What’s special about them is their backwards compatibility with a fleet of existing push-pull coaches. Which given how many Multilevel IIIs NJT ultimately ordered feels like a silly design requirement in hindsight.

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That gives NJT a lot of time to see what post-Gateway operations look like, make serious progress towards universal level boarding (at least in electric territory), and see what other agencies are experimenting with.

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At this point these are locked in as the backbone of the fleet for the next 20 years or so. What NJT should be doing now is doing strategic planning for what the next generation of rolling stock should look like, when it becomes time to replace the Multilevel Is in around the years 2035-2040.

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My hope is Amtrak will essentially force some limited through-running to happen for Penn Station capacity reasons and there will be a “metro” fleet joint procurement by the MTA and NJT for those services, which will be oriented towards short distances.

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In the 60s when they built it the inner tracks were all freight.

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