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First he faced opposition for even being considered for the role of CEO of the Caisse de depot et placement du Quebec (CDPQ) back in 2009. Under Sabia’s leadership, the Caisse has grown considerably since losing $40 billion in 2008.
Now the Caisse’s leader wants to invest in public transit development in Montreal, proposing the single largest transit development project since the first iteration of the Metro was built fifty years ago, not to mention the prospect of 7,500 jobs created over the next four years. Nonetheless, Pierre-Karl Peladeau, among others, is concerned the new system ignores the central and eastern parts of the city. It’s completely unreasonable to suppose any part of the much-discussed light rail system proposed Friday is in any way, shape or form politically-motivated.
If anything, the proposed light rail system seems motivated chiefly by keeping costs comparatively low. And this is precisely what we want the CDPQ to do: invest our pensions in necessary mega-projects that will create local jobs, employ local expertise, and are based on prior recent successes so as to guarantee a strong return on investment. If the full version of the project is realized by 2020, Michael Sabia and the Caisse will have managed to out-do the comparative light-speed pace of the construction of the first iteration of the Metro, and a vast swath of Greater Montreal could be served by this system within four years. Though the proposal does not include branches towards the eastern sectors of the metropolitan city, the sheer number of people this system could conceivably serve would be so great there would ultimately be a net benefit to all sectors of the metro region by virtue of fewer cars on our roadways and highways on a day to day basis. Crucially, given the expected use of existing railway infrastructure, it’s entirely conceivable this system could be expanded to all corners of Greater Montreal. Either way, if this system is fully realized, we all get to breathe a little easier, and congestion becomes less of a problem. I was very happy to see that the Caisse has indicated a desire to do so in that they listed two potential stations (Edouard-Montpetit and McGill) that would allow the light rail system to connect directly to the Blue and Green lines of the Metro.
So if I could make a very strong suggestion to the Caisse it is this: work with the STM and AMT and ensure the whole plan illustrated above is realized as the first phase, and seek the greatest possible degree of integration with the extant Metro and commuter rail network.
Initially I wanted to write about how this proposed system will work in the broader scheme of things, what this might mean for homeowners living in the expansive corridor to be served by this light rail system, and what kind of organizational response is needed to provide a truly world-class mass transit system at large. The Quebec government awarded the contract to build 468 MPM-10 (Azur) Metro cars (forming 52 nine-car trains) to the Bombardier-Alstom consortium back in 2010 at a cost of $1.2 billion. Deliveries were expected to begin in 2014, and one prototype was delivered to begin in-tunnel testing. In January of 2015 work on the project was suspended for six months in order for the consortium to work out problems with the trains’ automated switching software.
According to a Bombardier spokesman, five more completed trains will begin operating soon and the company expects to have five or six more trains completed by the end of this year. As to replacing the MR-73s, that’ll have to wait until the 2030s because, well, much like the MR-63s, they were rather well-built.
It should be noted that, as recently as a year ago, provincial transport minister Robert Poeti and Montreal Mayor Denis Coderre both seemed favourable to extending the Blue Line above-ground by using light-rail, though neither offered any particulars on how two different mass transit systems would be linked. Of course none of this is particularly new: the plan to extend the Blue Line east goes back forty years at least. But herein lies the crux of the problem: Metro extensions are not planned by the City of Montreal or the STM, but pele-mele by a provincial government agency. It still boggles my mind that the future of high-speed mass-transit in Montreal will be decided by a provincial government agency, and apparently if and when the Fed decides to spend money on transit infrastructure. The question is whether expansion would be a priority for a local planning agency, especially when it comes to the Blue Line, currently the least used of Montreal’s four Metro lines.
Ostensibly this is the underlying justification of the Blue Line expansion, but I have my doubts this is the best possible use of three billion dollars in new infrastructure spending.
And on a closing note, don’t expect to see the Azurs operating on the Blue Line anytime too soon. So far, no indication the STM will go through with those renovations, nor is there any idea of how much that will cost. Apparently the AMT is to be replaced by two new organizations: the Reseau des transports metropolitain (RTM) and the Agence regionale de transport (ART). The new RTM will be responsible for running the commuter rail system and apparently all public transit agencies except the STM, STL and RTL (the latter two STM equivalents in Laval and Longueuil respectively). It’ll be interesting to find out what precisely this all means on Monday, though perhaps we have reason to be optimistic. That said, I wonder whether the new regional transit planning authority will continue to push the Blue Line’s eastern extension, or whether it will prioritize developing a tram system. What you’re looking at is our existing Metro with the AMT system superimposed along with some improvements I think are both reasonable and would be effective at increasing use of public transit in general. The Metro is represented much as you might expect with thick lines of green, blue, yellow and orange. AMT commuter rail lines are indicated by the thin coloured lines and, in this graphic, only intermodal stations on those lines are indicated.
And then I added the purple line along Pie-IX boulevard, running from Montreal North to the Olympic Stadium, with a transfer station where it intersects the Blue Line, and an intermodal station connecting to the AMT’s Mascouche line. Many of these extensions are based on proposals or extension studies carried out in the past.
In addition, using the Mount Royal Tunnel to get the Blue Line to the city, and building a new line under Pie-IX, have both been on the drawing board before (in fact, the official STM map from about 1980 to 1990 portrayed the Pie-IX line as the inevitable next step as a dotted white line). Perhaps the most unique component of this transit map is the inclusion of a possible surface light-rail route, as indicated by the thin red line on the map, but in this case as well, I’m not exactly starting from scratch. I also added a second branch of the Red Line designed to mirror the old Expo Express Line, though my version would connect directly to the Longueuil Metro station and bus terminus, effectively providing residents of our major South Shore neighbour two convenient methods of accessing the city centre. This would effectively turn Place Bonaventure into a major transit hub, linking the city’s two main train stations with the heart of the RESO and further becoming the main terminal for a potential light rail system. Two Metro lines, six (possibly seven) commuter rail lines, an LRT system, local, commuter and regional bus service, access to the Underground City, VIA Rail and AMTRAK all concentrated into a very small, very well connected area. I can imagine Place Bonaventure would be renamed Gare Bonaventure were such a thing to happen.
I look at this map and I see the potential for a city that is much better connected to itself, evolving past our current model which is effectively only designed to move commuters at two different rates of operation and along two different scales of distance.
And in the city, well, imagine a system such as this along with more buses, reserved bus lanes and even bus rapid transit (BRT) replacing traditional bus routes.
Ultimately, and regardless of cleaner, more fuel efficient or otherwise electric engines, congestion is still going to be a major concern. The most used bridge in all of Canada may be in danger of breaking apart and partially collapsing. As Bruno Bisson of La Presse points out, there’s no Plan B in case the bridge has to be permanently shut down in advance of any proposed replacement. Ergo, if the bridge is in worse shape than we’re being told, it may become unusable and create one hell of a transit and traffic problem.
Fifty million vehicles cross the Champlain Bridge each year, making it the single busiest crossing in all of Canada, working out to roughly 160,000 vehicles per day. Though the bridge is only fifty-one years old and the youngest of the city’s four principle bridges, it was built with an apparently poor quality concrete that has eroded far quicker than expected. A report issued by the Fed back in 2011 estimated that yearly maintenance of the deteriorating bridge (assumedly at constant current usage rates) would come out to a quarter billion dollars over the course of a decade without solving anything: the bridge will remain in poor shape without replacement, though assumedly the quarter-billion dollar investment would, at the very least, keep it going for a decade. Now Federal Transport Minister Denis Lebel is indicating the construction of the new bridge may be expedited to be completed before the originally estimated date of completion set at 2021.
Does the cost of the new bridge (which, at $5 billion is ridiculously expensive) include the cost of maintaining the current bridge? I’d like to know, were structural maintenance and repairs to be suspended, how long would it take before the bridge became unusable? Assuming the bridge has a definitive expiry date, how much longer can Transport Canada and the Jacques Cartier and Champlain Bridge Corporation realistically and cost-effectively maintain it and how much is too much to spend, per year, on bridge maintenance and repairs?
It’s these last two points that brings us back to the issue of why we need a greater degree of inter-agency cooperation; if the Fed has five billion dollars to spend on a new bridge, why not invest that money in developing mass-transit systems that lessen the load on the Champlain? And if you could divert the rest of those vehicles onto other bridges without over-loading them, would we even still need a Champlain Bridge at all? If the Tories want to do something that will actually benefit the people of Greater Montreal, then it stands to reason they should cooperate, fully, with provincial and local authorities to incite and propel a major shift towards public transit commuting throughout the South Shore. Further still, an entire new network of bus routes will have to be created to quickly pull in commuters from the sprawling suburbs to either the Longueuil Metro station or the many commuter rail stations operated by the AMT, though this is quite outside further incentives, such as rebates on transit passes. But all this requires, as I mentioned before, an entirely new way of looking at transit and transport issues, one that looks at the big picture rather than short-sighted notions of limited responsibility.
If our newly elected mayor is looking for something to do, I suggest he meet with the mayor of Longueuil, the heads of the RTL, AMT and STM and see what short-term measures they could put into place to turn down vehicular volume on the Champlain Bridge, and as quickly as possible too. Where Pierrefonds, Dollard-des-Ormeaux, Roxboro, Ile-Bizard, Laval and the Laval Islands meet.
Hirschgarten, Chinese Tower, Seehaus, Augustiner, Nockherberg, Taxisgarten & and many more!
The Munich U- Bahn run in cycles of 5 to 10 minutes and the distance between the stops is in the urban area is less than 1 km. Some routes are also interesting for tourists: For example the line 19 between Stachus and Max -Weber-Platz, which runs alongside the famous Maximilian street at the Bavarian State Parliament, the Maximilianeum. The City Tour Card is one day ticket, with bonus points to currently over 30 Entrance fees such as the BMW museum, the Allianz Arena, the Bavaria Film Studios, the Sea Life, etc. Short-range: four stops, including a maximum of 2 metro stations or by the traversed zones.

After opening in 2009 and being christened with a world championship in its inaugural season, Yankee Stadium has quickly become what the old Yankee Stadium was: The Cathedral of Baseball. Located at 161st and River Avenue in the Bronx, the stadium sits across the street from where the original once stood. If you’re planning a trip to The House That Steinbrenner Built, here is a guide to help make the most of your visit. Try to avoid the Major Deegan Expressway if possible, but if you find yourself northbound on it, instead of exiting at Exit 4 (East 149th Street, Stadium), drive a little bit further and get off at Exit 5 (West 155th Street, Stadium). Tip: To avoid congestion to the game, park across the Harlem River in Manhattan and you’ll save 10 bucks, even if it is a bit of a walk.
Tip: If you have time to spare and want to have a seat on a less crowded train use the B local train at 59th St. The Bx6 bus operates on 155th Street in Manhattan before crossing the McCombs Dam Bridge and arriving at Yankee Stadium. The Bx13 bus operates in Manhattan from the George Washington Bridge Bus Station to Yankee Stadium. Seastreak provides a different take on getting to the game. Cruises to selected Yankees games.
Gate 6 is the central meeting point at new Yankee Stadium, similar to what the Babe Ruth bat was at old Yankee stadium. Buying early gives you the best opportunity to get tickets directly from the Yankees and avoid wading into the murky waters of the secondary market. If you put in some work, you can avoid fees and usually find deals a few days before the game on Craigslist.
Tip: If you only go to a few games a year, the seats in sections 226-227B (right by third base) and 213-214B (right by first base) offer an incredible view and for this ballpark, they really are a great value. Tip: Many of the rows in the Grandstand are covered from the elements (roughly row 7 and higher), but the entire upper level of the stadium is open air, so when the weather is bad, it offers little protection against the cold or rain.
The Yankee Stadium seating and pricing chart is a good place to start to find the best seats for the game.
Although it is now partially covered by the Mohegan Sun sports bar, Monument Park is still the place to pay tribute to the Yankee greats of the past. Section 203, the most famous section of seats in professional baseball, is home to the aforementioned Yankee Stadium Bleacher Creatures. The members of the Bleacher Creatures are formerly of Sections 37 and 39 in the original Stadium, where the purchase of alcohol was prohibited prior to the move across the street. Fans can confidentially text questions and concerns from their seats to Yankee Stadium staff at 69900.
The Yankees spared no expense for the Legends Club, a special lounge for premium seat-holders. For the rest of us keep in mind that the bathrooms in the 300 level are smaller and more crowded than the field level. Located behind the left field foul pole on the field level concourse, the Lobel’s steak sandwich is the cream of the crop when it comes to food at Yankee Stadium. When your turn in line comes, be sure to ask for the rarest beef you can get (more flavor), and if you’re curious, inquire about the type of beef being served that day. Tip: The workers will be more than willing to soak your meat in au jus to top off your sandwich, but we recommend you pass. Tip: When garlic, oil, parsley and salt are not enough, add cheese to your garlic fries at Yankee Stadium a small charge.
For many people, the bevy of food options at the new Yankee Stadium are an unnecessary addition to the baseball experience. Without further ado, here is some of the most terrifyingly disgusting grub that we have wasted our money on. Egg on our faces for ever thinking that Mac N’ Cheese at a baseball game was a good idea. Special thanks to “Yankee Stadium Insider” Ross Sheingold who helped contribute to this guide.
It was quickly pointed out that an English-speaking Canadian, born in Hamilton, would become the head of the Caisse, the institutional investor that manages a portfolio of public and para-public pensions in Quebec, arguably one of the province’s greatest economic accomplishments. If everything works out, within four years a vast geographic area within Greater Montreal will have access to a twenty-nine station mass transit system connecting the urban core with Brossard, Deux-Montagnes, Sainte-Anne-de-Bellevue and the airport. The Parti Quebecois leader undoubtedly wants some kind of commitment to the long-planned Blue Line extension towards Anjou, as the PQ got the ball rolling on studies for this long-planned extension with much fanfare back in 2012.
The plan, if realized, will use existing, automated technology (likely the Bombardier Innovia Metro design) on track largely already owned by the Agence Metropolitain de Transport. Moreover, light rail systems (such as this one) can share the track with larger heavy rail, such as the AMT’s current commuter train network. This not only makes the LRT system more useful and accessible generally-speaking, it would also permit the Blue Line to connect more or less directly to the urban core, long the line’s major handicap.
In this way, and perhaps only this way, will they quickly recoup their investment and lay the foundation for the Blue Line’s eventual extension. This led to the discovery of unexpected complications, namely insufficient electrical power.
It is the first new Metro train in forty years and the third generation of trains to operate in the system. There’s also no current plan to build the several hundred additional Azurs that would be required on top of the 468 currently on order. Mass transit projects aimed at reducing carbon emissions will almost assuredly get federal funds. The map above dates back to when the City of Montreal was playing a more direct role in the development of the Metro, (my guess is 1976 given most of the Green Line stations are correct but the planning names of the western Orange Line stations are still listed. Same story vis-a-vis the Azurs: the purchase was made by the provincial government for the STM. Montreal should be doing this on its own, and should further be setting its own development pace and priorities. Connecting the Blue Line to the Mount Royal Tunnel, modifying the Green and Orange lines to accommodate a higher rate-of-service, or even re-designing the stations of the Blue and Yellow lines to accommodate nine-car Metro trains could all be seen as greater priorities if the ultimate aim was to increase ridership. A Bombardier spokesman told me the Azur train sets are only available in a nine-car configuration, though the stations on that line currently use MR-73s in a six-car configuration (again, owing to low use). The provincial government agency is currently responsible for all transit planning in Greater Montreal, as well as the the inter-city commuter rail network.
Local transit needs to be planned locally, though the maintenance of three independent transit agencies (in the form of the STM, STL and RTL) within this new plan is still problematic. This is the mass transit system I’d like to see for my city, ideally within the next twenty years but hey, much sooner would be great too. Large white circles with black rings indicate Metro transfer stations, like Snowdon or Berri-UQAM.
A third West Island rail line (especially one that would cut right through the middle of the West Island) could potentially remove tens of thousands of cars from our already overly congested roads while providing an added incentive to live on-island. Further, I’ve included a Blue Line extension through the Mount Royal Tunnel from Edouard-Montpetit to Bonaventure, so as to allow for the Blue Line to connect directly with the central business district and the downtown train stations. The Yellow Line has also been extended to alleviate congestion on the Orange and Green lines that pass through the CBD. In fact, as recently as the last municipal election, Projet Montreal proposed western extensions of the Blue and Yellow lines in addition to the northern extension of the Orange line to Bois-Franc. Given that the new Champlain Bridge is supposed to have an LRT integrated into it, and that the most likely route from the bridge to the city is up the Bonaventure Corridor, I figured such a system could theoretically make use of much more of this city’s existing rail infrastructure. The Red Line LRT could provide two new mass transit connections to the South Shore, alleviating congestion on the Metro and bridges and providing an alternative to the commuter rail line. We have to realize that our street system was designed, for the most part, in a horse-drawn era in which mass transit was the norm for everyone. Last week a known crack was determined to have widened enough emergency repairs and lane closures were merited. One that will require swift corrective action less the closure of the bridge begin to negatively impact the city and region’s economy.
In addition, the poor state of the bridge has been known to the crown corporation in charge of it for some time, and a considerable sum of taxpayers’ money (federal money, not local or provincial just to be precise) has been spent applying band-aid solutions rather than building anything new.
Transport Canada argues that the span was never intended to handle it’s current operating capacity and that de-icing salt, sprayed in the volumes necessary to clear the bridge for high-traffic use, has expedited the deterioration of the concrete. Reducing the bridge’s traffic volume may extend its life, or at the very least make it easier to repair and maintain. Constructing large parking lots and parking garages near bus and train hubs could help keep cars on the South Shore, but who would be responsible for such construction isn’t entirely clear.
Under ideal circumstances the Champlain would only be used by trucks, buses and people who cannot depend on public transit for their day-to-day work, with commuters dispersed across other modes.
They run in a cycle of 20 minutes in the city center and 50 minutes in Munich's surroundings. With the look and feel of the original, the latest version of Yankee Stadium has taken the franchise’s rich tradition and history into the world of modern amenities to create the ultimate fan experience for spectators of the 27-time World Champions. Southbound motorists take it to its terminus and get on the Major Deegan to access the Third Ave.
153rd Street Station, located on the Hudson Line, takes you out to the ball game without having to deal with the hassles of parking, tolls, and traffic.

You’ll feel like a tourist buying one, but will save a few bucks over the one-way off peak ticket. The Great Hall extends from Gate 4 to Gate 6 between the exterior wall and the interior of Yankee Stadium.
This is the entrance closest to the bleachers and the Mohegan Sun Sports Bar, and it is the fastest way through the gates if you are running late.
However, briefcases, coolers and hard-sided bags, or any bags larger than 16 inches by 16 inches by 8 inches are not.
Getting tickets early means you’ll have the largest variety of seating options later and will probably pay less than if you wait.
If you have no choice but to go this route, use every source you can to make sure you aren’t getting ripped off. From the $27 face value of an obstructed view bleacher seats to the uber-pricey Legends Suites, ticket options run the gamut of price and experience. Obstructed view seating has been beat to death in most major media outlets so we won’t get into it here, just remember there are roughly 1,048 seats in the bleachers that have obstructed views of the opposite outfield. Even the next group of main-level seats a little further into the outfield — 228-230 and 210-212 aren’t half-bad.
If you purchase Grandstand level tickets, note that once you head out toward the outfield in the mid 400’s range, you are much further recessed from the action than you were in the old Yankee Stadium. The Park has been moved from left field to center to honor the placing of the original three monuments at the original Stadium, though they are no longer in the field of play. The Museum holds, among other things, Thurman Munson’s locker, which had remained empty in the team’s clubhouse since his death in 1979, statues of Yogi Berra and Don Larsen that pay tribute to the perfect battery in the perfect World Series game, and a Ball Wall, which features autographed balls from hundreds of Yankee players. The Creatures are a unique group of fans and friends that have called the same seating area home for years.
The men’s bathroom on the field level concourse, right near the Gate 4 entrance to the stadium features dividers between urinals, and had warm water in the sinks. Even the price tag shouldn’t dissuade your appetite for this highly buzzed about sandwich.
Regardless of the type, you only need to take one look at the butcher’s knife slicing through the bloody beef like butter to know that its being cooked to perfection. A beer is great to wash it down, but make it a light beer so you don’t overwhelm the flavor of the beef (or your stomach). Envision your favorite food, favorite texture, favorite taste, favorite smell, favorite feeling, all in one bite.
Is it possible for the best food you’ve ever eaten to come from a concession stand in a baseball stadium?
The beef is juicy enough and the au jus often has a strange flavor that doesn’t match the natural taste of the beef. Especially when compared to the variety of suds poured at that other ballpark over in Queens. The provincial public pension investor has proposed a five and half billion dollar public transit expansion project, the single most audacious plan seen in Montreal in fifty years, and is volunteering $3 billion to kickstart the program. The Azurs will operate on the Orange and Blue lines, displacing the second-generation MR-73 trains onto the Green and Yellow lines. You’ll also notice the western extension of the Blue Line from Snowdon towards Ville Saint-Pierre, and that the eastern part of the Blue Line goes up towards Montreal-Nord), and as you can see back then bigger plans were in mind. The platform lengths of the Blue Line stations are the same length as all the other Metro stations, but also all have barriers on account of the shorter trains. As I’ve mentioned previously on this blog, the Blue Line was originally intended to connect withe the downtown via the Mount Royal Tunnel, which is now being transferred from Canadian National to the AMT, which happens to plan both Metro and commuter rail development.
It would also help to connect various parts of the city without forcing additional passengers into the central portions of the Orange and Green lines. With eleven intermodal stations, more of urban Montreal becomes accessible to suburban commuters, which in turn could provide prospective suburban home owners with many more options to choose from.
Our roads aren’t really built to handle the number of cars currently using them and this is why it costs so much to repair and maintain them each and every year. The Tories first proposed a bridge replacement project early in their first mandate – seven years ago. The Champlain Bridge is bigger than itself, and if removed there will be a profoundly negative cascade effect presenting new stresses on every other bridge, tunnel and transit system used to cross the river. But does this mean that the federal government has three to five billion dollars up front to pay the cost of the bridge?
Even if the estimated cost to maintain and repair the Champlain Bridge for the next decade were to double to $500 million, this would be but a tenth the cost of the bridge’s apparent successor.
And if absolutely necessary, perhaps the Champlain Ice Bridge could be fitted with a temporary light-rail system to further encourage the shift away from car commuting. If you arrive in the area 45 minutes before game time, you’ll probably miss the first inning.
Apple’s popular tablet has been added to Yankee Stadium’s existing security policy, which bans laptops at the park. Pick a banner of your favorite Yankee and watch a 24-foot-high-by-36-foot-wide HD video board while you wait. Now that Ball Park Lanes is closed, the solution is to head over to Stan’s or a few other bars on River Avenue. There are smaller crowds and it’s a short walk to your parked car in the upper 160s or to the subway entrance at 161st St. And avoid paying above face value for unless it’s a premium game, or you absolutely have to. Like all modern arenas, Yankee Stadium was designed with sight lines in mind, so there isn’t a bad seat in the house. If you are looking to take the family out for the night to the Stadium, it might be cheap to sit in the right field bleachers, but it isn’t recommended! If you are offended by some foul language and occasional brawls, this might not be the section for you.
Unlike Monument Park, the museum stays open during the game, closing at the start of the eighth inning.
If you’re looking for the most exciting place to watch Yankees baseball, Section 203 is for you.
Unfortunately, we saw the $15 price point and assumed it was another outlet for the $15 Lobel’s steak sandwich that we know and love. Similarly, the bus network should have a single common fare at least for Montreal, Laval and Longueuil.
The system we devised to mitigate congestion on our roads and highways has itself become congested, and that in turn is turning people away from our public mass transit system. Similarly, modifying the Mount Royal Tunnel for Metro use and extending the Yellow Line would mean four Metro lines (rather than two) would have direct access to the massive transit hub in the heart of the financial district. Removing cars and (simultaneously) improving our public mass transit system is in my opinion the only logical way forward for our city. Nothing has been accomplished to date, though the estimated cost has increased considerably. Or head over to some local favorites like the Feeding Tree, known for their jerk chicken and curried goat. On game days, it opens with the gates and remains accessible until 45 minutes prior to the game start time. Just don’t plan on cheering for the opposition or wearing any non-Yankees apparel if you choose to sit there.
The cost is $20 per adult and $15 for children and seniors and you can order tickets online. If you regularly go to the stadium, you probably know more than these guys and can avoid them altogether. A surprisingly efficient steak sandwich assembly line is in full-gear, and you’re just along for the ride.
The crisp, hot fries fresh out of the fryer are doled out onto cardboard containers adorned by the famous interlocking NY logo.
Head up to an inauspicious doorway across from section 310 in the upper deck of Yankee Stadium, where you’ll find the Malibu Rum Terrace Deck.
The MR-63s currently operating on the Green and Yellow lines are fifty years old and the first trains to ever operate on the Metro. Four stations are represented by large white boxes with rounded edges (like Bonaventure); these stations are like the aforementioned intermodal stations, though in this case there is a further connection to the proposed LRT. It wouldn’t just be good for the environment, but would be good for our pocket books as well.
For 50 years, 1010 WINS has been a news and information utility for the New York metropolitan area. If you have a question you’re much better off asking a couple of fans (the sober ones anyway) and come to your own conclusion. This is $15 we’ll never get back, and we can only hope that this reaches someone else and saves then their hard-earned money.

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