New center gives glimpse of Second Avenue Subway’s future

It will likely be more than a decade, at least, before the Second Avenue Subway stretches north of 96th Street. But the MTA is giving Harlem residents a peek at what someday could be. NY1’s Jose Martinez filed the following report.

The Second Avenue Subway’s next phase, which would extend Q train service into East Harlem, now has a small, above-ground presence on 125th Street with the opening this week of the Second Avenue Subway Community Center.

“This community center is a one-stop information center for everything pertaining to the Second Avenue Subway,” said Rep. Carolyn Maloney, whose district covers parts of Manhattan, Brooklyn and Queens.

Exhibits at the center detail the long history of the Second Avenue line, how it was built and point toward its hoped-for expansion to stops at 106th Street, 116th Street and 125th Street.

“It would make a big difference in my life,” said one commuter.

“I have high hopes. But it’s going to take a lot of money,” said another.

The four-station first phase, with stops at 96th, 86th and 72nd streets, plus a connection at 63rd Street, was close to a century in the making and cost $4.5 billion.

For the second phase, only $1.7 billion is now in place, and that is being used for preliminary engineering and utility work. It means actual Q train service north of 96th Street is still billions of dollars and years away.

“Absolutely, it’s got to happen,” Maloney said. “It took us roughly 100 years to open up the first phase. We do not intend to wait that long. The people need it.”

Riders along the line’s first stretch on the Upper East Side say its arrival has been life-altering.

“I don’t have to go crosstown and uptown and downtown and cross. So it’s wonderful,” said one commuter.

“I live in the area, so it helps me get to work faster and all. I don’t have to go up to Lex to catch the 6, 5 or the 4,” said another.

But those lines will get you to 125th Street, where you can catch a glimpse of the Second Avenue Subway’s distant future.

The Second Avenue Subway Community Center is open Monday and Friday from 9 a.m. to 5 p.m, on Tuesdays and Thursdays from 11 a.m. to 7 p.m. and on Wednesdays from 8 a.m. to 4 p.m.

NY1.COM

The Lake Shore Railway Museum, North East, Pennsylvania

Fascinating place!

John Cowgill: Stories of the Railroad

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Why should you visit the Lake Shore Railway Museum in North East, Pennsylvania?

Some of you are saying, “Well, the reason that you should visit is because it is housed in the old historic North East Train Depot.”

That is a good reason, but what is the real reason?

Some of you are saying, “It has to be because they have so much railroad memorabilia from the different railroads that served the town on display inside.”

That is another good reason, but there is a bigger reason that that.

Some of you are saying, “They do have a lot of rolling stock to include locomotives that you can walk into plus an old parlor that you can see.  You cannot forget the Pullman cars as well.”

That is a mouthful, but you have not stated the real reason.

Some of you are saying, “It is a place where you can…

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USED N.Y.S. ALCOS DON’T DIE…

Gret thought on old diesels!!!

By the Mighty Mumford

Used N.Y.S. ALCO engines,

Resurrect with a vengeance…

Repaint and re-oil

They thrive on old soil,

In New England they find new entrance!

This G&W orange and black

Was running on BAY COLONY track…

Being reused

Working hard but not abused,

This ALCO resurrection was fact!

–Jonathan Caswell

A “BiNG” Image

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THE HYPERLOOP, A DREAM OR A REALITY?

Tested for the second time at the end of July in the desert of Nevada, in the United States, the very high-speed train Hyperloop could be put into service as early as 2021, according to the company that develops it, Hyperloop One. This last has unveiled this photo, on which you can see which would be the prototype of the capsule’s passengers.

Make the trip Montreal-Toronto in only 39 minutes ? This is the length of travel that prides itself on the fact an american company with its project to train futuristic Hyperloop, which could see the light of day in Canada in a few years and transform the experience of transportation of the population.

After the car, the boat, the train, the subway or the plane, a new concept of public transport could make its appearance within a few years : the Hyperloop, an elevated train that can go at a speed comparable to that of airliners. A very promising project, according to the experts, who had, however, raised several questions about its implementation in the country.

Tested for the second time at the end of July in the desert of Nevada, the high-speed train Hyperloop could be put into service as early as 2021 depending on the company that develops it, Hyperloop One. And among the ten international proposals presented, the trajectory Montreal-Toronto proposed by the canadian subsidiary of the american giant of the engineering AECOM has been retained.

The project Hyperloop was launched in 2013 by the business man canadian-american Elon Musk, who is also at the origin of the electric cars of Tesla and the rockets of SpaceX. The principle is to propel a capsule passengers through a tube at low pressure maintained in the air thanks to a system of magnetic levitation and electricity to operate — at a speed of 1200 km/h, according to projections by the american firm.

Instead of spending 5 hours in his car or in a train to cover the distance between Montreal and Toronto, we could make the journey in 39 minutes by Hyperloop. The trip would include a stop at Ottawa ; thus, going from Toronto to Ottawa would take 27 minutes, while travel from Ottawa to Montreal would be possible in 12 minutes. The commercial viability of the route must now be examined.

If after two tests — one of which was allowed to circulate a prototype 450 m to 310 km/h —, Hyperloop One believes that his project can enter the marketing phase, experts believe that some challenges remain, both for the technology and the security, that the development of the territory.

For Denis Gingras, a professor at the University of Sherbrooke and director of the Lab of intelligence communication, the train, which seems straight out of a science-fiction film, is yet to ” step to the drawing board “.

“Still you need to create this tube of a length of phenomenal, and to be able to maintain a very low pressure so that the capsule is propelled safely without encountering the walls ; 1200 km/h, this is not far from the speed of sound, it is risky “, he explains.

“I wonder who, in my circle, would like to embark in there tomorrow morning. It boggles the mind, that speed “, – emphasizes the director of Trajectory Québec, Philippe Cousineau Morin. He believes that the citizens are going to need to be reassured and convinced by the security level of the Hyperloop before boarding.

Yet, this fear of speed was already present when the train, car and plane have made their appearance, according to the professor, Polytechnique Montreal Nicolas Saunier. He explains that the most dangerous is not speed, but rather the acceleration must respect some limitations and be for the safety of the passengers.

The competition

In the eyes of Mr. Saunier, the Hyperloop could take hold faster than you think, the technology used is already ” known and controlled “.

“This is an opportunity to adopt a technology even more advanced,” he says, noting the delay of Quebec in matters of transport by rail, compared to Europe, which has many high-speed trains for several years.

Mr. Morin does not share his opinion. “There are already plenty of technologies proven to exist, why not use them ? “He feared above all that the growing popularity of the Hyperloop is not an excuse to put off the creation of a high-speed rail in the Québec-Windsor axis, waiting for years.

I wonder who, in my circle, would like to embark in there tomorrow morning. It boggles the mind, this speed.
Philippe Cousineau Morin, director of Path Quebec

A recent study published by Transpod, a startup canada launched at the end of 2015, which is developing its own model — indicated, however, that the construction of a system of type Hyperloop will cost 30 % less than a high-speed rail line.

But mostly it’s the plane that the Hyperloop could make the competition, according to M. Saunier. “This will be faster than the plane, if we take into account time at the airport and security. And this will be especially less expensive, because you can feed the system with electricity. “

Review the development of the territory ?

Professor in the Department of urban studies and tourism, UQAM, Florence Junca-Adenot is prudent in the face of the enthusiasm raised by the new transport concept. She recalled that various projects to link Montreal to Toronto have been proposed in recent years without success.

According to her, the question of development remains a major challenge with a project of this scale : how do you get the Hyperloop up in the city centre, an environment already urbanized and already possessing other means of transportation ? “If one has already found it difficult to get a high-speed train through the city centre of Montreal, the tube, we go where ?” asks she.

It is estimated that the Hyperloop will be for that reason easier to implement in cities in full development of its infrastructure and high density, as well as in Asia. “It takes space to install the tube and especially of the world to carry on the axes concerned. It is far from this class-between Montreal and Toronto. “

In this regard, it calls into question the argument that environmental often put forward by the defenders of the Hyperloop, in relation to the link between the two canadian cities. Operating primarily on electricity, the train to the look of the future, would remove a considerable number of cars on the roads and thus reduce the production of greenhouse gases. “It’s interesting, but it is necessary for it to be a sufficient pool. A lot of people are already taking the plane or the train to Toronto-Montreal, so a transfer of these two modes of transport to the Hyperloop would have less environmental impact. “

Denis Gingras, director of the Lab of intelligence communication, think that the Hyperloop might solve the problem of interurban transport, replacing planes, trains, and cars to browse large spaces. The regions would benefit, and could grow further, according to him. “Often, people want to live near their work. If we can travel great distances in so little time, it will encourage them to live far from work without a problem. “To Mr. Saunier, professor at Polytechnique Montréal, the Hyperloop will, on the contrary, to increase the concentration of jobs in big cities, which doesn’t favor the regions. “Why a company would have offices in another city if we can move so quickly and so easily from one place to another ? “

Less urban sprawl?

Denis Gingras, director of the Lab of intelligence communication, think that the Hyperloop might solve the problem of interurban transport, replacing planes, trains, and cars to browse large spaces. The regions would benefit, and could grow further, according to him. “Often, people want to live near their work. If we can travel great distances in so little time, it will encourage them to live far from work without a problem. “To Mr. Saunier, professor at Polytechnique Montréal, the Hyperloop will, on the contrary, to increase the concentration of jobs in big cities, which doesn’t favor the regions. “Why a company would have offices in another city if we can move so quickly and so easily from one place to another ? ”

Sherbrook Times

FRA Clears Hurdle for High-Speed Rail: DC to Richmond

The U.S. Department of Transportation’s Federal Railroad Administration (FRA) has announced the completion of the Tier II Draft Environmental Impact Statement (DEIS) under the National Environmental Policy Act (NEPA) for the 123-mile section of the Southeast High-Speed Rail Corridor from Washington, D.C., to south of Richmond, VA.

This action moves the project one step closer to the construction phase of the Southeast Corridor, which will improve freight and rail traffic south of the nation’s capital.

The Preferred Alternative in the DEIS prepared by the FRA with the Virginia Department of Rail and Public Transportation (Virginia DRPT) will:

Reduce passenger and freight congestion and improve on-time performance
Accommodate planned and funded Virginia Rail Express (VRE) growth of four new round-trip trains
Accommodate forecasted CSX freight growth through 2045 (doubling from approximately 21 trains in 2015 to 42 in 2045)
Increase maximum train speeds from 69 mph to 79 mph between D.C. and Fredericksburg and to 90 mph between Fredericksburg and Richmond
Add nine new round-trip trains from D.C. to Richmond, with four continuing east to Hampton Roads and four south to Raleigh.

“Moving people and goods as quickly and as safely as possible is an important cornerstone of the Federal Rail Administration’s mission,” said FRA Deputy Administrator Heath Hall.

“As this project moves forward, it’s critical that we receive feedback from potential passengers and the public at large.”

FRA and Virginia DRPT will accept public comments on the DEIS for 60 days beginning on September 8, 2017.

Based on public comments on the DEIS and the Preferred Alternative, DRPT and FRA will prepare a Final EIS (FEIS), which will list environmental commitments to mitigate unavoidable impacts.

The total cost of the project is approximately $5 billion, which is estimated in 2025 dollars to reflect the first year of service; however, no funding commitments have been made for construction.

AMERICAN SECURITY TODAY