely disappeared. CNJ operations in Pennsylvania ended March 31, 1972. CNJ maintained

510-486: The RDG. B&O also used CNJ tracks for the final approach to Jersey City. CNJ operated several named trains, most of which were interstate operations: Several non-CNJ trains operated over CNJ trackage north of Bound Brook, New Jersey to the Jersey City terminal: To celebrate its 30th anniversary in 2012, Norfolk Southern painted 20 new locomotives with predecessor schemes. NS #1071, an EMD SD70ACe locomotive,

540-535: The bay into Bayonne, and north to the Jersey City terminus. It had used a succession of bridges over the years, the last being Newark Bay Bridge , demolished in the 1980s. From Elizabethport, trains went to different corridors. One headed towards Elizabeth and Plainfield and points west and southwest. The second went south towards Perth Amboy and today's North Jersey Coast Line and different southern New Jersey destinations. CNJ operated several trains into Pennsylvania and other points west or south, in association with

570-1533: The commuter lines. By 1976, the lines were all operated by Conrail under contract to NJDOT. The system took its current form in 1983, when NJ Transit took over all commuter service in New Jersey. NJ Transit Rail Operations is divided into the Hoboken Division and the Newark Division. The two networks were not integrated until the opening of Secaucus Junction in 2003, which enabled passengers to transfer between lines bound for New York and Hoboken. As of 2022, NJ Transit's commuter rail network consists of 12 lines and 165 stations, primarily concentrated in northern New Jersey, with one line running between Atlantic City and Philadelphia . Operations are in two divisions: Although NJ Transit itself does not carry freight, NJTR allows freight service to be operated over its lines via trackage rights agreements with several railroads. Conrail Shared Assets Operations (CSAO), CSX , Norfolk Southern (NS) and several short lines ( Cape May Seashore Lines (CMSL), Dover and Delaware River Railroad (DD), Morristown & Erie Railway (M&E), and Southern Railroad of New Jersey (SRNJ) currently have trackage rights contracts to operate freight service on NJ Transit lines. The Morristown & Erie Railway can only use NJT trackage to get between its owned trackage; it cannot serve customers on NJ Transit trackage. A similar situation exists for Conrail on

600-659: The main line is now used by the Raritan Valley Line passenger service. CNJ main line trackage in Phillipsburg, New Jersey became part of the Lehigh Line under Conrail. The earliest railroad ancestor of the CNJ was the Elizabethtown & Somerville Railroad, incorporated in 1831 and opened from Elizabethport to Elizabeth, New Jersey in 1836. Horses gave way to steam in 1839, and the railroad

630-589: The nearby industrial park. The station cost $ 39.747 million, of which $ 39.104 million was funded by the American Recovery and Reinvestment Act of 2009 . After two years of construction, the Pennsauken Transit Center opened on October 14, 2013. The Atlantic City Line crosses above the River Line on a high embankment at the station connection. The two levels are connected by a 38-foot (12 m)-tall three-story building, which features

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660-608: The primary freight and passenger yards at Jersey City, New Jersey opposite Manhattan, a terminal and shop site was also needed in the Communipaw neighborhood. This facility was modernized in 1914 and included two roundhouses and light repair shops. In 1901, the Reading Company (RDG), successor to the Philadelphia & Reading, acquired control of the CNJ through purchase of a majority of its stock, and at about

690-626: The project in August 2009, and received a Finding of No Significant Impact (FONSI) from the United States Environmental Protection Agency in October 2009. A ground breaking ceremony was held for the station on October 19, 2009. Construction of the River Line platform began soon after. The $ 13.8 million second phase of construction – the Atlantic City Line platforms, parking lot, and drainage improvements –

720-487: The same time Baltimore & Ohio Railroad (B&O) acquired control of the RDG, gaining access to New York over RDG and CNJ rails. In 1929, CNJ inaugurated the Blue Comet , a deluxe coach train operating twice daily between Jersey City and Atlantic City . It was painted blue from the pilot of its 4-6-2 to the rear bulkhead of its observation car, and its refurbished cars offered a level of comfort much higher than

750-406: The station itself, the project included several new crossovers and signal installations to increase operating flexibility. When the River Line opened in 2004, it did not include a stop in the Delair neighborhood nor a connection with the Atlantic City Line. Local opinion favored an infill station be built; planning began in earnest in 2007. New Jersey Transit filed an environmental assessment for

780-723: The terminal itself; the next day CNJ passenger trains began originating and terminating at the PRR station in Newark via the Aldene Connection , where New York City passengers could transfer to either PRR or Port Authority Trans-Hudson (PATH) trains. In 1979, CNJ emerged from bankruptcy as Central Jersey Industries, later renamed CJI Industries. In 1986, it merged with the packaging company Triangle Industries, owned by Nelson Peltz . CNJ had its northeastern terminus at Elizabethport, New Jersey. In 1864 CNJ extended its railroad across

810-552: The usual day coach of the era. The train was the forerunner of the coach streamliners that blossomed nationwide in the late 1930s and the 1940s. It succumbed to automobile competition in 1941. Also in 1929 CNJ purchased a 30 percent interest in the Raritan River Railroad , a 12-mile (19 km) short line from South Amboy to New Brunswick. In 1931 it acquired total ownership of the Wharton & Northern Railroad and

840-498: Was approved by the New Jersey Transit Board of Directors on July 13, 2011. Construction was nearly complete by the second quarter of 2013, with only minor work remaining. In late September, New Jersey Transit announced that the station would open in mid-October. Both levels of the station opened to passenger service on October 14, 2013. In June 2014, NJT introduced a through-fare ticket which allows for travel on

870-711: Was extended west, reaching Somerville at the beginning of 1842. The Somerville and Easton Railroad was incorporated in 1847 and began building westward. In 1849, it purchased the Elizabethtown & Somerville and adopted a new name: Central Railroad Company of New Jersey. The line reached Phillipsburg , on the east bank of the Delaware River , in 1852. It was extended east across Newark Bay to Jersey City in 1864, and it gradually acquired branches to Flemington , Newark , Perth Amboy , Chester , and Wharton . The New Jersey Southern (NJS) began construction in 1860 at Port Monmouth . The railroad worked its way southwest across lower New Jersey and reached Bayside, New Jersey, on

900-653: Was made, if any. In addition, heavy taxes levied by the state of New Jersey ate up much of CNJ's revenue. In 1946, the lines in Pennsylvania were organized as the Central Railroad of Pennsylvania (CRP) in an effort to escape taxation by the state of New Jersey. CNJ resumed its own operation of the Pennsylvania lines at the end of 1952. The CRP continued in existence as owner of the Easton & Western, four miles of track in Easton, Pennsylvania . The merger between

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