Amtrak rail new york to boston,model train 1950s,train layout plans free australia,bus station new york to atlantic city hotels - Plans On 2016

admin 12.01.2014

O’Grady had more on the early plans and the hopes that the Gateway Tunnel could usher in high-speed rail in the area as well.
A staff member for an elected official familiar with the project said Amtrak, which is taking the lead on the tunnel, would have to assemble properties on the Manhattan block to make it feasible. An important part of the work would be to raise the Portal Bridge, a notorious bottleneck between Kearny and Secaucus over the Hackensack River. Meanwhile, Mike Frassinelli of The Star Ledger, who broke the story late last night, reports on how the Gateway Tunnel may conflict with New York City’s plan to send 7 train to New Jersey.
Some transportation officials think the Gateway plan makes more sense than expanding the No.
During the afternoon press conference announcing this tunnel, current Amtrak board member and former Port Authority head Anthony Coscia denied a conflict with the 7 extension. According to Frassinelli, Lautenberg, the more vocal critic of Christie’s politicized move to block the ARC Tunnel, has been working with Amtrak since the fall. By turning away from state-based solutions and relying instead upon a federal rail provider who would ideally use a mix of infrastructure dollars and private investment for this project, Lautenberg can effectively cut Christie out from the bulk of the decision-making. Clearly, a project like this was going to be proposed at some point, so it might as well be now. The main problem all of these projects have in common, is that they need to be compelling enough to survive the careers of the politicians who sponsor them.
So, is this gonna be another means to disallow through running – either to Long Island or to GCT? The Senators and Amtrak are putting forward this proposal as an alternative to Bloomberg’s subway-based idea, and the federal officials hope to send the 7 not across the Hudson but to Penn Station.
I know of some MNRR guys from another forum who say the Park Ave Tunnels are at capacity during rush hour but when east side access comes, they’re looking forward to running some New Haven trains into Penn and also Hudson line down the west side into Penn.
I am glad to see it being worked on and although I do feel many will use this and the 7 extension against each other to the benefit of no one I do think both will be required before long. No matter, AMTRAK has shown themselves over the years to be functionally incompetent in executing a Capital Program. It sounds like the Gateway project is to be funded by some mix of federal funds, Amtrak discretionary funds, and maybe PA money…all of which means, again, New York is contributing more than its fair share (and so is New Jersey, for that matter). After the Port Authority share there was $3 billion from the Feds…who had to promise another $3 billion to NYS.
Oh…then there was the BILLION DOLLARS for the Portal bridge conveniently left out of ARC even though it was essential and fully funded by NJ Transit and the Feds. ARC, no mater how vital to the regional transportation network (and that is VERY), was a funding joke from day one. Second, as soon as ESA opens, the East River tunnels’ traffic will drop so far below capacity that it will be stupid not to run some New Haven trains into Penn. I’m confused about something–if current tunnels allow 67tph, and ARC would have allowed 25tph, how will the new ones only allow 21tph? But the real reason MNRR will want west side access to Penn is because like the North River Tunnels into Penn, the Park Ave Tunnels into GCT are at capacity during rush hours.
Not that either of these for GCT matter to the new Hudson River crossings because as Alon says, Penn is not at capacity. What I think is interesting is, what could happen now that MNRR and LIRR will be easy to transfer between? What would happen: in the short run, more people would use transit to get to secondary urban centers like Newark and Jamaica.
The explanations I heard for the cavern were that MNRR wasn’t cooperating on GCT access and the city had some idiot hangup about a seawall that would be harmed if Penn Station was reached properly. Christie’s vision of shouldering more costs might have been in focus, but his lack of being able to see and measure the benefit to his state was myopic in the extreme.
The truth is we don’t know enough about this project, except that Amtrak is the primary mover, and it will allow some capacity for NJT. Some of the comments above suggested that through routing wouldn’t be possible, my opinion was that Gateway would definitely allow through routing.
In the wake of Kelo as well as the Columbia Manhattanville and Atlantic Yards cases, there won’t be problems with use of eminent domain for a true public work. The problem with ARC and even this Gateway project was never and will not be private land acquisition it will be Political land use. So, tell me…how does AMTRAK magically make that kind of political interference go away?
Railroads have the right of condemnation, though I’m not sure whether it applies to Amtrak or just the freight railroads. I don’t think New York would object to taking the land and transferring to Amtrak for a very minimal amount. They cannot take land in New Jersey – the geology under the river has not changed nor has the resistance from Weehawken.
Why was the mayor of Weehawken so opposed to a vent shaft, which I assume would be partially disguised as an ugly building? As with the airlines, they probably won’t refund you automatically, but if you ask they might give you something. This is the sort of announcement I was hoping to see come out of the wreckage Christie left behind. If the administration (and even Mica, for that matter) is serious about supporting inter-city HSR this is a good place to start. And even though there may be room to expand service through the existing tunnels, it is vital to have some redundancy in a key interstate link like this. A good place to start for any passenger rail revival is a complete gutting of all FRA rules that are different from the rules in Europe or Japan. Regarding #7 to Penn (maybe Moynihan is the connector?), it is also a good idea – for the city. I still feel one ulterior motive in killing the original ARC was that NJ Transit would have had to commit to providing more service to NY, whether they had the equipment or not.
Amtrak is planning on full HSR in the Northeast, with peak traffic of 3-4 tph and 1:30 NY-Boston and NY-DC travel times.

High speed rail in this country is one of those things that always seems to be happening just over the horizon.
The thing is, for all the talk, we never seem to get closer to actually arriving at high speed rail. The state Department of Transportation is currently working to sort out plans for higher speed rail service through New York. We stopped by, checked out the presentations, and talked with one of the people involved in the planning.
Much easier-to-read charts and maps are above in large format -- click or scroll all the way up.
A big part of the problem is that there are just two tracks -- for both freight and passenger rail -- between Albany and Buffalo (there were four in the past). That congestion contributes to the Empire Corridor having an average speed of just 50 miles per hour (and an average max speed of 79 mph). Base - This includes some upgrades already in the works -- like a second track between Albany and Schenectady, along with two new tracks at the Albany-Rensselaer station. 125 - The biggest jump -- constructs an entirely new 247-mile passenger rail corridor between Albany and Buffalo. Not as much as these options potentially mean for areas to the west of Albany, because to some degree, the line between Albany and New York City is pretty much maxed out. But the major aim of these options is to make the service between Albany and Buffalo more like the service between Albany and NYC. That said, given the public information, that 110 option looks like it might be the most promising. The 125 mph option is faster, but it's not necessarily what you might consider "high-speed rail." Trains in parts of Europe and Japan have top speeds approaching 200 mph.
So, all that said, the implementation schedule for these options is probably something like a decade or a decade-and-a-half. One more thing: The Livingston Ave Bridge, which spans the Hudson River from Albany to Rensselaer, will almost certainly end up being part of any sort of large-scale upgrade to the current rail system in the state.
The Livingston Avenue Bridge Coalition has a new website about the idea, and it's tracking developments there as they come along.
Imagine how much rent and property values would go up if travel to NYC went down to 1 hour. Once again the Livingston Avenue Bridge Coalition is in your debt because you continue to explore issues at great detail and depth. I don't know why we're even using the term "high speed" in regard to almost all the proposals here. Maybe I'm not reading these charts correctly, but this high speed plan doesn't seem very high speed at all.
Ever wish you had a smart, savvy friend with the inside line on what's happening around the Capital Region? Here are a few highlights from the past week on AOA: + We pulled together a big list of upcoming spring plant sales. The Troy Waterfront Farmers' Market starts is it's new outdoor season this Saturday morning on River Street in downtown Troy.
Amtrak had 6 third rail dual mode FL9s assigned to Rensselaer to move conventional trains between Rensselaer and New York City (Empire Service Turbos were third rail equipped and held most assignments negating the need for an FL9 on those runs). Amtrak's 3rd Annual Autumn Express crosses the Hudson River on the former Boston & Maine at Stillwater, NY on Sunday, October 25, 2015. This tunnel that Amtrak believes will take ten years to construct could be another answer to rail crisis the ARC Tunnel had been designed to address. Trains must now slow to cross the 100 year-old bridge, or stop altogether while it is moved to let boats to pass by. The Senators and Amtrak are putting forward this proposal as an alternative to Bloomberg’s subway-based idea, and the federal officials hope to send the 7 not across the Hudson but to Penn Station.
7 subway line from New York City to Secaucus Junction, an idea floated over the last three months by the staff of New York Mayor Michael Bloomberg. Amtrak is requesting $50 million this week for an engineering study and hopes to rely on work previously completed for ARC. I fully expect this project will collapse under the political pressures of each State trying to get the most while spending the least and with a Federal budget that is just as bankrupt as both States. And if the feds were to spend another few dozen billion or so it on some other regional transportation projects, perhaps they’d pick up their fair share.
In addition, it will be easy to electrify the Empire Connection and run some Hudson Line trains into Penn. Hudson Line trains would keep using Metro-North third rail, LIRR trains would keep using LIRR third rail, and New Haven Line trains would use catenary. Those already exist, and reconfiguring existing trains to take multiple voltages should not be very expensive.
Despite what Alon said, I don’t think there is going to be a lot of demand for west side MNRR service, unless MNRR access induces it.
But over time, more people who work in the edge cities would respond to the service by considering relocating to inner suburbs with easy service, increasing the transit mode share. Muscling it into Penn Station would have not been a net increase in costs, even if that ventilation problem (that I’m not familiar with) was a problem. ARC was limited to just the two states on either side of the Hudson, so any support for a project in the $10B-plus range was going to be limited.
However, there’s a connection from the new tunnel to the existing station and from the old tunnel to the new station.
All trains should make station stops in New York, but as few as possible should terminate at Penn or Grand Central.
The current fixed-block signaling can do about 24 abroad, and the North River Tunnel achieves 25 (barely), so that’s the current number. Portal Bridge (funded separately) is a speed booster, and having a decent station throat is underrated, but overall the project is a capacity booster. The new tunnel pair is located right next to the old tunnel pair – too close for redundancy in case of a major unforeseen disaster, though too far to use the existing easements and ROW to save money.

And for the Northeast -- and the Capital Region specifically -- this somewhere-out-there future holds all sorts of potential.
And there was a public information session Tuesday at the NanoCollege about the options, the first of series of sessions around the state.
90B includes the 90A upgrades, plus 300 miles of new passenger train-only track between Albany and Buffalo. It would create an express line that would stop at Albany, Syracuse, Rochester, and Buffalo. It's not cheap -- in fact, it's the second most expensive option -- but the ridership projections have it pegged as the option with the lowest annual cost and subsidy per rider. Lipfert said that initial options -- for trains traveling 160 mph and 220 mph -- were "wonderfully fast, but completely unaffordable." In this case, "completely unaffordable" is $40 billion in capital costs.
Because a system operating at those speeds would pretty much require starting from scratch -- new trains, new tracks, new paths for the tracks, everything. There is not currently a clear plan for where the money would come from for most of these plans. Actually building the stuff can take a while because, according to Lipfert, it's not like there are a ton of people just standing around with expertise on how to work on high speed rail construction. And the official comment period for this phase of the state's planning process runs through March 24. He's been making this case for a few years now, and it's one of those things that just sort of seems like should be an obvious element of a new bridge.
Demographically speaking, the Capital District is in desperate need of an aesthetic overhaul. The High Speed Rail plan is about more than speeds, number of trains, and level of service. We want commuters and visitors to our region to be able to easily get from the train station to our urban center. They want to spend billions of dollars to trim 15 minutes (at best) off the trip from Albany to NYC? Senators Frank Lautenberg and Robert Menendez have criticized Christie for sacrificing $3 billion in federal funding as well as the opportunity to expand rail access to New York City. A modernized bridge, along with a new tunnel’s added capacity, would speed up Amtrak’s service along the Northeast Corridor and help set the stage for future high-speed rail, should it ever arrive. Even as questions remain, though, rail proponents who have recognized the cross-Hudson congestion are thrilled that Gateway is on the table even if it is ten years away. By the time this proposal is ready to get built, a completely different set of people will be in power. I do think that these projects must be able to outlive politicians who propose them though.
It would have freed up capacity in Penn Station so Metro North could run trains from the Hudson and Harlem lines into Penn Station. Let’s see if Amtrak deigns to give me even a partial refund, as would be standard throughout Europe. Imagine what it would be like to hop a train at Albany-Rensselaer -- the 9th busiest station in the nation -- and be in NYC in a little more than an hour.
And Lipfert said other upgrades for the line along the Hudson could cut another 15 minutes off the current travel time of 2:20, which is something. Just look in the above comments and you can see the irrational, grouchy, anti-infrastructure attitudes we have in the country. What's implemented will have an impact on travel patters, track neighbors, and with luck, the overall discussion about sustainable mass transit.
P32AC-DM replacements would start to show in 1995 ending approx 20 years of Amtrak FL9 service.
Today, the two Senators have announced a plan to achieve greater cross-Hudson rail capacity while working with Amtrak and bypassing Christie’s control entirely. 7 line would also be extended to Penn Station, between 31st and 33rd streets, two blocks west of the Empire State Building.
And let’s not even get into the capacity stretching that would come from installing better signaling on the existing line. And understanding that helps shed some light on the high speed plans that are on the table. Lipfert said an early "highly conceptual" plan for very high-speed rail involved running a new track down the west side of the Hudson River more or less along the path of the Thruway. And, for the moment at least, the longterm trends -- increasing ridership, shifting public attitudes, rising energy prices -- appear to be pointing to a future with more and better rail service. We will continue to depend on fossil fuels that will eventually go through the roof in price, and be solely able to travel by car once domestic air travel becomes completely unaffordable. The dearly departed ARC Tunnel would have allowed 25 more New Jersey Transit trains into the dead-end deep cavern underneath 34th St. It would have to be threaded, somehow, through residential areas, forests, wetlands, and farmland. So, not only do trains need to cater to a new market, but stations, too - and might I add the PATHS to the station. I visited Albany the weekend of the recent market there and really enjoyed seeing so many people in the park on a weekend.
If you are not going to start from scratch and put in a real high speed system that goes 180mph+ and shell out the initial investment that goes with it, then you might as well save the money for something else. If Amtrak is true to their word about being multi-modal focused, then they must consider accessibility to their facilities.
We're going to buy train cars that accommodate bikes, we're going to improve access to transit, and we're going to double down on making rail attractive to a greater population - we need to be cognizant of how facilities like the rail stations are accessible to travelers (commuters and recreationists alike).

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