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Old January 13th, 2014, 11:09 PM   #221
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Metro-North Snow Removal by MTAPhotos, on Flickr

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Metro-North Snow Removal by MTAPhotos, on Flickr

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LIRR Snow Removal by MTAPhotos, on Flickr

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LIRR Snow Removal by MTAPhotos, on Flickr
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Old January 24th, 2014, 03:58 AM   #222
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The usually reliable Metro North is transforming itself into a third-world system.


"Attention passengers, due to a power surge there is no traffic into or out of Grand Central Terminal at this time"

source: https://twitter.com/swersey/status/426524004225413120


source: https://twitter.com/marielitaa_x3/st...32620957392896


source: https://twitter.com/jazzyd/status/426526042472591360


source: https://twitter.com/AROD19/status/426533857262055424
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Old January 25th, 2014, 12:37 AM   #223
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Long Island Rail Road access to Grand Central Terminal

Wall Street Journal
http://online.wsj.com/news/articles/...39300970735952

Quote:
Higher Cost, More Delays for LIRR Station
East Side Access Project, Now Years Behind Schedule, Could Stretch to 2021
Updated Jan. 24, 2014 8:40 a.m. ET

The price tag for a vast new train station being built for the Long Island Rail Road beneath Midtown Manhattan could top $10 billion and its completion date could stretch into the next decade, officials said.

Officials from the Metropolitan Transportation Authority will present a new timeline for the project, known as East Side Access, to members of the MTA board on Monday, and now believe trains might not run into the station until 2021 or beyond.

Others within the authority said the project cost might not reach $10 billion, and noted that the higher estimates build in the risks of future delays. The timeline for completion also could be shortened, one official said.

The MTA's most recent cost estimate was $8.2 billion.

Amid the disappointment with the latest delays, the project executive overseeing East Side Access is departing, according to a person familiar with the matter. Alan Paskoff, a senior vice president at the MTA's Capital Construction division, will leave the agency in April, according to this person.

Mr. Paskoff couldn't be reached for comment.

The project, which was approved with the backing of state and federal officials including former Sen. Alfonse D'Amato and then-Gov. George Pataki and launched in 2001, is the largest and most technically complex of the MTA's so-called megaprojects, which include the first phase of the Second Avenue subway and the extension of the No. 7 line to the far West Side.

The project would eventually allow the LIRR to send trains from its main line tracks in Queens through the unused lower level of a subway tunnel into Manhattan at East 63rd Street. From there, trains would proceed through newly bored tunnels to a new subterranean station in a pair of caverns carved out of the bedrock more than 100 feet beneath Park Avenue, north of the Grand Central Terminal building.

MTA officials and the project's backers say the project could shave as many as 40 minutes off the daily round-trip commute for 80,000 LIRR riders who now take the train from Long Island to Penn Station, then commute back to the East Side of Manhattan.

The project has been plagued by delays and cost overruns. In 2006, when a federal grant agreement was completed, the MTA said it could run LIRR trains into the station by December 2013. The date slipped to 2016 by 2010, when Federal Transit Administrator Peter Rogoff wrote to a U.S. senator that progress had been "grim."

The new completion estimate has its roots in November 2012, when officials at the MTA's Capital Construction division rejected the bids for a major contract to build the "Manhattan Structures"—construction in the station caverns and related facilities and systems. The bids had come in some $365 million over the MTA's budget for that phase of work.

Rather than accept the bids, MTA officials said, the authority rejected them and broke the Manhattan Structures contract into smaller segments, some of which are still being advertised for bids.

An MTA spokesman declined to comment, saying the authority would first present its construction timeline and new cost range to board members.

East Side Access has long divided some engineers and external critics from the MTA and its supporters in government, who have said it will ease commuting times and could free up space at Penn Station that could then be used by the MTA's other railroad, Metro-North.

But critics have warned that the project's complexity, and the depth of the station when it is completed, make it impractical and wasteful given the other funding needs at the MTA.

Corrections & Amplifications
Alan Paskoff, the executive overseeing the MTA's East Side Access project, will turn over control of the project in March and will depart the agency in April. An article published Friday about higher costs and more delays for East Side Access incorrectly said Mr. Paskoff has already turned over control of the project and was leaving the agency in March.

Write to Ted Mann at [email protected]
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Old February 1st, 2014, 03:04 PM   #224
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Metro North page on the status of the new M8 cars was updated yesterday. As of 2014.01.31, 300 cars are in service and an additional 18 M8s are undergoing inspection and testing.

http://mta.info/mnr/html/newM8.html
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Old February 2nd, 2014, 11:25 PM   #225
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Back from my trip to Secaucus Junction today on the NEC to catch some Super Bowl train action. Security was tight as hell. Got away with two clips on the lower level before heading up to the upper level. Security was screening EVERYONE, even people who were just going from lower level to upper level for a transfer. Was told on the upper level that I'd need to fill out paper work if I wanted to continue filming, so I figured given my schedule, I'd just leave and call it a day. Not a complete loss though. Got half of what I came for.

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Old February 3rd, 2014, 05:19 PM   #226
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http://www.thelirrtoday.com/2014/02/...njtransit.html
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Old February 11th, 2014, 09:37 PM   #227
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January progress of ESA:

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

image hosted on flickr

East Side Access: January 13, 2014 by MTAPhotos, on Flickr

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East Side Access: January 13, 2014 by MTAPhotos, on Flickr
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Old February 12th, 2014, 06:00 AM   #228
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Why is there such a high ceiling?
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High speed rail=real energy independence!

A developed country is not a place where the poor have cars. It’s where the rich use public transportation

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Old February 12th, 2014, 06:47 AM   #229
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i don't think that.i prefer the idea of this post.Thanks a lot for sharing.
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Old February 12th, 2014, 03:05 PM   #230
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Quote:
Originally Posted by CNB30 View Post
Why is there such a high ceiling?
It will house tracks with platforms on two levels and a mezzanine between them.

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Old February 12th, 2014, 05:17 PM   #231
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Are incline lifts would be here in place?
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Old February 12th, 2014, 10:37 PM   #232
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Woah, this is CRAZY AWESOME!!!
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Old February 13th, 2014, 10:19 AM   #233
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I had no idea it was such an enormous project. Great photos.
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Old February 15th, 2014, 06:05 AM   #234
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They planning on switching all LIRR trains to GCT or some will still be going to Penn?
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Old February 15th, 2014, 09:22 AM   #235
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Quote:
Originally Posted by Nouvellecosse View Post
They planning on switching all LIRR trains to GCT or some will still be going to Penn?
They will split LIRR service. Some trains will use the new ESA, while the remaining trains will continue to service Penn.

The new slots that open up at Penn can then be used by Metro North's New Haven line, with some trains servicing the new Co-op city stations via the Hell Gate line.
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Old February 15th, 2014, 05:36 PM   #236
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Ok, thanks!
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Old February 27th, 2014, 05:03 PM   #237
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NEW JERSEY | Raritan Valley Line

Newark Star-Ledger
http://www.nj.com/news/index.ssf/201...n_march_3.html

Quote:
All aboard: First 'one-seat ride' to NYC leaving Raritan at 8:43 a.m. on March 3


Beginning March 3, Raritan Valley Line riders will be able to take a train to New York without having to leave their train to transfer at Newark Penn Station. (Star-Ledger file photo)

By Mike Frassinelli/The Star-Ledger
on February 24, 2014 at 10:27 AM, updated February 24, 2014 at 10:28 AM

The historic first "one-seat ride" to New York on the Raritan Valley Line will leave Raritan at 8:43 a.m. Monday, a week from today, according to a new schedule by NJ Transit.

Along the way, it will pick up passengers every few minutes, stopping in Somerville, Bridgewater, Bound Brook, Dunellen, Plainfield, Netherwood, Fanwood, Westfield, Garwood, Cranford, Roselle Park, Union Station and Newark Penn Station.

Instead of having to leave their diesel locomotive-powered train and transfer to an electric-powered one at Newark Penn Station, riders will be able to stay on. An engineer will convert the system on a dual-power locomotive capable of operating in diesel or electrified territory.

The maiden voyage is expected to arrive at New York Penn Station at 10:09 a.m., the first of five daily roundtrips offering transfer-free rides each weekday during off-peak travel hours.

It is the first step in what commuters hope will ultimately lead to one-seat rides on weekends and during rush hours.

For now, the transfer-free rides will originate in Raritan at 8:43 a.m., 10:47 a.m. and 11:47 a.m. and originate in High Bridge at 9:18 a.m. and 12:18 p.m. The High Bridge run will also pick up passengers in Annandale, Lebanon, White House and North Branch.

Trains with the one-seat ride service will depart New York Penn Station for Raritan at 10:44 a.m., 11:49 a.m. and 1:47 p.m. and will depart New York for High Bridge at 12:49 p.m. and 2:39 p.m.

Raritan Valley Line train sets now have six double-decker cars plus a locomotive, but an extra multilevel train car will be added beginning March 3. The additional capacity is tied to the upcoming Pulaski Skyway rehabilitation project, which will limit lanes and close the Pulaski in the direction toward New York for up to two years.
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Old March 4th, 2014, 11:19 PM   #238
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The largely unused Danbury branch of the Metro-North railroad is being replaced with buses in the off-peak hours following a criminal (terorrist?) infiltration into the signaling contracts that resulted in a deficient grade crossing system being installed.
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Old March 8th, 2014, 07:32 PM   #239
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From Curbed:

Quote:
http://ny.curbed.com/archives/2014/0..._expansion.php

Post Office Air Rights Sale Could Fund Penn Station Expansion
Monday, March 3, 2014, by Hana R. Alberts



Farley Post Office's long-talked-about conversion into Moynihan Station seems like a pipe dream, but now state officials are talking about one concrete way to raise funds. The plan seems pretty simple and it goes like this: 1) find a buyer for the post office's 1.5 million square feet of air rights; 2) use the money to expand Penn Station into the post office. The Wall Street Journal reports that the Empire State Development Corporation issued an RFP last month for the post office's unused real estate development rights, which could likely be transferred within a few blocks from the post office's location on Eighth Avenue between 31st and 33rd streets, but what's murky is "how fast the state intends to proceed with the selection of a broker and marketing of development rights, nor is it clear if developers would be willing to pay a price that satisfies state officials or that would fully fund the project." Which would be hundreds of millions of dollars.

Nevertheless, in light the post office conversion's long, setback-filled history—which has spanned two decades—this is the first time we've seen officials take even the slightest step towards making the Penn Station expansion an unarrested development. The grand, columned post office space would be used as a waiting room for Amtrak. According to the RFP, via the WSJ: "Under the new plan, the state would use revenue from the sales to pay down debt on the property and help pay for transforming 'the Old Sorting Hall within the Farley Building into the new, sky-lit train hall comparable in size; to Grand Central Terminal, the document says."
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Old March 13th, 2014, 06:18 PM   #240
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Of course, you've heard about yesterday's gas explosion in East Harlem. The fatal leak, which left two people dead, happened near Metro-North tracks. So let's see what's happened from MTA's side:

image hosted on flickr

Assisting Customers at Grand Central Terminal by MTAPhotos, on Flickr

Crowds of stranded passengers at Grand Central:

image hosted on flickr

Assisting Customers at Grand Central Terminal by MTAPhotos, on Flickr

At Woodlawn station:

image hosted on flickr

Customers at Woodlawn by MTAPhotos, on Flickr

image hosted on flickr

Customers at Woodlawn by MTAPhotos, on Flickr

People are assisted to use subway instead commuter rail. At 233rd St station:

image hosted on flickr

Customers Assisted at 233rd St. by MTAPhotos, on Flickr

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Customers Assisted at 233rd St. by MTAPhotos, on Flickr

And here is site of explosion. MTA was clearing debris while services were suspended:

image hosted on flickr

Clearing Metro-North Tracks After Building Collapse by MTAPhotos, on Flickr

image hosted on flickr

Clearing Metro-North Tracks After Building Collapse by MTAPhotos, on Flickr

How dreadful was:

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Clearing Metro-North Tracks After Building Collapse by MTAPhotos, on Flickr

image hosted on flickr

Clearing Metro-North Tracks After Building Collapse by MTAPhotos, on Flickr

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Clearing Metro-North Tracks After Building Collapse by MTAPhotos, on Flickr
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