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The University of Colorado A Line (now open) offers fast, reliable service from Downtown to Denver International Airport. The existing 48 miles of light rail on the C, D, E, F, H and W Lines are doubling to almost 100 miles of rail with the opening of the University of Colorado A Line, and the B, G, and R rail lines in 2016. This is a private parking lot and is subject to different parking fees than RTD Park-n-Rides.
After last week’s uproar over the G and L trains, the clamor from the crowd for more subway service has died down, but a few key missing links remain.
The R stations and tunnels are now pumped out and dry so crews can repair the saltwater damage. It’s all well and good to repair these components and get the service back up and running but doing so without an eye toward immediate preventative measures is akin to closing the barn door after the horse escapes.
Transfers as bosmuc said just now and concerns over capacity across the Bridge and through the DeKalb interlocking. Does anyone else feel like if that tunnel wasn’t the least used in the system it wouldn’t be a few weeks away? I don’t know how all the various tunnels compare in terms of volume and flooding severity, but if the Montague St. Huh…consider me surprised that the Cranberry St Tunnel is busier than all but 60th St, 53rd St, and Manhattan Bridge crossings.
It’s probably the only one where four tracks of service converge into a two-track segment. That simply meant Montague acted as a drain for the shared upper mezzanine for the 1 and the R, along with the Broadway line’s Whitehall station. The MTA can’t really change the location of where the BMT put their vent house, but they can work to elevate the vents another 20-30 feet and consider inflatable plugs at Whitehall-SF to make it and the tunnel less vulnerable to floods. That said, one of the design goals of the new (now-destroyed) South Ferry terminal was to increase track capacity – did it fail?
I noticed that during the storm coverage, they frequently referred to the flooding of the SEVEN tunnels. I am sure Lhota can count, he excludes the G, not under the East River, but were some tunnels “wet” but not flooded ? Compared to pumping out and repairing an entire tunnel, these do not seem like herculean feats of engineering.
If they still Used the older cars with unlocked doors at the ends, this would not be a big problem. Still, as an R rider who travels to downtown Manhattan often, I think that the current arrangement works fine.

It probably requires extensively redesigning rolling stock though, and I guess it could be maintenance- or safety compliance-intensive. The MTA seems to have made up its mind that 60-foot units are going to be the replacements for the 75-foot R-46 cars when they retire. The only downside I’ve heard is the possible problem maintaining the trucks and the moving components involved with the sections in-between the units.
What they should do is terminate R trains at Canal upper and turn them south of the station.
The people who really got the short end of the stick were the uptown customers at Prince St, 8th St-NYU, 23rd St, and 28th St. Is the flooding of the Montague tunnel related to the J still terminating at Chambers rather than Broad?
Not to beat this to death, but even if the end doors were locked, they could still have R trains enter the lower level of City Hall and just tell the passengers that they have to be in the first ( whatever ) number of cars in order to exit the train at the City Hall Station. My thought is this, why even run a section of the R between Manhattan & Queens at this time. Please remember that the montague street tunnel was built by the BMT (a private company) and the the IRT tunnels ( joralemon and others) were also built by a private company. What I fail to understand is the refusal of the MTA to honour a grace period to those of us who purchase seven day or 30 day unlimited cards during Sandy’s aftermath, especially in view of the fact that the buses were running sporadically and the trains were and still are not fully operational.
On the periphery of the Paris city core there are six terminus rail stations, as you can see on the map.
Here you'll find the general location information for each train station within Paris, imposed over our arrondissement map. Saint Lazare rail station provides rail services to Paris' western suburbs as well as to northwestern France.
Premier (fast and more expensive) trains originate in Paris include the TGV, TGV East, Eurostar, Thalys, Lyria, Artesia (Paris-Turin-Milan-Lyon), and the Pris-Germany Night Train. Auto Europe offers car rental pick up and return at three Paris Train Stations: Gare de Lyon, Gare du Nord, and Montparnasse, as well as other locations in Paris, at the airport, and at the Disneyland Paris Rail station.
Disneyland Resort Paris is located outside Paris, 32 km to the east in a newly built town called Marne-la-Vallee. Eight stations along the way will make it even easier to make connections from your community to the world. The volume of water in the tunnel was so great it extended up a steep incline into Brooklyn Heights – about four blocks from the riverbank.
They components have to be replaced in each of the signals along that entire section of track.

Tunnel is one of the lesser used ones, it would make sense the damage would be more severe simply because the salt water was stuck in there for a longer period of time, corroding away the components. On a typical subway line, the most important characteristic of a terminal is not how many people the terminal itself can serve but how frequent a service it can process for the rest of the line. But getting the vents at existing locations as far above the maximum recorded flood levels as possible, and raising street gratings above the sidewalk in other low-lying areas would be the quickest and (relatively) cheapest ways to lessen future flood damages. If storms like Sandy do become a regular weather pattern, the MTA might seriously want to think about getting those moving platforms back in place at upper South Ferry as part of the next flood contingency plan. But three-section, 150-foot long units would roughly equal three IRT-length sections put on top of a shared truck that could take the place on two 75-foot cars, but unlike the 75-footers would be able to ply the tracks of the Eastern Division (it would also have 36 doors per 600-foot train, four more than the 75-footers do now, albeit four less than a 10-car train of 60 foot cars).
But when the R-68s are up for replacement sometime late next decade, they might want to consider another look at the multi-section option. On balance, though, they seem to have a good, consistent car design in place, so i have trouble blaming them for not wanting to redesign right now. And I suppose another problem on the Eastern Division would be a three car multi-section train would only be 450 feet long, instead of the 480 feet an eight-car train of 60-footers would get you (though if you add in the extra standing room due to the elimination of four bulkheads, the cubic space might come pretty close to balancing out).
For 8 and 10 car trains, the conductor always has to open each half of the train separately, so it’s simple to open only one half. Gare du Nord and Gare de l'Est close to each other in the northwest corner of the 10th arrondissement.
This is all part of FasTracks, a multi-billion dollar voter-approved transit expansion plan bringing you more transportation options than ever before. The interesting thing is how much the vent locations may have played a role in the problem, and the relative lack of problems suffered by the Joralemon Street tunnel, which was the first one put back into service, even though it pretty much runs side-by-side across the river with the Montague Tunnel. Do the doors on cars that are behind the platform still open, or can the operator choose which doors open on which cars?
Below the map you'll find information on car rental locations, the station at Disneyland Resort Paris, and links to further information on the rail systems that terminate in Paris.
While South Ferry is an important transfer point, it isn’t one of the busier stations on the line, and trains are far more crowded further uptown. As for Whitehall St., either install gates on the entrances that can be closed in case of a storm, or surround them with permanent barriers and sets of stairs (so that you would walk up a few steps before going down into the station).

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