April 9, 1997
Updated June 10, 1999
The New Jersey Association of Railroad Passengers (NJ-ARP) supports the use & upgrading of existing railroad infrastructure in Cape May and Atlantic Counties to create a strong, interconnected transportation network to strengthen the competitiveness of New Jersey's number one and two tourist destinations, Atlantic City and Cape May County. This project will combat problems such as massive traffic congestion, air and noise pollution, improve market competitiveness and quality of life in Cape May and Atlantic Counties.
NJ-ARP is a not-for-profit corporation established in 1980 by New Jersey residents who wanted a greater voice in deciding the transit future of our state. NJ-ARP supports a balanced public transportation system for New Jersey.
CAPE MAY - HAMMONTON - ATLANTIC CITY SERVICE
The Cape May Branch offers an excellent opportunity to use an existing rail property to connect the markets of Cape May City/ County to the larger region by developing connecting service with New Jersey Transit's Atlantic City Line, "the spine of rail lines serving South Jersey." This would give Cape May additional passenger transportation services and increase New Jersey Transit's Atlantic City Line's use and ridership of New Jersey Transit trains. The 84-mile distance of travel between Atlantic City and Cape May City by way of Winslow Jct. (30 miles greater than by Parkway) would cause longer travel times than would be practical for time-sensitive travelers like commuters, but could be well-suited to an excursion traveler, especially if the equipment used provides added comfort and interest. See the sample schedule (22k bytes) toward serving the below listed markets.
1. Using the NJT Hammonton Station as a transfer, to/from NJT Philadelphia trains, would allow Cape May visitors the ability to reach Cape May by train, from Philadelphia and the many destinations connected to Philadelphia with rail service (Amtrak, Septa, and Septa Airport service).
2. Connecting the accommodations (B&B's, hotels, etc.) of Cape May to the new Atlantic City Convention Center and casino gaming.
3. Making a day trip to Cape May available to the guests of the "New Atlantic City", which hopes to attract longer stay vacationers after the new mega resort/casinos open.
The New Jersey Transit's Atlantic City Line is commonly seen as the spine of rail lines to serve Southern New Jersey. This line spans between Atlantic City and Philadelphia, at the mid point is Winslow Jct. where the Cape May Branch begins and extends 54 miles south to Cape May City. Numerous lines once branched off the Cape May Branch to serve the barrier island resort towns; today, only the remains of the Ocean City Branch exists, it begins at Tuckahoe.
New Jersey Transit is the owner of the right-of-way (ROW) and track for both the Cape May and Ocean City branches, but New Jersey Transit terminated this passenger service in the early 1980s. The current use of these lines is as follows:
| SEGMENT | USE | OPERATOR |
Cape May Branch |
||
| Cape May to Tuckahoe | Passenger | Cape May Seashore Lines |
| Freight | none as of date | |
| Tuckahoe to Winslow Jct. | Passenger | none as of date |
| Freight | Conrail to NS/CSX (SAA) | |
Ocean City Branch |
||
| Tuckahoe to Petersburg | Freight | Conrail to NS/CSX (SAA) |
| Passenger | N/A | |
Conrail retained an easement over the route between Winslow Jct. & Petersburg when it passed ownership of the above properties to NJT. On this route the major customer is the coal-fired Atlantic Electric power plant at Beesley Point. Coal travels from Camden on the Conrail-owned Clementon secondary to Winslow Jct. then over NJT-owned ROW to Petersburg, then over Conrail-owned three mile Beesley Point branch to reach the plant.
Cape May Seashore Lines (CMSL) has leased the rights to operate passenger trains south of Tuckahoe to Cape May City. This line required rehabilitation, of which the 10 worst miles have been extensively reworked to the equivalent of FRA Class 3, certified to FRA Class 2. Passenger service began on this portion between Historic Cold Spring Village and the County Park & Zoo in May 1996. Rehabilitation of the Cape May Canal movable bridge and track into Cape May City started in 1997 with completion planned to provide passenger service into Cape May City in the Summer of 1999. Passenger operations north of the County Park & Zoo station to Tuckahoe will require a tie replacement project. Cape May Seashore Lines has acquired & restored passenger equipment, historically significant to the region, for use in meeting the transportation potential of the Cape May branch in Cape May County. The New Jersey Association of Railroad Passengers enthusiastically supports this transportation plan.
1. Park & Ride shuttle service to Cape May. Traffic and parking congestion limit future retail business growth in Cape May City. Most of the day visitors entering Cape May City are vacationers from the barrier island resort towns in the county. To this end, CMSL's stations and parking lots are particularly well suited to intercept travelers on their way to Cape May City for dining, shopping and sightseeing. These stations are: Cold Spring Village (the Wildwoods), 150 parking spaces; South Cape May Court House (Stone Harbor), 120 parking spaces; and the 4-H Center (Avalon) 200 parking spaces. The future Tuckahoe station can serve Ocean City and intercept Metro Philadelphia Area travelers coming off RT. 55 & 50.
2. Provide transportation to County attractions, such as Historic Cold Spring Village and the County Park and Zoo, for vacationers staying at the accommodations (B&B's, hotels, etc.) in Cape May City.
3. Link County residents with the employment opportunities in Cape May City using the Park & Ride resources listed in #1.
4. Offer excursion opportunities to see parts of the county which are too environmentally sensitive to be seen by car.
First, New Jersey Transit should designate the line (Winslow Jct. to Tuckahoe) "NFP" to provide for passenger use and to establish a per car charge on the freight operator to maintain the line. The passenger operator or New Jersey Transit would assume control of maintenance and dispatching of the line. It needs to be noted that passenger operations require higher speeds, and higher maintenance than that which a freight operator needs to be successful. Therefore a freight operator will only want to invest in a lower level of maintenance and accept lower speeds. This control of maintenance and dispatching is important in light of past conflicts with a freight operator on this line.
Second, a public/private commitment to provide operations and capital improvements. From the public side an upgrading of the ROW owned by the State of New Jersey to at least minimum passenger standard, 60 mph, FRA Class 3. This can be achieved at a relatively modest project cost. The basic infrastructure is in freight use by Conrail, and who currently lists the line between Tuckahoe & Winslow as FRA Class 2. The next section describes the capital investment which is required. Service could begin with trains changing direction at Winslow Jct., but passenger comfort and operational efficiencies would be enhanced by constructing a new connecting track at Winslow Jct., allowing trains to run eastward toward Atlantic City. Each section of this project includes upgrading grade crossing warning systems to gates, which is an auto/ highway safety improvement, and should be funded from road project sources.
A private operator would provide equipment, crews, and maintain and operate the service. Acquisition of Amtrak heritage equipment should be pursued for this service, as it would be well suited to the excursion traveler's expectations of comfort on this 84 mile 2 hour trip. This equipment will become available as Amtrak is retiring the heritage fleet as new equipment arrives. The private operator of this service should have a proven record in marketing rail passenger service in a tourism market. Cape May Seashore Lines is a prime candidate for such a service, since it has that background, and this new service is consistent with Cape May Seashore Lines' equipment & operating goals of transportation, tourism, and entertainment.
Cape May City Access - 3 miles; the major element is to rehabilitate the Canal Bridge Movable Span, plus Cape Island Creek Bridge and track work. This project was funded in the FY97 State Capital Plan. Work was completed in time for service to begin on June 12, 1999.
Cape May Court House-Tuckahoe ~13.0 miles; the major element is replacement of 17,000 ties and upgrading 9 grade crossing warning systems to gates. Also restore "Y" at Tuckahoe for the ability to turn a train and/or a locomotive. Scope is well defined. Assembly bill has been introduced for funding.
Tuckahoe-Winslow Junction ~27.3 miles; the major element is upgrading 30 grade crossing warning systems to gates and track improvements. Track is in current use for Conrail coal traffic so upgrading to FRA Class 3 (currently in use as Class 2) should be a relatively modest proposition. Complete survey of track conditions is needed. Track rehabilitation was completed in the fall of 1998. Funding source to be determined.
Hammonton connecting track at Winslow Jct. Scope of work to include 2,000 ft. of new ROW (~2 acres), 2,000 ft. of new track, two turnouts (1 turnout on AC Line & 1 turnout on CM Branch) and signaling to control these new movements. An optional Hammonton passing/pocket track could permit Cape May trains to turn at Hammonton after connecting with NJT also permits closer connections with NJT trains at the Hammonton station. Survey of Winslow Jct. site and signal design is needed. Funding sources to be studied should include: Casino Development & Reinvestment Authority (CDRA), Delaware River & Bay Authority (DRBA), and the State Transportation Trust Fund. DRBA benefits because the rail project enhances its ferry business to and from Cape May County. CDRA can likewise expect positive impact on Atlantic City. Also, CDRA possesses sweeping condemnation powers should that be required for the 2,000 ft. of new ROW.
These files were created by Bob Scheurle.