Nyc train map 4 line,mth o scale track layouts free,model train locomotive kits,hattons ho model railways jobs - Videos Download

13.12.2014
This map may look as daunting as looking at the London Tube map, but there are some helpful hints to make it easier.
The heart of the whole system is the circular JR Yamanote Line (its route is even shaped like a heart ;p). The second most important lines are the Chuo Main line and the Sobu Main line, these 2 lines run horizontally through the center of the Yamanote line circle.
Another important trainline is the Keihin-Tohoku line, this one goes from Yokohama to Saitama and does the major stations of the East side of the Yamanote line circle. Subways mostly run inside the Yamanote circle with some going further outside the circle usually above ground. Shinjuku station is the busiest station in Tokyo with 11 lines going through it, 35 platforms of different levels and having an average of 3.3 million people every day.
Shibuya station is the third largest commuter station in Tokyo with 2.4 million people on an average weekday. Tokyo station is a large station that is the starting point of the Shinkansen trains bound for southern Japan. Ueno station is the traditional arriving point when coming from Narita airport and the starting point of the Shinkansen trains bound for northern Japan.
On our website we have a Rail & Subway Map of Central Tokyo with all lines and routes in a smart and clear design. Brand new PATH PA-5 train passing a New Jersey Transit multilevel consist at Harrison Station. The first rolling stock was manufactured by Pressed Steel and American Car and Foundry (ACF)-both companies also supplying many cars for New York's system until the companies ceased operations.
Test trains were operated starting in January, 1908, and on February 25, 1908, the first passenger train was operated from 19th Street to Hoboken. The Newark extension was opened in 1911 (later moved to Newark Penn Station in 1935) as well as the Exchange Place area. In the 1960s, the Port of New York Authority agreed to buy and run the lines in return for the rights to build the World Trade Center towers in the land then occupied by the H&M's Hudson Terminal buildings. Medal "Commemorating the opening of the Hudson River Tunnel connecting Jersey City-New York." Collection of C. After the demolition of the PRR viaduct, the station was reconfigured as part of the Port Authority's mid-1970s improvement projects (which included the Journal Square Transportation Center). Following the destruction of the World Trade Center on September 11, 2001, and the forced closure of Exchange Place Station, the Port Authority anticipated a 75 percent increase in passenger use at Grove Street as it was then the closest PATH station to Jersey City's Exchange Place and Harborside business district. The platform area has a brown tile floor, and walls painted in a black, blue, white scheme, with "PATH" logos stenciled on a center stripe.
Access to the station used to be provided solely by elevators in two banks, the existing group at the west end of the station and the other, primary bank at the easternmost end of the station (in an area between the platforms which is now closed off by ventilation grating). After the 2001 World Trade Center attack and resulting closure of the station at WTC, Exchange Place station became orphaned.
Construction began in late 2001 to rearrange the tunnels approaching Exchange Place to allow for installation of a crossover, as well as to permit 10 car trains to platform. Planning is underway for a new $2 billion PATH terminal with transfer passageways to the various lower Manhattan subway lines. See the photo gallery below for some photos of the original construction of the World Trade Center.
The station has undergone major changes over the years, due to changing passenger patterns.
The northernmost stairway exit from the two platforms lead to a steep passageway which originally lead directly to the Erie Railroad terminal. The area above the station has changed quite a bit since the Erie Railroad shifted all of its operations to Hoboken in the 1960s. The late 1980s renovation of the station installed brighter lighting and new multi-colored wall and floor tile, artwork in the passageways, and elevators between the lower mezzanine and the island platform, and between the upper mezzanine and the street.
To alleviate crowding on the claustrophobic center platform, the spare side platform was renovated and opened to passenger traffic in August, 2003. This line connects all the major neighborhoods in Tokyo: Shinjuku, Shibuya, Akihabara, Tokyo, Shinagawa, Ikebukuro, Ueno (to name a few). The oldest subway line is the Ginza line which goes from Shibuya through Ginza & Ueno to Asakusa. The Map provides quick access to this complex city, and is of particular use to short-term visitors. In 1874 Dewitt Clinton Haskins raised sufficient funds and built more than 1000 feet of tunnel under the Hudson. Stillwell designed ACF's car which was 48 feet long, 8.5 feet wide and weighed 64,000 pounds. A telegraph message from the station to President Theodore Roosevelt was sent, and Roosevelt pressed a button which was linked to the Tubes power station. McAdoo tried to have the line extended to Grand Central and Astor Place IRT was but not successful. One of the PA's first actions, other than removing the H&M name from the system, was to order new cars to replace the old ones, some of which dated back to the original order. Probably the most significant accident took place in 1942, in which a train operator exceeded the 12mph speed entering Exchange Place Station.
A flood in the early 1990s suspended service on the uptown lines for a few weeks, and in 1993, the bombing of the World Trade Center required suspension of WTC service for a week. The PATH service is on two levels, with the Newark-bound service terminating on the upper level "Platform H".
Harrison is located just across the Passaic River from Newark and the bridge crossing gives a postcard view of the NJ Performing Arts Center and downtown Newark. Departing Harrison eastward, the main yard and shops of the PATH system is on the right hand side. Approaching Journal Square station, trains first pass the site of a small yard between the service tracks just west of the station.
The eastern and western exits were closed in favor of a mezzanine slightly to the east of the intersection of Grove St., and Christopher Columbus Drive. It approved a $14.6 million plan to lengthen the station and to reopen the former eastern entrance, at Marin Blvd. The thick columns are tile around cast iron, the plain iron tops of which are painted powder blue. Another station that has seen some changes over the years due to fluctuating passenger volume, the Exchange Place station was built underneath the Pennsylvania Railroad's waterfront terminal.


The easternmost elevators led directly into the old PRR terminal and were closed when the PRR closed its Exchange Place terminal. Without the World Trade Center loop there was no way to turn trains at Exchange Place so the station was closed. The work was part of a $566 million project to restore PATH service to lower Manhattan; the cost of restoring and expanding Exchange Place station was $160 million. Following the 2001 terrorist attacks and demolition of the World Trade Center, the Port Authority began a $566 million construction project intended to restore PATH service to lower Manhattan. The track layout serving the station is installed in the same loop configuration as the previous World Trade Center station's tracks. Track 1 is served by a wall platform (in the past was typically used only for passenger discharge in the morning rush).
Underneath New Jersey Transit's Hoboken Terminal (technically, the station lies mostly underneath the bus depot on the north side of the terminal), this station has three tracks, with one side platform and two island platforms (configuration, north to south: track-platform-track-platform-track-platform). The first station in New York City is located in Greenwich Village under Christopher Street between Greenwich and Hudson. Full crossovers were located just west of Grove Street and just north of the former 19th St. Actually located between 30th and 32nd Sts., this station was further north but was rebuilt at its current location when the 6th Ave. The island platform is narrower than other island platforms in the system and has a fairly low, arched ceiling. Originally named "Erie", this station was built to service the Erie Railroad's waterfront terminal at this location. This passageway was the site of the first "travelator" installation in America (it has long been removed). The 2003 renovation included the installation of a new elevator and another stairway to the mezzanine.
More surface construction (including several office buildings and two hotels) will add yet more passenger volume.
Except for 501, which retained its double-pane doors (like the IRT), all had square single-pane door windows and single-sash end door windows. A description of the signal indications you might see along the PATH (although new CBTC cab signalling is being introduced from 2012 onward). The official site of the Port Authority has information about the PATH, including fares, schedules, and more.
The cars differed from IRT cars in their having curved windows at the sides, along the doors and in the middle. After the depression, ridership declined and the Lincoln and Holland Tunnels lead to a further decline in riders.
Crossovers allow any train two run on any of the four tracks and two island platforms at Journal Square. Two stairways from the platform connect to the mezzanine, with fare control barriers at the top of each stairway. The name itself refers to the fact that railroad passengers heading to New York City must change from the PRR's steam (later electric) trains to ferries or the "tube" trains to Manhattan.
The westernmost elevators were rebuilt in the 1960s, the old hydraulic manual units replaced by automatic cars in the old shafts. The platform design in use prior to September 11, 2001, allowed only 7 cars to open heading east, but all 8 heading west.
The tunnel mouths were "plugged" to prevent any flooding that might occur if the World Trade Center "bathtub" were to breach.
The Exchange Place project was completed in 21 months, and the station was opened as PATH's new temporary stub terminal on June 29, 2003.
The PA's contractors, the same firms who restored the 1 and 9 lines for MTA, repaired the tunnels and installed 7,000 feet of new continuously-welded track. Passengers will find a sparse, utilitarian station without amenities; however, they will find their ride smoother, thanks to the new track. Tracks 2 and 3, typically serving Hoboken-bound trains, share an island platform, as do tracks 4 and 5, typically serving Newark trains. The platform space is now used for electrical and ventilation equipment and can be easily seen from passing trains.
The exit is at the center of the platforms, but one must go down one level to cross under the IND subway.
Built with only the island platform, the side platform was added around 1914 to handle the passenger loads heading to the Erie terminal. In the 1920s a second passageway and mezzanine area was built over the existing platforms and northbound trackway.
Closed at nights and on weekends, no major roads led to the station and it was essentially isolated. During daytime and evening hours, trains bound for Hoboken and 33rd Street open up on the side platform. In 1962, after PATH took over service, six of these cars were painted blue and kept together as a single train, ostensibly to garner passenger opinion toward spec'ing a new fleet. 439 was kept at one end of the train as its air-conditioning unit occupied what was a vestibule doorway. Since then, 143 and 745 were moved to the storage hangar at JFK Airport where WTC debris is being examined. There are trains arriving every 2-3 minutes in both directions, and has about 3.5 million passengers every day on 29 stations.
The renovation of the station due to the damage from the 1993 bombing was still not complete on September 11, 2001 when the station was totally destroyed. The lower level hosts New York-bound service and is a single track with platforms (Platform B and Platform C) on each side. In between the PATH service tracks there are three center tracks used by the Northeast Corridor (New Jersey Transit and Amtrak). The mezzanine itself has two exits to the street, one with stairs only, leading to the southeast corner of Christopher Columbus Drive and Grove Street, and one with escalators coming up into a structure in Fitzgerald-Holota Park, located in the triangle formed by Columbus Drive, Grove Street, and Newark Avenue. On June 29, 2003, PATH service was restored to Exchange Place, and since that time it appears that the lengthening project at Grove Street was abandoned. In 1910, the tunnel to Pennsylvania Station opened, eventually rendering the PRR's Exchange Place terminal mostly useless with only short-haul local trains terminating here.
In the late 1980s, the current escalator shaft was constructed, and then the west elevators were replaced again in the early 1990s.


At this station the conductor operated at the rear of the first car allowing the first car to remain closed at the eastbound platform. The easternmost exit has stairs and a passageway leading directly to the NJT portion of Hoboken Terminal, and there is also a stairway directly to the street.
A corridor snakes along under 6th Avenue and then a flight of stairs leads down to the island platform. IND trains are on the other side of the platforms (if the walls were removed the PATH platform would be an island). The narrow platform, low ceiling, and many stairways lead to a claustrophobic feeling in this station especially during rush hours. It was closed in 1954 to save the bankrupt H&M some money, and shortly thereafter the Erie Railroad ceased passenger operations at this location. Today, however, no trace of the old railyards remain, and the area around the station is spearheading the Jersey City waterfront revival. The center platform is used for Exchange Place and Journal Square-bound trains during the daytime and evening, and for all trains during the overnight hours.
The third car telescoped into the second and climbed towards the platform and crashed into the walls. These platforms physically share an island platform with track 1 and 2 respectively of the Amtrak and New Jersey Transit main line. The tracks from here northward are at grade level, first paralleling the Northeast Corridor and New Jersey Transit's Morris & Essex line, then the PATH tracks peel away to the east and run through the Conrail Shared Assets Kearny intermodal facility. Above Railroad Avenue ran a four-track viaduct for the Pennsylvania Railroad, which lead to its Exchange Place waterfront terminal. However, the eastern entrance to Grove Street was finally reopened on May 15, 2005, almost two years after the reopening of Exchange Place station. The street side saw two new headhouse structures constructed; one free-standing at the top of the escalator shaft, and one built into the side of the "Exchange Place" office tower. Each platform is served by several stairways to the mezzanine, and an elevator is located at the tail (south) end of the each platform. The station resembles Christopher Street but the fare control is at the east (northbound) end of the platform. The side platforms are used for discharging passengers only and for many years, did not have fare control equipment. A large shopping mall (Newport Centre), numerous high-rise apartment towers, and office buildings have sprung up with even more under construction at the time of this writing.
They were mixed indiscriminately in trains consisting of other classes of "Black Fleet" cars.
It was not until after 1900 that William Gibbs McAdoo and Charles Jacobs resumed work on the tunnel. The fourth car actually ran up onto the platform, the trucks having been ripped of by the force of the impact. This is a long straight flat sections and the PATH trains get their most speed in this area.
The eastern end, leading to Henderson Street, consisted of a long corridor leading to escalators to the surface under the railroad viaduct. The westernmost exit consists of a mezzanine over the tracks and platforms, with exits to the Hoboken streets as well as directly into Hoboken Terminal adjacent to Track #1.
Trains departing 9th Street northbound take a sharp left-hand curve to place them under 6th Avenue. The island platforms are typically used to board trains for Journal Square (eastern platform) and Hoboken (western platform) with the middle track typically, but not always, serving additional Journal Square trains. The station is no longer the least used in the system; it is again open 24 hours and has seen the largest percent gain in passenger fares paid per year for each of the past several years.
Every other trainlines or subway that goes through Tokyo crosses one of the stations on the Yamanote line.
They even planned an ambitious expansion of the original plans; their system would connect New York City with not just Jersey City but also Newark and Hoboken, and then to Herald Square in New York. The former PRR heritage of the line is evident by the catenary poles and de-energized wire still over the tracks in this area. Exiting the station is done via a short stairway from the mezzanine to an intermediate level, and then via a full array of long escalators to an upper level mezzanine. Trains departing Hoboken quickly come to a junction allowing a choice of destinations: 33rd Street or Newport (and thence to World Trade Center or Journal Square). Red letter mosaics to 30th Street and to 34th Street are on the white tiles side walls which are at the ends of the station which also has some beige wall tile and some cinder block. The operator was indicted with five counts of manslaughter and one of operating a train under the influence of alcohol.
The northern end of the platforms slope upward leading to the Manhattan Mall and passageway to the subway.
Express train indication lights have been incorporated in a sign array which also indicates train departing. In fact, the entryway to the Chambers Street station reuses the same passageway and marble flooring of the former entry from the World Trade Center mall. The southbound PATH service shares a mezzanine area with the IND subway, but the northbound platform's exit is directly to the street. Leaving the station heading east, Track 1 (to New York) climbs to the level of track 2 and together they cross the Passaic River on the upper level of "Dock" drawbridge before descending back to grade. One of the local streets in the area, West Side Avenue, used to cross the PATH right of way at a grade crossing but this has since been severed. The Journal Square station was completely rebuilt when the PATH took over for the Hudson & Manhattan as part of the World Trade Center construction deal in the late 1960's-early 1970s. A pedestrian bridge over the tracks marks the location of this former popular photo location.
Leaving the station to the east, we are in a deep cut trench, sharing right of way with a Conrail Shared Assets freight track.



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