Upon beginning service in 2004, the RiverLINE, New Jersey Transit’s 34-mile light-rail service between Trenton and Camden, was often reported to have been an expensive mistake. Critics cited the large construction cost overruns and posited that South Jersey would see limited benefits from the line and that ridership would be much lower than predicted. In 2004, MTR stated that, “…increases in ridership, as well as economic development along the line will be essential components to the RiverLINE’s long-term success.”
So, just how is the RiverLINE doing 7 years on?
Ridership
Other than a small decline in ridership in 2010, the RiverLINE has shown a year on year increase in passenger trips since beginning service in 2004 (note: Passenger trip information is not included for 2004, because the RiverLINE only operated for part of this year). The slight decline in passenger trips in Fiscal Year 2010 came as NJ Transit issued a large fare hike, and was in line with the nationwide decrease in public transit ridership during that period, which has been attributed to persistently high unemployment. Notably, the RiverLINE saw a 10.05% increase in passenger trips in FY 2009, while nationwide public transit ridership declined by 3.8% during the same period (New Jersey’s unemployment rate at that time was in line with the overall US rate).
Economic Development
There is evidence of some beneficial economic effects for communities along the RiverLINE since service began. A study by the Alan M. Voorhees Transportation Center at Rutgers University found that growth in construction permits along the RiverLINE corridor between 2004 and 2007 was greater than the rate of growth in permits for the state overall, as well as for areas near, but not directly on the line. Additionally, during this same period, owners of residential units in lower-income Census tracts near RiverLINE stations saw net increases in the value of their homes. Report authors noted that zoning for development near the transit line could further those benefits to other areas.
There is also evidence that developers have chosen locations for new construction projects specifically due to proximity to the RiverLINE (including a planned redevelopment of two former knitting mills, located between Riverside’s town center and the train station, into residences). However, many of these projects are not yet under construction due to current economic conditions. One project that has been completed was significantly altered due to its proximity to the RiverLINE. The developer of a 97,000 square-foot condominium development in Cinnaminson, NJ, who had purchased the property before the opening of the transit service, substantially changed the design of the project so it was more integrated with the nearby transit station and had better pedestrian connections.
That developers see the service as an amenity and have shown interest in undertaking projects near the line is clearly in line with a recent Monmouth University poll showing that two-thirds of New Jersey residents would like to see the development of more sustainable communities, with easy access to multiple forms of transportation and opportunities for walking to shops and restaurants. Should ridership continue to increase, there should be even further incentive for developers to locate projects along the RiverLINE corridor.
There is one HUGE issue with the RiverLINE in terms of equity for both riders of other transit routes in New Jersey and NJ taxpayers as a whole. You can ride the entire 34 mile length of the RiverLINE for a one zone bus fare. On no other transit line in NJ can you ride anywhere near this distance for such a low price. This means that the subsidy per passenger is very large and the ridership is artificially inflated (when compared to other transit services.)
A zone-based fare structure (on a par with buses in South Jersey) needs to be introduced on the RiverLINE (and also on Hudson-Bergen Light Rail, though the base fare is higher than bus fare and the total distance is shorter on Hudson-Bergen than on the RiverLINE). While the existing proof of payment system makes zone fares a complex issue, as integrated regional fare systems are developed, a zonal system for the RiverLINE will be a necessity.
I agree with Rob that the woping $1.50 fare to ride from Trenton to Camden is an incredible bargain. I wouldn’t mind paying up to $3.00 for a one-way ticket between to two cities. A zone system would be great idea. It should be free or included in another NJ Transit Train Ticket to ride the RiverLINE with in the city of Trenton and maybe the same could be done for those transferring from a PATCO train and traveling within the city limits of Camden.
That said, there are two other operation issues that are absolutely infuriating with NJ TRANSIT and the RiverLINE.
First why the Hell is it impossible to buy a RiverLINE ticket at other NJ TRANSIT heavy rail stations besides Trenton?!?! It would be nice to buy a RiverLINE while waiting for a NE Corridor Train in New Brunswick and not have to rush to buy one once in Trenton.
Second, (and this is Mass Transit Planning 101) why the Hell do the RiverLINE trains depart for Camden at the same exact moment that NE Corridor trains arrive in Trenton?!?! I hate missing the RiverLINE by 2 minutes and then being forced to wait for 28 minutes for the next one to depart (on weekends). I will sometimes just deal with SEPTA to avoid this totally unnecessary delay. Time is money!
Finally, the RiverLINE is a superb and VERY well designed system, on par with anything I’ve seen anywhere in the world. The on-board bicycle amenities are the best I’ve seen anywhere (in person or in my readings) in North America for daily rolling stock, which really appeals to me personally. Now, if they could solve those two very annoying issues I have with the system, I feel that the RiverLINE would be close to perfect, at least from an operational standpoint.
It’s important for transport policy to consider not only how many ride the River Line, but who the riders are. The several rides I’ve taken suggest the RL is serving to move low income folks to jobs and family, and to bring middle class families with young children back to transit (the aquarium in Camden is a major family destination). These are important benefits to the NJ economy and community life. Low income folks can get to work quickly and with dignity – clean, reliable service replaces degrading waits in the rain for unreliable, slow buses. Affluent kids learn they don’t need to be driven everywhere, that transit is fun and dignified, lessons they’ll carry into adulthood. Tehy suggest that calls for zone fares are misplaced: yes, the RL & HBLR are well-subsidized bargains, and that makes them available to people who otherwise couldn’t make the trip at all (low income) or would drive instead (families on outings). These are real societal benefits.
[…] and spend more time either at home or at work, and less time in transit. There is apparent economic benefit to building the rail line, as was cited in the construction of our very own Trenton-Camden river […]
how much does it coast for the riverline both way