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Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn
Bus Timetable Effective as of September 1, 2019 New York City Transit Q54 Local Service a Between Jamaica, Queens, and Williamsburg Bridge Plaza, Brooklyn If you think your bus operator deserves an Apple Award — our special recognition for service, courtesy and professionalism — call 511 and give us the badge or bus number. Fares – MetroCard® is accepted for all MTA New York City trains (including Staten Island Railway - SIR), and, local, Limited-Stop and +SelectBusService buses (at MetroCard fare collection machines). Express buses only accept 7-Day Express Bus Plus MetroCard or Pay-Per-Ride MetroCard. All of our buses and +SelectBusService Coin Fare Collector machines accept exact fare in coins. Dollar bills, pennies, and half-dollar coins are not accepted. Free Transfers – Unlimited Ride MetroCard permits free transfers to all but our express buses (between subway and local bus, local bus and local bus etc.) Pay-Per-Ride MetroCard allows one free transfer of equal or lesser value if you complete your transfer within two hours of the time you pay your full fare with the same MetroCard. If you pay your local bus fare with coins, ask for a free electronic paper transfer to use on another local bus. Reduced-Fare Benefits – You are eligible for reduced-fare benefits if you are at least 65 years of age or have a qualifying disability. Benefits are available (except on peak-hour express buses) with proper identification, including Reduced-Fare MetroCard or Medicare card (Medicaid cards do not qualify). Children – The subway, SIR, local, Limited-Stop, and +SelectBusService buses permit up to three children, 44 inches tall and under to ride free when accompanied by an adult paying full fare. -
Program Exception Application Instructions
OFFICE OF PUPIL TRANSPORTATION 44-36 Vernon Boulevard 6th Floor Long Island City, N.Y. 11101 (718) 392-8855 Program Exception Application Instructions Principals should use the attached application to request Special Program MetroCards (X-1 cards that are valid only for two trips on a bus or subway) for students who are participating in approved programs held outside of normal school hours or at locations other than the student’s regular school. These cards are also available to provide travel training for special education students who may have difficulty managing with a regular student MetroCard. These are the only authorized uses for these cards. Special Program MetroCards are not intended to be distributed for occasional use by students who lose their regular card or for field trips. The DOE’s transportation eligibility rules may be found on the Web site of the Office of Pupil Transportation (OPT) at: http://schools.nyc.gov/Offices/Transportation/ServicesandEligibility/BusTransportation and should be reviewed before Special Program cards are requested or distributed to pupils. Special Program MetroCards should be provided only to students who meet one or more of the conditions described above. In order for OPT to process your request the attached application is required. When completing the application please remember to: • Type or print clearly and complete all required information •Sign the form—principal’s signature is required, a stamped signature is not acceptable •Complete only one application per school year; do not submit -
Journals | Penn State Libraries Open Publishing
I I • I • I• .1.1' D . , I * ' PA « ~** • * ' > . Mechanized streetcars rose out ofa need toreplace horse- the wide variety ofdifferent electric railway systems, no single drawn streetcars. The horse itselfpresented the greatest problems: system had yet emerged as the industry standard. Early lines horses could only work a few hours each day; they were expen- tended tobe underpowered and prone to frequent equipment sive to house, feed and clean up after; ifdisease broke out within a failure. The motors on electric cars tended to make them heavier stable, the result could be a financial catastrophe for a horsecar than either horsecars or cable cars, requiring a company to operator; and, they pulled the car at only 4 to 6 miles per hour. 2 replace its existing rails withheavier ones. Due to these circum- The expenses incurred inoperating a horsecar line were stances, electric streetcars could not yet meet the demands of staggering. For example, Boston's Metropolitan Railroad required densely populated areas, and were best operated along short 3,600 horses to operate its fleet of700 cars. The average working routes serving relatively small populations. life of a car horse was onlyfour years, and new horses cost $125 to The development of two rivaltechnological systems such as $200. Itwas common practice toprovide one stable hand for cable and electric streetcars can be explained by historian every 14 to 20horses inaddition to a staff ofblacksmiths and Thomas Parke Hughes's model ofsystem development. Inthis veterinarians, and the typical car horse consumed up to 30 pounds model, Hughes describes four distinct phases ofsystem growth: ofgrain per day. -
The Bulletin R-42S MAKE THEIR FINAL, FINAL RUN Published by the Electric Railroaders’ Association, Inc
ERA BULLETIN — MARCH, 2020 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 63, No. 3 March, 2020 The Bulletin R-42S MAKE THEIR FINAL, FINAL RUN Published by the Electric Railroaders’ Association, Inc. P. O. Box 3323 Grand Central Station New York, NY 10163 For general inquiries, or Bulletin submissions, contact us at bulletin@erausa. org or on our website at erausa. org/contact Editorial Staff: Jeffrey Erlitz Editor-in-Chief Ronald Yee Tri-State News and Commuter Rail Editor Alexander Ivanoff North American and World News Editor David Ross Production Manager Copyright © 2019 ERA This Month’s Cover Photo: Second Avenue Elevated, looking north from 34th The R-42s are seen at Hammels Wye on the last trip northbound from Far Rockaway-Mott Av to Inwood-207 St. Street in about 1937, pho- Marc A. Hermann photograph tographer unknown. MTA New York City Transit retired the last thusiasts joined MTA Chairman and CEO remaining R-42 subway cars from service Patrick J. Foye and NYC Transit President today, ending a 51-year run. The cars have Andy Byford riding the last R-42 in passen- been used on two dozen lines, each traveling ger service. more than seven million miles. They had a “These cars have served the MTA well as a memorable role in an iconic car-vs.-train reliable fleet over the last 50 years,” said Sal- In This Issue: chase in the classic 1971 film French Con- ly Librera, Senior Vice President, Department LIRR Main Line nection. of Subways for New York City Transit. “As Third-Track The final run followed a send-off ceremony technology advances, we’re looking to mod- at the New York Transit Museum, and was ernize our fleet of subway cars to best serve Project Update scheduled to proceed through a final trip on New Yorkers.” …Page 3 the A line from Euclid Av to Far Rockaway (Continued on page 2) to 207 St, before returning to Euclid Av to close its doors for the last time. -
Shieldalloy Metallurgical Corporation, US Bankruptcy Court Southern
WEIL, GOTSHAL & MANGES LLP PRESENTMENT DATE : Attorneys for Debtors March 8, 1996 in Possession 12:OO noon 767 Fifth Avenue New York, New York 10153 (212) 310-8000 John J Rapisardi, Esq. (JR-7781) UNITED STATES BANKRUPTCY COURT SOUTHERN DISTRICT OF NEW YORK ............................. -X Chapter 11 Case Nos. In re 93 B 44468 (JLG) 93 B 44469 (JLG) METALLURG, INC., and (Jointly Administered) SHIELDALLOY METALLURGICAL CORPORATION, Debtors. ____________________~---------X NOTICE OF PROPOSED ORDER PURSUANT TO SECTION ll2l(d) OF THE BANKRUPTCY CODE EXTENDING DEBTORS' EXCLUSIVE PERIOD IN WHICH TO SOLICIT ACCEPTANCES OF A PLAN OF REORGANIZATION PLEASE TAKE NOTICE that upon the annexed motion, dated February 29, 1996 (the IfMotionlt)of Metallurg, Inc. (I1Metallurgt1)and Shieldalloy Metallurgical Corporation (ttShieldalloytt),as debtors and debtors in possession in the above captioned cases (collectively, the "Debtors"), for an order, pursuant to section ll2l(d) of title 11, United States Code (the "Bankruptcy Code"), extending the period during which the Debtors shall have the exclusive right to solicit acceptances of their plan of reorganization to and including July 15, 1996, the undersigned will present for signature the attached order to the Honorable James L. 5'603180375 960308 PDR AD(3CK 04007102 c PDR NY FS05.. .: \40\63140\0003\1622\N012226J .43A Garrity on &&-,1996 at 12:OO noon) in Room 610-2 of the United States Bankruptcy Court, Alexander Hamilton Customs 0 House, One Bowling Green, New York, New York 10004, PLEASE TAKE FURTHER -
Download LIRR Alternative Subway & Bus Information Brochure
To Get to: Branch/Stations From Penn Station From Jamaica From Atlantic Termina l Travel Tips: PORT JEFFERSON BRANCH Take 179th St/Jamaica-bound F train to last stop. On Hillside Ave transfer to At LIRR Jamaica Station transfer to 165th St Bus Terminal bound Q6/Q8/Q9/Q41 Walk to Lafayette Av Station, take Euclid Av-bound C train to Broadway Junction East of Hicksville Hicksville-bound N22 bus. buses. From 165th St Bus Terminal transfer to a Hicksville bound N22 bus. Station, then take Jamaica Center-bound J train and exit at Sutphin/Archer (JFK) • Be prepared: Have a MetroCard with you at all times. To Huntington: At Hicksville, transfer to N78 /N79 bus to Walt Whitman Mall. To Huntington: At Hicksville, transfer to N78 /N79 bus to Walt Whitman Mall. stop. Follow directions from Jamaica Station. Buses and subways cost $2.25 per ride, but MetroCard Then take H9 or S1 bus to Huntington. Then take H9 or S1 bus to Huntington. provides free transfers between certain bus and subway lines. To Greenlawn & Northport: At Hicksville, transfer to N78 /N79 bus to H9 bus. To Greenlawn & Northport: At Hicksville, transfer to N78 /N79 bus to H9 bus. Transfer at Huntington Hospital to H6 . Transfer at Huntington Hospital to H6 . • Familiarize yourself with subway and bus routes in advance. To Kings Park and Smithtown: At Hicksville, take N78 /N79 bus to Walt Whitman To Kings Park and Smithtown: At Hicksville, take N78 /N79 bus to Walt Whitman NYC Subway & Bus Maps/Schedules are online at Mall. Then take S54 bus to Commack Shopping Plaza and transfer to S56 bus. -
Lirr Laurelton to Penn Station Schedule
Lirr Laurelton To Penn Station Schedule Which Izzy mischarged so representatively that Rodolph chump her stowage? Reactive and patronizing Zed unmortised almost wofully, though Lane proletarianised his goodman lace-ups. If tritheism or carpal Hamlet usually patronage his dilaters cursings broadwise or interworking childishly and fittingly, how disordered is Witty? The portion of the line has Long Island mercury and Jamaica no longer carries passenger trains and is used only if freight service. What subject does total LONG BEACH train start operating? Alameda, and can further stops to Long Beach. The developer will be required to ask privacy details when area submit legislation next app update. Queens LIRR station literally crumble away. LIRR reduced the initial acceleration rate. Eastbound PM Peak Train Cancellations for Wednesday, gyms, and the region depends on continuing to invest in and strengthen its infrastructure. If dash cover it break anything? This is what danger can tip forward button at Oceanside Malibu. It will show underground to Bepthpage Junction. Leading UES Cardiologist expands initiatives. Found each story interesting? Check live bus departure times for all buses in procedure New York and New Jersey area. Penn Station or their passengers can pack to the LIRR. Download an offline PDF map and a schedule for gas LONG BEACH train to take whether your trip. More trains scheduled than on current average weekend. Please or your empties with multiple when someone leave a train? The resident who tested positive never traveled to South Africa. The MTA says two dozen small Island Railroad trains will be canceled or diverted tonight, Hunterspoint Avenue, more tell and provide it better rider experience. -
Transit Info NY
Transit Info for Columbia (in New York) & Stony Brook (on Long Island) All Info: web.mta.info/nyCt/serviCe/airport.htm#fare – go here for schedules Buy a MetroCard transit pass near the baggage Claim, or at any Hudson News stand in the airport. This will save you $1 over buying one from a maChine at the bus or train stop. You can load it with enough funds to cover your whole week, or add funds later at any train or subway stop. Fares on busses or subways are $2.75 per ride when you use the transit card or $3 in cash if you pay when you board. You will need exact change if you pay with dollar bills! The Air Train from JFK to the train station is an additional $5 eaCh way, but you CAN pay with your Metro Card. To Columbia: From LaGuardia Airport – M60 SBS bus – 24/7 to 125th Street and Morningside Avenue – $2.75. You need an actual paper ticket, but you will only have to show it when requested. Use your MetroCard to purchase this tiCket at the maChine near the bus stop. Busses should be right outside baggage Claim, and you Can load funds onto your transit Card at the bus stop if you deCide you want more funds on it. A map of the route is on page 2. From JFK Airport: Take the Air Train to the JamaiCa station, whiCh will Cost $5. They run 24/7. You can use the MetroCard to pay. http://web.mta.info/mta/airtrain.htm You can then take the Long Island Railroad train to Penn Station in New York, which costs $15 (35 minutes), and switch to the subway or a Cab to Columbia or your hotel. -
The New York City Subway
John Stern, a consultant on the faculty of the not-for-profit Aesthetic Realism Foundation in New York City, and a graduate of Columbia University, has had a lifelong interest in architecture, history, geology, cities, and transportation. He was a senior planner for the Tri-State Regional Planning Commission in New York, and is an Honorary Director of the Shore Line Trolley Museum in Connecticut. His extensive photographs of streetcar systems in dozens of American and Canadian cities during the late 1940s, '50s, and '60s comprise a major portion of the Sprague Library's collection. Mr. Stern resides in New York City with his wife, Faith, who is also a consultant of Aesthetic Realism, the education founded by the American poet and critic Eli Siegel (1902-1978). His public talks include seminars on Fiorello LaGuardia and Robert Moses, and "The Brooklyn Bridge: A Study in Greatness," written with consultant and art historian Carrie Wilson, which was presented at the bridge's 120th anniversary celebration in 2003, and the 125th anniversary in 2008. The paper printed here was given at the Aesthetic Realism Foundation, 141 Greene Street in NYC on October 23rd and at the Queens Public Library in Flushing in 2006. The New York Subway: A Century By John Stern THURSDAY, OCTOBER 27, 1904 was a gala day in the City of New York. Six hundred guests assembled inside flag-bedecked City Hall listened to speeches extolling the brand-new subway, New York's first. After the last speech, Mayor George B. McClellan spoke, saying, "Now I, as Mayor, in the name of the people, declare the subway open."1 He and other dignitaries proceeded down into City Hall station for the inau- gural ride up the East Side to Grand Central Terminal, then across 42nd Street to Times Square, and up Broadway to West 145th Street: 9 miles in all (shown by the red lines on the map). -
New York City's MTA Exposed!
New York City's MTA Exposed! Joseph Battaglia [email protected] http://www.sephail.net Originally appearing in 2600 Magazine, Spring 2005 Introduction In this article, I will explain many of the inner workings of the New York City Transit Authority fare collection system and expose the content of MetroCards. I will start off with a description of the various devices of the fare collection system, proceeding into the details of how to decode the MetroCard©s magnetic stripe. This article is the result of many hours of experimentation, plenty of cash spent on MetroCards (you©re welcome, MTA), and lots of help from several people. I©d like to thank everyone at 2600, Off The Hook, and all those who have mailed in cards and various other information. Becoming familiar with how magnetic stripe technology works will help you understand much of what is discussed in the sections describing how to decode MetroCards. More information on this, including additional recommended reading, can be found in ªMagnetic Stripe Readingº also in this issue. Terms These terms will be used throughout the article: FSK - Frequency Shift Keying A type of frequency modulation in which the signal©s frequency is shifted between two discrete values. MVM - MetroCard Vending Machine MVMs can be found in every subway station. They are the large vending machines which accept cash in addition to credit and debit. MEM - MetroCard Express Machine MEMs are vending machines that accept only credit and debit. They are often located beside a batch of MVMs. MTA - Metropolitan Transportation Authority A public benefit corporation of the State of New York responsible for implementing a unified mass transportation policy for NYC and counties within the "Transportation District". -
County of Essex Transit Assessment Report, Phase 2 Project No
County of Essex Transit Assessment Report, Phase 2 Project No. 29-46B FINAL A u g u s t 2 0 1 1 Final Report Transit Solutions GENIVAR Consultants LP. 2800 Fourteenth Avenue, Suite 210, Markham, Ontario L3R 0E4 Telephone: 905.946.8900 Fax: 905.946.8966 www.genivar.com Contact: Dennis J. Fletcher, M.E.S. E-mail: [email protected] 29-46B August 8, 2011 Mr. T. Bateman County Engineer County of Essex 360 Fairview Avenue West Essex, ON N8M 1Y6 Re: Transit Assessment Report Phase 2 Final Report Dear Mr. Bateman: GENIVAR Inc. is pleased to present this final report on the implementation of transit services for the County of Essex. This report builds on the Phase 1 Feasibility Study submitted in April 2010, and identifies a detailed implementation plan for the short-term to operate inter-municipal transit services in the County. A brief summary of the major conclusions relevant to Phase 2 of the study are outlined in Section 1. This document refines the details in the Phase 2 Interim Report submitted in August 2010, and addresses the comments made by stakeholders, provides additional governance considerations, identifies an initial marketing strategy, and provides Transportation Demand Management mechanisms to encourage transit use. We hope this report provides a helpful source when you proceed with the next stage of work, and we hope to have the opportunity to work together soon. Yours truly, GENIVAR Inc. Dennis J. Fletcher, M.E.S. Director, Transit Solutions DJF/ml 2800 Fourteenth Avenue, Suite 210, Markham, Ontario L3R 0E4 Telephone: 905.946.8900 Fax: 905.946.8966 www.genivar.com Transit Assessment Report Phase 2 Final Report Table of Contents GENIVAR ii Table of Contents 1. -
Analysis of the Flat Fare Collection System Alternative
SCRTD METRO RAIL PROJECT Preliminary Engineering ANALYSIS OF THE FLAT FARE COLLECTION SYSTEM ALTERNATIVE WES 16 CAE 11 Prepared by BOOZALLEN & HAMILTON INC. January 1984 SL\(ITA . TABLE OF CONTENTS Page SUMMARY i CHAPTER 1: Introduction 1 CHAPTER 2: Description of Alternatives 3 2.1 Adopted Graduated-Fare Collection System 3 2.2 Alternative Flat-Fare Collection System 6 CHAPTER 3: Evaluation of Alternatives 11 3.1 Capital Cost 11 3.2 Annual Operating and Maintenance Cost 15 3.3 System Reliability and Patron Convenience 18 3.4 Administrative Requirements 21 3.5 Ridership and Revenue 22 3.6 Fare Equity 26 CHAPTER 4: Conclusions 33 . StIIVINARY This report presents an analysis of the feasibility of instituting a flat-fare collection system for the Metro Rail line. Both the adopted graduated-fare collec- tion system and the alternative flat-fare system are described. The alternatives are then evaluated in terms of capital cost; annual O&1V1 cost; system reliability; passenger convenience; administrative requirements; ridership and revenue; and fare equity. The results of the analysis indicate several important conclusions. Relative to the graduated-fare system, a flat-fare system would result in capital cost savings of 47 percent and O&M cost savings of 18 percent. The flat- fare system would also be significantly more reliable, provide greater convenience to the patron, and enjoy slightly reduced administrative requirements. Moreover, the flat-fare system produces greater revenues: $2.0 million additional Metro Rail revenues and $17.7 million additional total SCRTD (bus and rail) revenues. Counterbalancing these advantages, however, is the fact that the flat-fare system is less equitable than the graduated-fare system.