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Old February 5th, 2016, 05:21 PM   #941
00Zy99
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Quote:
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Why there is no direct access to railroad in downtown?
This is not at all clear. What do you mean by downtown and what do you mean by railroad? Are you talking about commuter rail? If so, which one? And what part of the city (or Manhattan) are you talking about? Also, what do you mean by direct access? What would you like to see?
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Old February 5th, 2016, 06:03 PM   #942
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Quote:
Originally Posted by 00Zy99 View Post
This is not at all clear. What do you mean by downtown and what do you mean by railroad? Are you talking about commuter rail? If so, which one? And what part of the city (or Manhattan) are you talking about? Also, what do you mean by direct access? What would you like to see?
"Downtown" means south of 14th Street.
"Railroad" refers to intercity rail and may also include commuter rail as well.
"Direct access" means the presence of station/terminal in the area.
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Old February 5th, 2016, 06:11 PM   #943
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The PATH is a railroad and it connects Urban Jersey to Lower Manhattan...
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Old February 7th, 2016, 03:43 PM   #944
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https://en.wikipedia.org/wiki/File:(...TY_STATION.jpg
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Old February 7th, 2016, 09:01 PM   #945
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Photos taken by roadandrailpictures

Port Washington Branch at Plandome Station


Plandome
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Plandome
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Old February 7th, 2016, 10:54 PM   #946
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An 1847 map of Lower Manhattan; the only railroad in Manhattan at that time was the New York and Harlem Railroad

https://en.wikipedia.org/wiki/File:1...hattan_map.jpg
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Old February 12th, 2016, 07:51 AM   #947
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The PATH is a railroad and it connects Urban Jersey to Lower Manhattan...
It would be cool if the Trans-Hudson Tunnels could be connected to the New Jersey Mainline.
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Old February 12th, 2016, 08:11 PM   #948
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Taken Yesterday - 2.11.16

Newark Liberty International Airport Station

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Opened : October 21, 2001
Daily Passengers : 4,700 (2015)
Number of tracks : 6
Number of Platforms : 2
Electrification : 12.5 kV at 25 Hz

Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Trains &amp; Equipment along the Northeast Corridor in Newark,NJ
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Trains &amp; Equipment along the Northeast Corridor in Newark,NJ
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Trains &amp; Equipment along the Northeast Corridor in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
by Corey Best, on Flickr


Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Northeast Corridor trains at Newark Airport Station in Newark,NJ
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Old February 12th, 2016, 11:43 PM   #949
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It would be cool if the Trans-Hudson Tunnels could be connected to the New Jersey Mainline.
Even assuming that you are referring to the current tunnels and/or the ARC tunnels into Penn Station, that still doesn't leave the answer of which mainline you are referring to.

Are you talking about the NEC? Are you talking about the ex-Lackawanna route through Newark Broad Street? Are you talking about the former Erie lines up towards New York State? Are you talking about the CNJ mainline across towards Phillipsburg? Or down through Lakehurst? Which mainline are you referring to?

And that doesn't even answer the issue of there being several other proposed new rail tunnels across the Hudson with varying degrees of seriousness.
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Old February 13th, 2016, 05:02 AM   #950
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Even assuming that you are referring to the current tunnels and/or the ARC tunnels into Penn Station, that still doesn't leave the answer of which mainline you are referring to.

Are you talking about the NEC? Are you talking about the ex-Lackawanna route through Newark Broad Street? Are you talking about the former Erie lines up towards New York State? Are you talking about the CNJ mainline across towards Phillipsburg? Or down through Lakehurst? Which mainline are you referring to?

And that doesn't even answer the issue of there being several other proposed new rail tunnels across the Hudson with varying degrees of seriousness.
Because people need direct access by railroad to downtown. This is also what business community in downtown would desire. Moreover, this can increase system capacity and resilience enabling the provision of various service patterns.
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Old February 13th, 2016, 05:22 AM   #951
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Because people need direct access by railroad to downtown. This is also what business community in downtown would desire. Moreover, this can increase system capacity and resilience enabling the provision of various service patterns.
But they have a connection to Downtown , its the PATH... Most of jobs in Manhattan are in Midtown not Downtown...
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Old February 13th, 2016, 05:44 AM   #952
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I really wish NYC did not cut its ROW back, as least not as far as 42nd Street. They had a terminal at 27th Street, though the railroad originally reached the City Hall. The lack of direct access to railroad mainline severely hindered the prosperity of Manhattan below 14th Street.
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Old February 14th, 2016, 04:05 AM   #953
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I really wish NYC did not cut its ROW back, as least not as far as 42nd Street. They had a terminal at 27th Street, though the railroad originally reached the City Hall. The lack of direct access to railroad mainline severely hindered the prosperity of Manhattan below 14th Street.
There are several reasons why GCT was built at 42nd Street.

The price of land in Manhattan was increasing. As can be seen today at GCT, the NYC required massive yard facilities. Growing traffic meant larger facilities, which meant more land, which was harder to come by.

Traffic was also increasing, which made it increasingly difficult to move trains through the city. The only alternatives were a tunnel (expensive and difficult with steam locomotives), and elevating the tracks (expensive and uses up land).

Furthermore, the Vanderbilt family realized that the city was sprawling northward and that at some point 42nd St would be in the heart of the business district (as it is today). At the time, they were seen as somewhat lunatic for this thought, but they have since been vindicated.

The New York, Westchester and Boston took this last point to its logical conclusion and terminated their line at the Harlem River in 1912. Unfortunately, the first zoning laws in the city were enacted only a few years later, preventing major commercial development north of 59th Street. This is one of the main causes of the Westchester's downfall.

It should be noted that the New York and Harlem never ran steam locomotives all the way to the bottom of the island. There was always a change for horsecars at one point or another. Through coaches were originally hauled by horses one at a time through the streets, but this was discontinued as railroad cars became bigger and heavier and operations on both sides of the divide became more complex. However, the two systems continued to meet across the platform and have a theoretical track connection until the construction of the current GCT facilities at the start of the last century. Electric streetcars continued to follow the route, and continue up Madison Avenue, until 1935.

Today the M1-M4 buses can trace their ancestry to this operation. However, the M103 arguably represents a more direct match in terms of overall route. There is no bus route along the majority of Park Avenue.

The Lexington Avenue subway also effectively follows the New York and Harlem route for the length of the island. It must be noted that the line south of 42nd Street represents the original Manhattan subway route. This was put into operation in 1904, one year after the ordnance banning steam locomotives was enacted, meaning that electric power wasn't yet in mainline operation.

The Hudson River Railroad ran down the west side of Manhattan. Its street running through the city meant that passenger operations were cut back to 30th Street in the 1850s. Most passenger operations were rerouted into GCT when it and the connecting tracks opened in 1872. However, a local from 30th Street to Spuyten Duyvil continued until 1916. After that, everything was freight until Amtrak opened the Empire Connection.

The New York and New Haven (antecedent to the New Haven RR) built down along the shore of Long Island Sound towards NYC. However, the New York and Harlem got an ordnance passed requiring that its trains use the Harlem line's tracks to enter Manhattan. Therefore, it never built a route into Manhattan.

The LIRR terminated in Brooklyn and faced the East River as a crossing. While the various bridges (Brooklyn, Manhattan, Williamsburg) all had El tracks on them and there was provision for the LIRR to operate through trains, the bridges were too light for the increasingly heavy rolling stock and the local Els were consuming all of the capacity as it was.

The LIRR could not afford to create its own East River crossing, which is why it teamed up with the PRR. The PRR built its crossing in midtown because that would allow the best access to the LIRR and the New Haven, as well as offering land in Queens for Sunnyside Yard and (relatively) cheap land in Manhattan.

Once the PRR had built Penn Station, it could no longer justify the cost of a second trans-Hudson/East River crossing that would connect Exchange Place and Atlantic Ave. The presence of the Hudson Tubes (PATH) and the BRT/BMT was deemed to make access to lower Manhattan reasonable without additional expenditures.

Of the other railroads approaching NYC, none had the finances necessary to build a trans-Hudson crossing. The Erie and the B&O/Reading/Jersey Central both made plans in 1906-1910 and the early 1920s respectively, but ultimately neither had the finances. The Bergen Arches are remnants of the Erie's plans for a crossing. Had either of these railroads built their new extensions, they would have almost certainly terminated in downtown Manhattan, given that neither had any track near midtown and both had their New Jersey ferry Terminals much closer to lower Manhattan.
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Old February 17th, 2016, 03:07 AM   #954
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Old February 17th, 2016, 04:33 AM   #955
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Interesting fact:

Both the Hudson River and Harlem River railroads had their southern terminus at Chambers Street in downtown Manhattan, roughly three blocks apart at Hudson Street and Centre Street respectively. However, there does not appear to have been any track connection between the two.
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Old February 17th, 2016, 04:45 AM   #956
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Did any of the commuter railways use the high line to access Lower Manhattan?
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Old February 18th, 2016, 02:47 AM   #957
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Did any of the commuter railways use the high line to access Lower Manhattan?
Time for a (possibly) brief history of railroad service on the West Side of Manhattan (leaving aside carfloat terminals that had no exterior connection to the national rail network)!

1849: Hudson River Railroad opens Peekskill to Chambers St. Most passenger services at start 30th St. Station (uptown)-service to downtown is powered by horses. Street running ends at about 60th St.

1867: Bought by New York Central

1869: New freight depot opens at Beach & Varick. Tracks south to Chambers shut down.

1871: Connection to Grand Central Depot opens. Most passenger service moved there. A local shuttle from 30th St. to Spuyten Duyvil remains.

1916: Passenger service on shuttle to 30th St. discontinued. West Side Line now freight-only.

1925: Extensive grade-separation efforts begin to close all grade crossings on West Side Line.

1934: First section of Grade separation program complete. New freight depot built at Spring Street. Tracks south of here closed.

1941: Grade Separation program complete.

1960s: Bank Street to Spring Street closed, demolished.

1981: Last freight service on West Side Line.

1980s: Bank Street to Gansevoort Street demolished.

1986: Construction of LIRR West Side Yard at Penn Station includes provision for a tunnel connecting to West Side Line going north. New connection severs the southern portion, known as the High Line.

1991: Amtrak trains begin using West Side connection to enter Penn Station.
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Old February 18th, 2016, 03:02 AM   #958
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LIRR We Deserve Better Campaign

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Old February 19th, 2016, 10:11 PM   #959
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Taken Yesterday Morning - 2.18.16

Slow Inbound train...


Inbound NJT Train viewed from 495
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Old February 24th, 2016, 10:57 PM   #960
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New Rochelle


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Opened : 1887
Rebuilt : 1991
Daily Passengers : 5,300 (2015)
Number of tracks : 4
Number of Platforms : 2 , 1 side platform and 1 Island platform
Electrification : 12.5 kV at 60 Hz

Metro North - New Haven Line at New Rochelle
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Metro North - New Haven Line at New Rochelle
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Metro North - New Haven Line at New Rochelle
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Metro North - New Haven Line at New Rochelle
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Metro North - New Haven Line at New Rochelle Station
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Metro North - New Haven Line at New Rochelle Station
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Metro North - New Haven Line at New Rochelle Station
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Metro North - New Haven Line at New Rochelle Station
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