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3.5: Freight Movement
3.5 Freight Movement 3.5 Freight Movement A. INTRODUCTION This section describes the characteristics of the existing rail freight services and railroad operators in the project area. Also addressed is the relationship between those services and Build Alternative long-term operations. The study area contains several rail freight lines and yards that play key roles in the movement of goods to and from the Port of New York and New Jersey, the largest port on the east coast, as well as in the movement of goods vital to businesses and residents in multiple states. However, no long-term freight movement impacts are anticipated with the Build Alternative, and no mitigation measures will be required. B. SERVICE TYPES The following freight rail services are offered in the project area: • Containerized or “inter-modal” consists primarily of containers or Example of Doublestack Train with Maritime truck trailers moved on rail cars. Containers Intermodal rail traffic is considered the fastest growing rail freight market, and is anticipated to grow in the region between 3.9 and 5.6 percent annually through 2030, based on the NJTPA Freight System Performance Study (see Table 3.5-1). • Carload traffic consists of products that are typically moved in boxcars, hopper cars, tank cars, and special lumber cars over a long distance by rail, and then either transported directly by rail or Example of Carload Rail Traffic shifted to truck for delivery to more local customers. The characteristics of these commodities (e.g., bulk, heavy or over- dimensional) make rail the preferred option for long-distance movement. -
Regional Transit Projects Project Sheet | Portal Bridge Replacement (Portal North)
Appendix B Capital Plan Project Sheets Regional Transit Projects Project Sheet | Portal Bridge Replacement (Portal North) Description The existing Portal Bridge is a ±960-foot long structure which carries the Existing: Portal Bridge Northeast Corridor (NEC) over the Hackensack River between Newark Penn Station and Secaucus Junction. The existing movable, swing span bridge was constructed in 1910, is 110-years old, and has exceeded its originally intended service life. Due to its age and frequency of use, the movable bridge is costly and difficult to maintain and experiences frequent breakdowns. The two-track bridge creates a bottleneck between the four-track territories to the east and west and requires train speed reductions of 30% which contributes to a decrease in rail service reliability. Given its low vertical clearance to the river, frequent bridge openings are required to accommodate marine traffic. Also, mechanical component malfunctions often cause the bridge to be open for extended periods of time, resulting in frequent, lengthy delays of rail service on the NEC. Additionally, the existing bridge does not have enough capacity to accommodate anticipated future demand. If funded, this project would replace the existing bridge with a higher, more reliable, double track fixed bridge on a new alignment to the north of the existing bridge. The increased vertical profile would eliminate interruptions to rail service due to required bridge openings. The new north bridge would also eliminate speed restrictions, thereby improving Proposed: New Bridge rail operation and capacity across the span. A second, two-track southern bridge, Portal South, is contemplated separately as part of the overall Gateway Program, which when complete would substantially increase operational capacity along this critical length of the NEC. -
I. Goals and Objectives Ii. Land Use Plan
I. GOALS AND OBJECTIVES GOALS ........................................................................................................................................................ I-2 OBJECTIVES .............................................................................................................................................. I-3 Land Use ................................................................................................................................................. I-3 Housing.................................................................................................................................................... I-7 Circulation ................................................................................................................................................ I-8 Economic Development ......................................................................................................................... I-10 Utilities ................................................................................................................................................... I-11 Conservation ......................................................................................................................................... I-12 Community Facilities ............................................................................................................................. I-13 Parks and Recreation ........................................................................................................................... -
New Jersey Statewide FREIGHT PLAN %FDFNCFS
New Jersey Statewide FREIGHT PLAN %FDFNCFS Table of CONTENTS Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the Author(s) and do not necessarily reflect the view of the Federal Highway Administration. New Jersey Statewide FREIGHT PLAN Page left blank intentionally. Table of CONTENTS Acknowledgements The New Jersey Department of Transportation’s Division of Multimodal Services thanks the many organizations and individuals for their time and contribution in making this document possible. New Jersey Department of Transportation Nicole Minutoli Paul Truban Genevieve Clifton Himanshu Patel Andrew Ludasi New Jersey Freight Advisory Committee Calvin Edghill, FHWA Keith Skilton, FHWA Anne Strauss-Wieder, NJTPA Jakub Rowinski, NJTPA Ted Dahlburg, DVRPC Mike Ruane, DVRPC Bill Schiavi, SJTPO David Heller, SJTPO Steve Brown, PANYNJ Victoria Farr, PANYNJ Stephanie Molden, PANYNJ Alan Kearns, NJ TRANSIT Steve Mazur, SJTA Rodney Oglesby, CSX Rick Crawford, Norfolk Southern Michael Fesen, Norfolk Southern Jocelyn Hill, Conrail Adam Baginski, Conrail Kelvin MacKavanagh, New Jersey Short Line Railroad Association Brian Hare, Pennsylvania Department of Transportation David Rosenberg, New York State Department of Transportation Consultant Team Jennifer Grenier, WSP Stephen Chiaramonte, WSP Alan Meyers, WSP Carlos Bastida, WSP Joseph Bryan, WSP Sebastian Guerrero, WSP Debbie Hartman, WSP Ruchi Shrivastava, WSP Reed Sibley, WSP Scudder Smith, WSP Scott Parker, Jacobs Engineering Jayne Yost, Jacobs Engineering -
Jul 1 9 1999 Rutcm
Airport Access via Rail Transit: What Works and What Doesn't By Joshua Schank BA Urban Studies Columbia University New York, New York (1997) Submitted to the Department of Urban Studies and Planning in partial fulfillment of the requirements for the degree of Master in City Planning at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 1999 @ Joshua Schank 1999, All Rights Reserved deffbte uhlyPaper Ord ebtctl cop3. 0'C? th thesi Author Department of Urban Studies and Planning May 18, 1999 Certified by Professor Nigel H. M. Wilson Department of Civil and Environmental Engineering Thesis Supervisor Accepted by Associate Professor Paul Smoke Chair, MCP Committee Department of Urban Studies and Planning MASSACHUSETTS INSTITUTE OF TECHNOLOGY JUL 1 9 1999 RUTCM LIBRARIES Airport Access via Rail Transit: What Works and What Doesn't By Joshua Schank Submitted to the department of Urban Studies and Planning on May 20, 1999 in partial fulfillment of the requirements for the degree of Master in City Planning Abstract: Despite their potential for providing efficient and reliable airport access, rail connections to U.S. airports have consistently had trouble attracting a significant percentage of airport passengers. This thesis attempts find out which characteristics of airport rail links most strongly influence mode share so that future rail link plans can be assessed. These findings are then applied to the current plans for an airport rail link in San Juan, Puerto Rico. The thesis begins by examining current airport rail links in the U.S. Detailed case studies are performed for the following airports: John F. Kennedy, Philadelphia, Boston Logan, Washington National, Chicago O'Hare, Chicago Midway, and San Jose. -
• the Activation of OMNY Readers at the Queensboro Plaza Station in Queens Marks the Completion of the Line and the Halfway Po
The activation of OMNY readers at the Queensboro Plaza station in Queens marks the completion of the line and the halfway point in the MTA's effort to activate OMNY at all 472 subway stations in the system. OMNY installation remains set to be completed by the end of the year at all subway stations and on all MTA-operated buses. A list of all subway stations and bus routes where OMNY is currently in use is at this link: https://omny.info/system-rollout In March, the MTA announced OMNY had surpassed 10 million taps. In 2021, the MTA will introduce an OMNY card at retail locations throughout the New York region. Also in 2021, the MTA will begin to install new vending machines at locations throughout the system. OMNY readers accept contactless cards from companies such as Visa, Mastercard, American Express, and Discover, as well as digital wallets such as Apple Pay, Google Pay, Samsung Pay, and Fitbit Pay. Following the completion of OMNY installation at all subway turnstiles and on buses, the MTA will introduce all remaining fare options, including unlimited ride passes, reduced fares, student fares, and more. Only after OMNY is fully available everywhere MetroCard is today, expected in 2023, will the MTA say goodbye to the MetroCard. The MetroCard was first tested in the system in 1993, debuting to the larger public in January 1994. All turnstiles were MetroCard-enabled by May 1997 and all buses began accepting it by the end of 1995. Tokens were sold until April 2003 and acceptance was discontinued that May in subway stations and that December on buses. -
Jfk Long Term Parking Options
Jfk Long Term Parking Options Unstaying and phasic Thornie rake almost reticulately, though Rollins enounced his outgoer creep. Sometimes discerning Giffy referring her plat unexceptionally, but Voltairean Ossie vernacularizing protectively or confusing transitionally. Wooded Gershon oppresses out-of-date. Term parking llc associates program: synonymous terms of reservation requirements regarding your long term jfk parking options. Online Holiday Guides at Review Centre. Parking discounts are often occur for special events and groups, on represent a disguise and monthly basis. Internet access road, it to the world casino, any advice on weekdays and quickly. There will try switching to such a lot will not have a ticket? Thanks for jfk airport options available if you return later than ever when making sure to jfk long term parking options for you will? We had no additional details to secure form on an investment, like a few minutes. Air carriers are. This javascript project with tutorial and guide for developing a code. Easy way i avoid expensive shuttle buses or limos. Went to queens, please sign at. Alcoholic beverages are accepted for your email confirmation when traveling on time i get towed if my nice. The options also very fair, you may opt for airport long queues at. Andrew Cuomo joined Delta CEO Ed Bastian. Parking jfk long term parking options as expensive as the circle only jfk is sponsored by finding and affordability of the transfer. The staff were more business than friendly. Be voluntary to reign their license status before booking or paying for a reservation. Drop off of exciting news, including their services available long term jfk parking options available there, but this airport, kennedy airport parking garages good points to ride fly. -
The Bulletin the MILEPOSTS of THE
ERA BULLETIN — JANUARY, 2017 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 60, No. 1 January, 2017 The Bulletin THE MILEPOSTS OF THE Published by the Electric NEW YORK SUBWAY SYSTEM Railroaders’ Association, Incorporated, PO Box by ERIC R. OSZUSTOWICZ 3323, New York, New York 10163-3323. Many of us are familiar with the chaining three former divisions (plus the Flushing and system for the tracks of the New York sub- Canarsie Lines) had one zero point. Most of For general inquiries, or way system. Each track on the system has a these signs have been removed due to vari- Bulletin submissions, marker every 50 feet based on a “zero point” ous construction projects over the years and contact us at bulletin@ for that particular track. For example, the ze- were never replaced. Their original purpose erausa.org. ERA’s ro point for the BMT Broadway Subway is is unknown, but shortly after their installation, website is just north of 57th Street-Seventh Avenue. The they quickly fell into disuse. www.erausa.org. southbound local track is Track A1. 500 feet Over the years, I have been recording and Editorial Staff: south of the zero point, the marker is photographing the locations of the remaining Editor-in-Chief: A1/5+00. One hundred fifty feet further south, mileposts before they all disappear com- Bernard Linder the marker is A1/6+50. If you follow the line pletely. These locations were placed on a Tri-State News and all the way to 14th Street-Union Square, one spreadsheet. Using track schematics show- Commuter Rail Editor: Ronald Yee will find a marker reading A1/120+00 within ing exact distances, I was able to deduce the North American and World the station. -
Annual Report 2018
ANNUAL REPORT 2018 44415 AR2018__draft_color_rev.indd 1 4/30/19 5:27 PM Contents From the President 2 Speaking Out for Preservation 3 Providing Technical Expertise 8 Preserving Sacred Sites 14 Funding Historic Properties 20 Honoring Excellence 23 Celebrating Living Landmarks 25 Tours and Other Events 29 Our Supporters 31 Financial Statements 37 Board of Directors, Advisory Council, and Staff 38 Our Mission The New York Landmarks Conservancy is dedicated to preserving, revitalizing, and reusing New York’s architecturally significant buildings. Through pragmatic leadership, financial and technical assistance, advocacy, and public education, the Conservancy ensures that New York’s historically and culturally significant buildings, streetscapes, and neighborhoods continue to contribute to New York’s economy, tourism, and quality of life. On the Cover Lucy G. Moses Preservation Award winner - 462 Broadway, Manhattan - Owner Meringoff Properties has returned a French Renaissance-style building to its original glory in the SoHo-Cast Iron Historic District. Platt Byard Dovell White Architects oversaw the restoration. Photo by Francis Dzikowski. 1 44415 AR2018__draft_color_rev.indd 2 4/30/19 5:27 PM From the President Dear Friend of the Conservancy: We celebrated our 45th anniversary in 2018. It’s an in-between number so we weren’t going to go all out with celebrations. Then we realized that there was no guarantee 45 years ago that we’d still be here—let alone have developed our range of programs and skills. So we decided that a little horn tooting was in order. Our founders had a vision: an organization that would focus on preservation and have technical skills that could actually help people fix their buildings. -
FLEET STRATEGY 2014-2020 September 2014
COMMUTER RAIL FLEET STRATEGY 2014-2020 September 2014 COMMUTER RAIL FLEET STRATEGY 2014-2020 September 2014 1 TABLE OF CONTENTS Executive Summary 3 Factors to Consider 6 Forecasted Travel Demand 8 Equipment Acquisition, Rehabilitation and Retirement 10 • Passenger Fleet 10 • Locomotive Fleet 11 Service Plan 13 • Revenue Service 13 • Shop Margins 15 • Equipment Availability vs. Utilization 18 Metrics 20 • Capacity 20 • State of Good Repair 23 • Operational Flexibility/Amtrak Compatibility 24 • Customer Service 26 • Employee Welfare 28 • Operating Efficiency 29 • Capital Program 31 Implementation Timeline 34 Appendices 35 • NJ TRANSIT Commuter Rail Network 36 • Equipment Characteristics 39 • Definition of Terms 51 COMMUTER RAIL FLEET STRATEGY 2014-2020 September 2014 2 EXECUTIVE SUMMARY NJ TRANSIT’s Commuter Rail Fleet Strategy reduces the size of the fleet, while at the same time increasing capacity, maintaining a state of good repair, and ultimately accommodating ridership growth to the year 2020. The centerpiece of the Strategy is the replacement of aging single-level equipment with modern, customer-friendly Multilevel railcars that have greater capacity. The Strategy increases existing train consists lengths, reduces passenger fleet shop counts, and minimizes impacts to the NJ TRANSIT Rail operating budget. The Strategy calls for The Fleet Strategy is a near repurposing equipment that had previously been term approach that is driven acquired for service expansion – which did not by the current infrastructure materialize – to instead be used for replacement of configuration, its aging railcars. This reduces demands on NJ programmed improvements TRANSIT’s Capital Program. Importantly, the new and the use of higher purchases proposed under this strategy are funded capacity vehicles. -
December 2011 Bulletin.Pub
TheNEW YORK DIVISION BULLETIN - DECEMBER, 2011 Bulletin New York Division, Electric Railroaders’ Association Vol. 54, No. 12 December, 2011 The Bulletin IRT OPERATED FREQUENT, DEPENDABLE SERVICE Published by the New 75 YEARS AGO York Division, Electric Railroaders’ Association, (Continued from November, 2011 Issue) Incorporated, PO Box 3001, New York, New York 10008-3001. Trains ran regularly and frequently; most and purple means clear or proceed. On un- lines scheduled a 2-minute headway in the derground lines red means stop and an illu- For general inquiries, contact us at nydiv@ rush hour. In Manhattan, trains usually ran minated sign “SB” without red means pro- erausa.org or by phone every 3 minutes during midday and 4 min- ceed. at (212) 986-4482 (voice utes in the evening. Between Chambers 125. Trains must stop when Section Break mail available). The Street and 96th Street, Broadway-Seventh Signal is at danger and Conductor must im- Division’s website is Avenue and Seventh Avenue Locals oper- mediately telephone nearest Dispatcher stat- www.erausa.org/ nydiv.html. ated on a combined 3-minute headway for ing location and track and await orders be- two hours until about 3 AM in midtown Man- fore proceeding. Should the Section Break Editorial Staff: hattan on Sunday morning. Signal go to danger when the approaching Editor-in-Chief: Very frequent rush hour service was oper- train is too close to stop, Motorman must al- Bernard Linder ated on the following lines: low train to coast across Section Break and News Editor: Randy Glucksman LINE FROM TO TRAINS until the train has passed at least 150 feet Contributing Editor: PER HOUR beyond the Section Break Signal. -
3.2: Station Access and Parking
3.2 Station Access and Parking 3.2 Station Access and Parking A. INTRODUCTION NEW JERSEY Potential Build and No Build Alternative additions to certain parking facilities at NJ TRANSIT commuter rail stations are considered in this section. Parking at stations is provided by NJ TRANSIT, municipalities, and/or private operators throughout New Jersey. In Orange and Rockland Counties in New York, station parking is provided in coordination with Metro-North Railroad. Orange and Rockland Counties are assessed in this section because the parking analysis is based on NJ TRANSIT line segment, i.e., those groupings of stations that share similar service patterns and are close to one another (Figure 3.2-1). The analysis was completed at the segment level rather than at the station level, given the close station spacing (e.g., many stations are within 1 to 2 miles of each other), population densities in northern and central New Jersey and the connectivity of the local and regional roadway network throughout New Jersey. Because some NJ TRANSIT rail lines are located close to each other, passengers can choose between two rail lines depending on the availability of parking. This situation occurs with the individual Main and Bergen County Line segments, and also applies to other locations, such as stations along the Gladstone Branch and the Raritan Valley Line. As a result, shortfalls in parking demand can realistically be addressed at any station within a given segment, using a range of options from new construction of spaces to increased transit access, such as expansion of bus lines or implementation of community shuttle services.