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  #61  
Old Posted Sep 23, 2012, 2:25 PM
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  #62  
Old Posted Sep 23, 2012, 3:21 PM
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  #63  
Old Posted Sep 23, 2012, 9:05 PM
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  #64  
Old Posted Oct 4, 2012, 7:24 AM
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Hell Gate line News

Quote:
Times For Co-Op City Residents

CO-OP CITY — For residents who live in Co-op City, getting to Manhattan without a car can be a trek.
"I don't really go to the city," said 61-year-old Valerie Pagan, a resident at the sprawling Bronx housing complex for the last two decades. "It's a long way. It takes a long time."
But an MTA plan to expand Metro-North rail service to four neighborhoods in the East Bronx — including Co-op City, home to some 50,000 residents — would provide a direct connection into Penn Station and to Westchester, and greatly shorten commute times, officials say.
The MTA has been hosting information sessions for the last several weeks to get community feedback on the plan, which would eventually create a new train line on existing Amtrak railroad tracks that runs from Penn Station through the East Bronx into Westchester and Connecticut. Train stations are being proposed for locations in Hunts Point, Parkchester, Morris Park and Co-op City.
Hundreds of residents turned out fort the community forum in Co-op City last week. Kenneth Kearns, district manager for Bronx Community Board 10, said the new rail line would cut commute times for many residents in half.




Read more: http://www.dnainfo.com/new-york/2012...#ixzz28JSCJKlN

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  #65  
Old Posted Oct 4, 2012, 7:50 AM
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Quote:
MTA Finishes LIRR Tunnel Connecting Grand Central to Queens
NEW YORK — Manhattan and Queens have never been closer.
The MTA broke down a final concrete wall Thursday to create a new Long Island Railroad tunnel between Grand Central Terminal and Sunnyside, Queens.
The tunnel is part of the MTA's $8.24 billion East Side Access project, scheduled to finish in 2019. The ambitious plan features a new LIRR terminal beneath Grand Central, shortening commutes for thousands of riders and marking the first expansion of the railroad in more then a century.
"For the first time since the East Side Access project began, there is now a continuous path through [a] newly built tunnel from Queens to the East Side of Manhattan," MTA Chairman Joseph Lhota said in a statement Thursday.
"This is the path Long Island Rail Road trains will follow when this project is completed."


Read more: http://www.dnainfo.com/new-york/2012...#ixzz28JYKSV00
http://www.dnainfo.com/new-york/2012...central-queens
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  #66  
Old Posted Oct 4, 2012, 4:21 PM
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New Haven-Hartford rail is now fully funded, and will open in 2016.

They announced the full, final federal grant last week. I think it will be ConnDOT, not Metro North, though. It will be run like Shoreline East (basically complementing and connecting to Metro North trains at New Haven and Stamford).
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  #67  
Old Posted Oct 5, 2012, 12:05 AM
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Hunts Point Station (proposed) - Bronx, NY


http://www.mta.info/mta/planning/psa...sPt_121002.pdf
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  #68  
Old Posted Oct 5, 2012, 12:15 AM
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Quote:
Originally Posted by Crawford View Post
New Haven-Hartford rail is now fully funded, and will open in 2016.

They announced the full, final federal grant last week. I think it will be ConnDOT, not Metro North, though. It will be run like Shoreline East (basically complementing and connecting to Metro North trains at New Haven and Stamford).
I put that and all future Eastern Connecticut railway projects here...

http://forum.skyscraperpage.com/showthread.php?t=201811
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  #69  
Old Posted Oct 24, 2012, 5:11 AM
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  #70  
Old Posted Dec 8, 2012, 8:49 AM
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Some Rail System Through running...


https://maps.google.com/maps/ms?msid...02927,3.348083

Station by Station

Regional Connector
Croton-Harmon
Ossing
Scarborough
Philipse Manor
Tarrytown
Irvington
Ardsley on Hudson
Dobbs Ferry
Hasting on Hudson
Greystone
Glenwood
Yonkers
Ludlow
Riverdale
Spuyten Duyvil
Marbel Hill
University Heights
Morris Heights
Mott Haven
Northern Boulvard - Woodside
Queens Boulevard - Elmhurst
Ridgewood
East New York
Canarsie
Flatbush Ave
Ocean Parkway
Bay Ridge
St. George
Bayonne
Port Elizabeth
Midtown Elizabeth
Elmora

Cranford
Garwood
Westfield
Fanwood
Netherwood
Plainfield
Dunellen
Bound Brook
Raritan



Northern Connector Xpress
North White Plains
White Plains
Hartsdale
Scarsdale
Mount Vernon West
Fordham
Mott Haven
Northern Boulevard - Woodside
Queens Boulevard - Elmhurst

Forest Hills
Kew Gardens
Jamaica


Northeast Corridor Local
New Haven - State Street
New Haven - Union Station
West Haven
Orange

Milford
Stratford
East Bridgeport
Bridgeport
Fairfield Metro
Fairfield
Southport
Green Farms
Westport
East Norwalk
South Norwalk
Rowayton
Darien
Norton Heights
East Stamford
Stamford
Old Greenwich
Riverside
Cos-Cob
Greenwich
Port Chester
Rye
Harrison
Mamaroneck
Larchmont
New Rochelle
Old Rochelle
Orchard Beach
Co-Op City
Morris Park
Parkchester
Hunts Point
Sunnyside

New York Penn Station
Secaucus JCT
Newark Penn Station
Newark Liberty Airport
North Elizabeth
Elizabeth
Linden
Rahway
Metropark
Metuchen
Edison
New Brunswick
Princeton JCT
Hamilton
Trenton


Cross Regional Service
Philpsburg - Main Street
Philpsburg - US 22 / NJ 57 Park / Ride
Washington
Hackettstown
Mount Olive
Netcong
Lake Hopatcong
Mount Arlington
Dover
Denville
Mount Tabor
Morris Plains
Morristown
Convent Station
Madison
Chatham
Summit
Short Hills
Millburn
Maplewood
South Orange
Orange
Brick Church
Newark Board Street
Harrison
Journal SQ
West 4th Street
Fulton Street
Borough Hall

Atlantic Avenue
Nostrand Avenue
East New York
Jamaica
Hollis
Queens Village
Floral Park
Stewart Manor
Nassau Boulevard
Garden City
East Garden City
East Meadow
Levittown

Farmingdale
Pinelawn
Wyandanch
Deer Park
Brentwood
Central Islip
Ronkonkoma


North - South Regional Service
Southeast
Brewster
Croton Falls
Purdy's
Golden's Bridge
Katonah
Bedford Hill
Mt. Kisco
Chappaqua
Pleasentville
Hawthrone
Valhalla
North White Plains
White Plains
Hartsdale
Scarsdale
Crestwood
Tuckahoe
Bronxville
Fleetwood
Mount Vernon West
Wakefield
Woodlawn
Fordham
Harlem-125th Street
Grand Central
Union Square
Fulton Street

St. George
Tompkinsville
Stapleton
Clinton
Grasmere
Old Town
Dongan Hills
Jefferson Ave
Grant City
New Dorp
Oakwood Heights
Bay Terrace
Great Kills
Eltingville
Annadale
Huguenot
Prince's Bay
Pleasant Plains
Richmond Valley
Nassau
Atlantic
Perth Amboy
South Amboy
Laurence Harbor
Matawan
Hazlet
Middletown
Red Bank
Little Silver
Long Branch
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  #71  
Old Posted Dec 9, 2012, 9:34 PM
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Here were or I should say on hold Transit proposals for the I-287 Corridor , I like 4A & 4B..

http://www.tzbsite.com/public-involv...res-feb07.html

Quote:

Alternative 1 is the no-build alternative, one that is required for analysis in environmental impact statements. It is the yardstick against which the impacts of build alternatives are measured. Under this alternative, maintenance of the bridge and the Thruway would continue in order to keep the facilities in a safe operating condition. In addition, this alternative does include approved program improvements for I-287 in Westchester County, as do all other alternatives. However, it should be noted that no build does not mean no impact. There are transportation, environmental and cost impacts related to doing nothing.

Alternative 2 involves rehabilitation of the existing bridge to meet current design and seismic standards. It also includes implementation of Transportation Demand Management/Transportation Systems Management (TDM/TSM) measures such as congestion pricing, ramp metering and increased E-Z Pass usage. Some of these measures are already being implemented by the Thruway Authority. These TDM/TSM measures are part of all build alternatives.

The main span of the bridge would be rehabilitated, with the bridge remaining in its current configuration with 7 travel lanes and the movable barrier. It should also be noted that half of the bridge (the trestle section) would have to be entirely replaced. When completed, however, this alternative would result in ongoing high maintenance costs, traffic disruptions and traffic safety issues. For example, there are currently no shoulders on the bridge for motorists to safely pull out of traffic.

For the major build alternatives, 3, 4A, 4B, and 4C, there are common highway improvements being considered for all. These include:
  • High occupancy toll, or HOT lanes, across Rockland County and over a replacement bridge. These HOT lanes are primarily for buses and high occupancy vehicles. Single occupancy vehicles would be allowed into the lanes on a dynamic toll basis, that is, a toll that increases as traffic congestion increases.
  • Rockland County is characterized by steep grades (3 to 4%) that affect the movement of traffic and also how rail transit would be implemented in the corridor. Thus, we are studying possible westbound and eastbound climbing lanes.
  • Finally, a possible lane extension near Suffern is being considered to balance the lane configuration on the Thruway.

There are also common replacement bridge concepts for Alternatives 3, 4A, 4B and 4C. A replacement bridge would be constructed just north of the existing bridge. However, it is most important to note that the replacement bridge touches down in Nyack and Tarrytown in the same locations as the existing bridge. As shown in the enlargements, the dashed lines show the existing right-of-way for the bridge and Thruway. The replacement bridge touches down within the existing right-of-way.

Alternative 3 is Full-Corridor Bus Rapid Transit, or BRT. It includes the HOT lanes and climbing lanes in Rockland and a replacement bridge as just described. Buses would use the HOT lanes in Rockland and over the bridge, keeping out of mixed traffic. In Westchester County, the buses would use exclusive bus lanes, largely on existing streets such Route 119, local streets in White Plains, and Westchester Avenue. These lanes could be used by existing bus services such as the (Westchester County) Bee-Line System, which would be a major benefit to bus users.

Alternative 4A is the first of three alternatives involving commuter rail transit, or CRT. It would include the previously described highway improvements in Rockland County and a replacement bridge. From the transit perspective, it offers full-corridor CRT from Suffern to Port Chester with direct connections or transfers to the Port Jervis, Hudson, Harlem, New Haven lines and possibly to the Pascack Valley Line. There would be 9 or 10 new stations along the corridor, including a major station in Tarrytown, called the Tappan Zee Station. This alternative would offer a one-seat ride for passengers from Rockland and Orange Counties across the corridor to Stamford and also to New York City.

Alternative 4B differs from 4A in the type of transit service across Westchester County. It includes the previously described highway improvements, a replacement bridge, and direct rail connection to the Hudson Line for a one-seat ride to New York City. In Westchester, the transit mode would be light rail, or LRT. This service would start at the existing Tarrytown Station, connect to the new Tappan Zee transfer station, and then continue across the county. It would be primarily in its own right-of-way along Route 119 and Westchester Avenue, and in White Plains it would be on local streets.

Alternative 4C includes the previously described highway improvements, a replacement bridge, and direct rail connection to the Hudson Line for a one-seat ride to New York City. However, in Westchester, the transit mode would be bus rapid transit, generally following the bus routes described in Alternative 3.
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  #72  
Old Posted Dec 10, 2012, 1:12 AM
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I also like options 4A and 4B. Is there any chance to link White Plains Airport with some kind of rail connection allowing for rail service to Manhattan with one connection if not non-stop?
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  #73  
Old Posted Dec 10, 2012, 11:02 AM
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Quote:
Originally Posted by Jonboy1983 View Post
I also like options 4A and 4B. Is there any chance to link White Plains Airport with some kind of rail connection allowing for rail service to Manhattan with one connection if not non-stop?
Well now that the project is shelved idk , now that I look at it closely the project transit wise was a mess. 4B was a great choice , except the BRT should run along Route 59 instead of the Interstate. The Commuter Rail should run along the Interstate. On the Westchester Side they got it right , the BRT runs along the Highway and the LRT runs along Route 119....which is like Route 59 only busier... Some sort of Rail is needed to cross the River , the population is supposed to grow by 700,000+ by 2050 in Northern NJ , the Lower Hudson Valley.... Now that the Bridge will be transit-less were going to run into some serious issues. BRT won't cut it , only 4,000 ride the buses as is....CRT was going to get at least 60,000 and upwards of 100,000 if you went with 4A.... CRT/LRT/BRT Combo was to get 270,000 so it wasn't like the numbers were low. Cucmo said there wasn't any connecting Service , 6 current lines would fed into the system with 3 more planned lines in the works... Typical politic BS , and people are pissed they were promised Rail for 2 decades and then it was taken away...I have a feeling it will get built in my lifetime. I'm still young , so theres time for it to happen...

As for the LRT to the Airport , Westchester has plans for a BRT/LRT Network , one of the lines goes up to the Airport and SUNY campus , theres another line that goes South to Yonkers and towards New Rochelle.... So in a way it forms a web network....mostly BRT and maybe 2-3 LRT lines...
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  #74  
Old Posted Jan 31, 2013, 12:38 PM
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Quote:
NJ Transit announces approval of train station


Get excited, North Brunswick. That is what Jonathan Frieder, principal of North Brunswick TOD Associates, said of the news that came out last week.

“We’re excited that we are all moving forward,” he said with a smile he could not contain as he sat in the offices on the former Johnson & Johnson site on Route 1 north, overlooking the massive plans for the MainStreetNB transit village project. “We have waited for this moment for seven years.”

That moment occurred on Jan. 8, when NJ Transit went out to bid on the preliminary engineering, construction and design work of a new train station and “flyover” tracks, which is estimated to cost $30 million.

“This is the preliminary stage, but the train station will have all transit ticket amenities such as vending and notices,” said Nancy Snyder, spokesperson for NJ Transit.

All bids are due by the end of the business day on Feb 15.

“After that, the procurement process will begin, where officials will review all the bids,” she said. “We are looking at a projected completion date of 2018.”

Snyder said NJ Transit sees many benefits with the proposed North Brunswick train station, which will be the first for the township. The area has been considered the busiest for rail lines in North America.

“We have seen a substantial customer growth in our Jersey Avenue station [in New Brunswick],” she said. “We continuously monitor our customer patterns and trends. We foresee that this new train station will significantly benefit the area.”
http://ns.gmnews.com/news/2013-01-17...n_station.html

I'm against this station due to the fact it will be in the middle of the High Speed Northeast Corridor zone where NJT can hit 110mph.... It will also feed the sprawl explosion in Central Jersey and will do nothing to fix the Transit needs of Central Jersey unlike the MOM Network or West Trenton lines.... It also benefits a developer rather then the public and should be funded privately...
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  #75  
Old Posted Jan 31, 2013, 12:43 PM
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Quote:
NJ Transit eyes 2 new train yards

NJ Transit officials are considering building a train storage yard far from the storm-surge waters that swamped the agency’s upper Hoboken and Meadowlands Maintenance Center yards, where about a quarter of its fleet was flood damaged by superstorm Sandy.

Two Central Jersey locations being considered are off the busy Northeast Corridor Line — one in an existing Conrail freight yard between Linden and North Rahway and another in County Yard, an Amtrak yard between the New Brunswick and Jersey Avenue stations.

Both locations were mentioned by Kevin O’Conner, NJ Transit rail operations assistant executive director, during a program about superstorm Sandy’s effect on NJ Transit and Amtrak, held earlier this month by the New York Chapter of the Transportation Research Forum. Both yards could be expanded to accommodate about 300 locomotives and rail cars each, but spokesman John Durso said plans are still in the preliminary stages and nothing had been decided.

“A lot hasn’t been finalized, and we’re continuing to work with state and federal officials to focus on making our infrastructure more resilient to withstand future storms like Sandy,” Durso said.
http://www.mycentraljersey.com/artic...ew-train-yards
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  #76  
Old Posted Jan 31, 2013, 12:50 PM
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Quote:
New Jersey Transit Ridership Trends Illustrate the Need for More Transit Funding


Click the Map for the Details







Ridership gains were made across transit modes:

Rail

• Average monthly rail passenger trips were at 6.2 million, the highest in two years. Rail also saw its largest quarterly growth in two years (6.1 percent).
• Saturday passenger trips saw the most substantial increase of 13.6 percent when compared to the same period last year.
• Passenger trips to and from New York Penn Station grew by 7.8 percent.

Bus

• Bus ridership increased 4 percent during the first quarter of FY2013 compared with the same period the previous year.
• Sunday passenger trips saw the most substantial increase of 16.3 percent when compared to the same period last year.

The ongoing challenge for NJ Transit is how to address increased transit demand within funding constraints. NJT’s operating expenses outpace operating revenues forcing the agency to transfer dollars from its capital budget to meet its operating needs. This is an unsustainable funding scheme that makes it difficult for NJ Transit to plan for the years of growth ahead. Legislators must find new funding solutions to help ensure NJ Transit can keep pace with the rising demand.
http://blog.tstc.org/2013/01/14/new-...ansit-funding/
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  #77  
Old Posted Jan 31, 2013, 12:56 PM
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Quote:
New Report: A Third Track on the Main Line Is Key to Long Island’s Economy


by Joseph Cutrufo


A January 2013 report by the Regional Plan Association and the Long Island Index, “How the Long Island Rail Road Could Shape the Next Economy,” is reviving the discussion about building a third track on the Long Island Rail Road’s Main Line. The third track has been a third rail for some Long Islanders, mainly those whose properties abut the Main Line corridor, but the report highlights how the infrastructure project would be a boon for Long Island’s regional economy.

At issue is the train congestion and limited service capacity of the existing two tracks in the 9.8 mile span between Floral Park and Hicksville. The infrastructure is the same as it was in 1844 when it accommodated 24 daily trains and Long Island’s population was 50,000. Today, Long Island’s population is 2.8 million and 106 daily trains along five branches use the Main Line. It has become the spine of the LIRR.

A third track would add substantial capacity to the system by allowing for more frequent service and providing a passing lane to get around stalled trains. The third track could also bring a needed boost to Long Island’s economy: reverse commutes from New York City to employment centers along the Hicksville, Port Jefferson, Ronkonkoma and Montauk Lines — all of which merge with the Main Line at Hicksville – will be much more feasible with a third track.
http://blog.tstc.org/2013/01/18/a-th...lands-economy/
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  #78  
Old Posted Jan 31, 2013, 1:18 PM
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Quote:
New Haven Line sets record for high ridership


Despite the effects of Superstorm Sandy, Metro-North Railroad's New Haven Line provided a record 38.8 million customer trips in 2012, driven by ridership growth in non-commuter and intermediate trips and those to and from stations from Stamford to New Haven.
Ridership on the line grew about 1.5 percent from last year's record-breaking 38.2 million rides in 2011, according to Metro-North.
Overall, the railroad's three lines provided 83 million rides, its second best year ever, enough to defend its claim as the nation's busiest commuter railroad against the Long Island Railroad, which provided 81.7 million rides in 2012.
Metro-North's highest ridership total was 83.6 million in 2008, and it provided 82 million rides in 2011, according to Bob MacLagger, Metro-North's vice president of planning.

Read more: http://www.stamfordadvocate.com/loca...#ixzz2JYhlCoIa
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  #79  
Old Posted Jan 31, 2013, 1:22 PM
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Quote:
MTA considers more frequent stops

The Metropolitan Transportation Authority held a hearing last week in Riverdale to gauge public interest in doubling the number of stops trains make at the Spuyten Duyvil and Riverdale stations during off-peak and weekend hours.

Metro-North Railroad has proposed implementing half-hourly stops during those times at both stations, and, as a result, will add more Hudson Rail Link feeder buses — which shuttle commuters from the stations to local stops throughout the neighborhood — accordingly. Currently, trains and buses come once an hour during those times.

Marjorie Anders, spokeswoman for the MTA, said the change stems from am increase in commuters the agency is seeing at both stations. With the addition of the Hudson Rail Link buses, she said, “those stations have really come to life.”
http://riverdalepress.com/stories/MT...nt-stops,51764

Last edited by Nexis4Jersey; Mar 28, 2015 at 5:17 AM.
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  #80  
Old Posted Jan 31, 2013, 1:43 PM
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Random Scenes from Long Island Railroad , Metro North , PATH & New Jersey Transit



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METRO-NORTH--9144 at Springdale Cemetery OB. 2 of 2 by milantram, on Flickr


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LIRR at Woodside by R36 Coach, on Flickr


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Atlantic Terminal by John Tona Photography, on Flickr


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Untitled by devb., on Flickr
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