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Old November 27th, 2015, 12:26 AM   #881
Nexis
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Harlem Line at White Plains Station


Quote:
Number of Tracks : 2
Electrification : 750V DC Bottom Contact 3rd Rail
Type : Elevated
Built : December 1, 1844
Rebuilt : 1864 , 1968 , 1970s , 1987
Service Type : Every 15 Minutes

Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr


Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr


Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr


Early Evening in Downtown White Plains,New York
by Corey Best, on Flickr

Train Bound for North White Plains
Quote:
Stopping at :
North White Plains

Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr

Grand Central Local departing
Quote:
Stopping at :
Hartsdale
Scarsdale
Crestwood
Tuckahoe
Bronxville
Fleetwood
Fordham
Harlem-125th Street
Grand Central Terminal


Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr

Wassaic Express at White Plains
Stopping at :
Southeast
Patterson
Pawling
Harlem Valley – Wingdale
Dover Plains
Tenmile River
Wassaic



Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr


Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr


Metro North - Harlem Line at White Plains Station during Peak hour
by Corey Best, on Flickr
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Old December 1st, 2015, 03:08 PM   #882
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Quote:

Elmhurst station hits the comeback trail

In January 1985, the Elmhurst station on the LIRR’s Port Washington Branch closed. Ridership had dwindled to less than 100 per day. It was decided at the time, probably based upon a cost-benefit analysis, that investing millions of dollars to upgrade the station made no economic sense. Research indicated that there would be a poor return in potential ridership that would utilize this station.

Fast forward 30 years later. Give Congress members Joseph Crowley and Grace Meng along with New York City Councilman Daniel Dromm credit for successfully lobbying the Metropolitan Transportation Authority to include $40 million within the Long Island Rail Road’s $380-million 2015-2019 Capital Stations Program to support reopening the Elmhurst LIRR Station. The total overall LIRR proposed 2015-2019 Capital Program request is $3.1 billion.

[......]

The MTA/LIRR proposal calls for spending $4 million in 2016 (probably for planning, environmental review, preliminary and final design activities) and $36 million in 2018 (to pay for actual construction) for a total of $40 million.

The scope of work needed to reopen the Elmhurst LIRR station would include new 12-car platforms, staircases, railings, passenger shelters, ticket-vending machines, lighting, communication, signal and security equipment, general site improvements and passenger elevators to be fully compliant with the American Disability Act. There would be no staffed ticket office.
Read the Full Article here :
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Old December 2nd, 2015, 08:05 AM   #884
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^ these photos were taken on 2015.11.23 (the flickr captions incorrectly cite to 2013)
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Old December 7th, 2015, 07:33 AM   #885
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Very outdated pictures from old sorting hall of James Farley Post Office, part of which will become part of future Moynihan station. Taken by Flickr user ranbarton in June this year:
https://www.flickr.com/photos/ranbarton/


The old sorting hall in the interior of the Farley post office, slated to be the new concourse in Moynihan Station in 2018 by ranbarton, on Flickr


The old sorting hall in the interior of the Farley post office, slated to be the new concourse in Moynihan Station in 2018 by ranbarton, on Flickr


The old sorting hall in the interior of the Farley post office, slated to be the new concourse in Moynihan Station in 2018 by ranbarton, on Flickr
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Old December 7th, 2015, 06:39 PM   #886
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Press Release
December 7, 2015
Quote:
MTA Reaches Two Milestones on East Side Access Megaproject

55th Street Vent Plant and Certain Queens Infrastructure Upgrades Now Complete

The Metropolitan Transportation Authority (MTA) today announced the substantial completion of two significant contracts on East Side Access, the megaproject that will bring Long Island Rail Road service to Grand Central Terminal. Workers have completed construction of a subterranean ventilation facility below East 55th Street in Manhattan, and $56.2 million in infrastructure improvements to Harold Interlocking, in Sunnyside, Queens, the busiest passenger train junction in the United States and the place where the tracks for the connection to Grand Central will meet with the Long Island Rail Road.

“The completion of these two contracts underscores the magnitude of the behind-the-scenes work that must take place for East Side Access to function,” said Dr. Michael Horodniceanu, President of MTA Capital Construction. “Most of the work has been going on outside of public view, spanning Manhattan and Queens. Even when the project is completed, the new infrastructure will remain largely out of sight. But it is nonetheless critically important for the project. You can’t have LIRR service to Grand Central without the components we’ve just finished building.”

East 55th Street Ventilation Facility

Construction of the ventilation facility began in November 2012. It was built beneath the roadway of 55th Street between Park and Madison Avenues and will provide ventilation for the tunnels under Park Avenue that will carry LIRR trains to Grand Central.

To allow the construction of the facility below the surface to take place, the street had to be closed temporarily over the course of several weekends early on in the contract so a steel deck could be installed. This steel deck allowed the contractor to excavate and work safely below ground while traffic continued to flow above.

Under the steel deck, workers safely executed 144 controlled blasts that, along with mechanical excavation, removed 10,000 cubic yards of rock and soil – or enough to fill three Olympic-sized swimming pools – to create space that provides a pathway for the air to flow to and from the tunnels below.

The facility extends 150 feet below street level, but is entirely hidden from view on the street, with the exception of an emergency hatch and ventilation grates in the sidewalk. In order to be easier to navigate for those wearing high-heeled shoes, the sidewalk “high-heel friendly” grates are made with slip-resistant surfaces and the openings between the cross-bars are only ½ inch wide.

The ventilation facility was built by a joint venture of the Schiavone Construction Co. and John P. Picone, Inc., at a cost of $57.5 million. It is one of four ventilation facilities being built in Manhattan for East Side Access.

Just blocks away, two components of East Side Access are already bringing benefits to the public. Fifteen months ago the megaproject opened 50th Street Commons, a comfortable vest pocket park between Park and Madison Avenues. Eleven months before that, the MTA opened a new entrance to Grand Central inside 245 Park Avenue that faces 47th Street between Park and Lexington Avenues. The entrance is now the most direct way to access Grand Central’s platforms from points east of Lexington Avenue and north of 47th Street.

Queens Infrastructure Upgrades

The work just completed in Queens began in August 2009 and was performed by Tutor Perini Corp. Through this contract, workers made a variety of infrastructure improvements within Harold Interlocking that will allow for an increase in capacity and improved train operations.

Harold Interlocking, already the busiest passenger railroad switching complex in the country, governs the movement of four railroads between Penn Station, Long Island, New England, and Sunnyside Yard, where Amtrak and NJ Transit store trains. Adding a connection to Grand Central, while creating dedicated new tracks above and below it to reduce congestion-related delays, requires the installation of nearly one hundred new switches and miles of new track.

That work is already underway, but the work being done by the just-completed Perini contract will enable it to reach its conclusion. Under this contract, workers built numerous retaining walls; 2,700 feet of new storm sewer; 3,600 feet of duct banks that house 12,000-volt AC traction power, an access road, and five utility conduits known as microtunnels that have a diameter of about five feet. They installed three electrical substations for snow melters, which keep track switches operable year-round by preventing ice and snow buildup. They relocated and adjusted utility conduits, installed an electronic device governing information distribution that is composed of microprocessors known as a remote terminal unit. They purchased three gantries that will bear overhead train signals.

East Side Access is the largest transportation infrastructure construction project in the country. When it opens for passenger service, which the MTA forecasts will take place in 2022, it will serve an expected 162,000 LIRR customers every day at a new station being built under Grand Central. The project will double the LIRR’s capacity to bring trains into Manhattan and allow Metro-North Railroad’s New Haven Line to access Penn Station via four stations that will be built in the Bronx. It is the most transformative project for New York’s railroad network since the Pennsylvania Railroad built a total of six tunnels under the East and Hudson Rivers and inaugurated train service to Pennsylvania Station, in 1910.
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Old December 8th, 2015, 02:35 AM   #887
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LIRR Parking Problems

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Old December 8th, 2015, 02:39 AM   #888
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MTA To Install Cameras, Audio Recorders On MNR, LIRR Trains

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Old December 8th, 2015, 02:56 AM   #889
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Yale Glee Club Brings Holiday Cheer To Train

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Old December 11th, 2015, 10:39 AM   #890
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Inbound Train cruising through Hoboken Terminal approach


Downtown Jersey City in the Early Evening hours
by Corey Best, on Flickr


Downtown Jersey City in the Early Evening hours
by Corey Best, on Flickr
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Old December 12th, 2015, 03:38 AM   #891
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Old December 13th, 2015, 03:32 AM   #892
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Video from Jersey Mike

MNRR Hudson Line - Ossining to GCT Early Morning EXPRESS

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Old December 16th, 2015, 09:08 AM   #893
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Quote:
Metro-North: 100,000 rail ties replaced in two years
By Frank Juliano Updated 12:20 pm, Tuesday, December 15, 2015

A two-year-plus project to rebuild rails and track beds is already delivering smoother, safer and more reliable service, Metro-North Railroad officials said Monday.

The railroad has replaced nearly 100,000 ties, laid 16.5 miles of continuous welded rails, rebuilt 88 switches and made other systemwide improvements, according to a progress report on the Metro-North website.
Source : http://www.ctpost.com/news/article/M...wo-6697383.php
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Old December 23rd, 2015, 08:54 AM   #894
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Grand Central Terminal, New York



http://secondavenuesagas.com/2012/04...ss-escalators/





http://wirednewyork.com/forum/showth...?t=4501&page=2
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Old December 24th, 2015, 09:09 AM   #895
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Photo taken by Jeffs4653

End of the Line


End of the Line
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Quote:

The end of the line of the Gladstone Branch, Gladstone Station, 42.3 miles from Hoboken. This line was originally a Delaware Lackawanna & Western property.


The Gladstone Branch is now a branch of New Jersey Transit's Morris and Essex Lines. The Gladstone Branch primarily serves commuter trains in and out of Hoboken Terminal, as well as Penn Station and Newark; freight service is no longer operated.


Currently, the Gladstone Branch is electrified using overhead catenary at 25 kV 60 Hz. The line originally operated at 3000 volts DC from 1931 to 1984. The original electrification was unique among any other railroad in the US in that it created a situation where the motorized units (MUs) were incompatible with every other electrified railroad in the US, and were specially manufactured for the DL&W for this line. These MUs operated for over 50 years before being retired. Those that wore out or were damaged in accidents could not be replaced due to the unique electrical requirements. The current electrification is compatible with other area railroads and allows cars to run on this line as well as the Northeast Corridor line (former Pennsylvania railroad) into Penn Station.

A fully detailed history of the Gladstone Branch can be found here
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Old December 24th, 2015, 04:00 PM   #896
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That is incorrect. The Milwaukee Road used 3,000 volt DC until 1974.
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Old December 25th, 2015, 08:24 AM   #897
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Last I passed through Grand Central a few weeks ago, part of the Dining Concourse was blocked off, ostensibly to permit demolition crews to break through. I understand that will be the location of the upper landing for the escalators to the LIRR mezzanine.

https://www.flickr.com/photos/mtapho...n/photostream/
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Old December 26th, 2015, 05:41 AM   #898
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Old December 30th, 2015, 03:45 PM   #899
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Quote:
Originally Posted by M II A II R II K View Post
Why don’t more city transport networks use “through-routing”?


October 6, 2015

By Jarrett Walker

Read More: http://www.citymetric.com/transport/...h-routing-1455






Alon Levy's vision of New York area.







The Parisian RER network is one of the few suburban rail systems that does use through-routing.


http://forum.skyscraperpage.com/showthread.php?t=219129
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Old December 30th, 2015, 04:39 PM   #900
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Leaving aside the significant issues with varying traffic loads and service patterns, this plan assumes the closure of much of the outer portions of the commuter rail network.

Waterbury, Montauk, Greenport, Wassaic and Port Jervis all lose service, to name just a few examples. And there is no service expansion in New Jersey.
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