Metro lines nyc,bachmann n-scale crossing gate with lowering action,nce power cab dcc starter set - You Shoud Know

So if you are an Angeleno (person who lives in LA) you should know that starting this weekend (November 21, 2008) and through the last weekend in December (December 27), the Metro Red line will run until 3 a.m.
I know, LA is a car city, but my hopes is that it will become more and more mass transit friendly.
If you want to learn more about Blogdowntown has a nice write up about it as well.  From what I understand, if there is good ridership during this period of time, there may be an extension of hours in the future. This entry was posted in California, Cities, Current Affairs, Hollywood, Travel and tagged Hollywood, LA Times, Late Night, Los Angeles, Metro, Metro Rail, North Hollywood, Red Line. I did not know LA had a metro…do you find it fascinating and even a little encouraging that local businesses are helping to fund the extended service? Enter your email address to subscribe to this blog and receive notifications of new posts by email.
The automation system is from Ansaldo STS and will be the same as in Copenaghen, Brescia and Milano line 5. Trains will consist of 6 cars for a total length of 107 m, carrying around 1200 passengers each. The last 10 stations and 8 km have been obtained by transforming a previous surface railway, where, among others, Platform Screen Doors, Rigid Catenary and anti-noise barriers have been installed. Orange Line opens to New Carrollton.All trains run from National Airport to New Carrollton, signed Orange heading toward New Carrollton and Blue heading towards National Airport. Blue Line extended to Addison Road.Orange and Blue run a strange service pattern (see notes below for more discussion).
Inner Green Line segment opens from U Street to Fort Totten, replacing Green Line Commuter Shortcut.
The rush hour service changes mean that riders headed east of Stadium-Armory or south of King Street (now King St-Old Town) will have to check the destination signs on their trains. Metro had to do this in 1978-1979 because trains at the time used physical rollsigns with text printed on a colored background. Then, in the early 1980s, they started doing this again after the segment to Addison Road opened. Therefore, Metro ran trains from National Airport to New Carrollton and Ballston to Addison Road.
If Metro had to try something like this today for some reason, how do you think people would react?
On January 27, 1997, Metro started using a single-track switch at Fort Totten to send rush hour Green Line trains from Greenbelt onto the Red Line. Metro's maps did show planned and under construction segments until 2004, but these maps do not.
Most of this data comes from the nycsubway.org timeline of the Washington Metro and WMATA's history page. The dates of station name changes come from Wikipedia's pages on individual stations and other online sources. The Green Line Shortcut mention reminded me of the signs I used to see in Gallery Place that referred to a Blue Line Shortcut.
The blue line shortcut signs still exist, I saw them recently on the platform level in Gallery Place at the Chinatown exit. Only the yellow trains from Franconia-Springfield go to Greenbelt, the normal yellow trains from Huntington still end at Mount Vernon Square.
Yes, this is confusing According to the map, Yellow line from Huntington is to run to Fort Totten during rush hours. The map for years has left off that every other red line train ends at Silver Spring, that's caused no major problems to my knowledge (it used to mention that half ended at Grosvenor).
I guess if a service map that doesn't reflect service is a non-issue for Metro, I (nor anyone else) can help them. I thought by increasing the Yellow trains via the Springfield additions, we were adjusting for the lack of Yellow trains turning back at Mt Vernon. I'm sure this service benefits a few people during a major snow event, if you can't sustain a weather-proof connection with the rest of the system, why bother? For fun, we should have a extension to Future map through 2040 with the best guesses at what will be added and when. More speculative wish list stuff like Blue Line re-route to Georgetown to M street to Union Station, extensions of the Orange, Blue, Yellow lines, a physical Farragut Square tunnel, any other ideas on other expansions or projects that could realistically be done by 2040 for kicks. Once the outcome of the Silver Line Phase 2 is known and the dust settles a bit from the political fights over it, it may a good time to re-start public discussions of what the next major service expansions should be for the DC Metro system.
If it's a problem about people being unaware of the closeness of the stations, then an educating the public would seem to be a far better use of money than building the tunnel. I mean there was already a Blue Line and back then they could have just started on the Green line. Even today the Yellow line adds only two stations to the system today they really could have just dropped the Yellow Line and sent the Blue to Huntington then have made a U-turn to Franconia. Has there been any thought about having the Yellow Line crossing the western portion of the Red Line similar to How the Green Line does at Ft Totten ? Arm, I think it's a combination of the lack of knowledge about how close the two stops are and laziness.
What were the projected costs to build the less extravagant Farragut Square and Metro Center - Gallery Place pedestrian tunnels? Yes, Alan, it is my understanding that both of these tunnels have been in the works for some time. A tunnel between the Farraguts was penciled in initially but was torpedoed by the National Park Service, which has jurisdiction over Farragut Square (any tunnel would have to go underneath it and thus would have to cut & cover through Farragut Square). My understanding is that a pedestrian tunnel between Metro Center and Gallery Place is currently somewhere in the engineering stage (I know an engineer who told me his company assigned him for a time to the project). The pedestrian tunnel would mainly serve the people who currently jam into the trains from Gallery Place to Metro Center or the other way around. It has nothing to do with people who get on initially at either Metro Center or Gallery Place and want to go one stop and transfer.
Found a 2008 Station Access and Capacity report that placed building the two pedestrian tunnels among the highest priority projects to improve capacity of the Metro system. I'm against building pedestrian tunnels for such short distances---or if they are built, they should be only for the elderly or disabled (which would be tough to enforce). That being the case, getting the Yellow Line finished and giving people from DC a shorter route to National Airport, as well as other Arlington and Alexandria destinations, wasn't a bad thing to do.
I understand that my main point is shortcuts should be the last thing done when there is already a perfectly functioning route. I believe in spreading service out to serve everyone before planning on redundancy or shortcuts. As for why stations are close together in the core - you have more concentrated destinations there so you need more stations in order to balance passenger flow. So you think it would have been better not to build anything at all than to build the Yellow Line during that period?
Why should there be an extra way to get to Alexandria when there is none for the rest of the lines plain and simple. I never said it should not be done I said it should wait as there is already a solution available to get to Regan Airport and the Pentagon that is called the Blue Line.
The Orange Line extension beyond Rosslyn served four stations: Courthouse, Clarendon, Virginia Square, and Ballston.
The original configuration, up until a few months before the line opened, was: Courthouse, Clarondon, Ballston, and Glebe road.
When the decision was made to change the station names the rollsign curtains were sent to the Bladensburg bus garage, where the proper names were silk screened onto blank portions of the curtain. I like playing "what's next" - this is the debate about who we want to serve with more transit.
Consider an "inner purple line" that would connect already-popular stops on different lines to each other, while taking away the need to transfer downtown.


When National Airport was the end of the Blue Line trains would pull into the center track and announce "Doors opening on both sides". I once boarded a train on the center track when the operator announced, "This is the Orange Line for New Carrollton".
I guess it was easier to do something big to "fix" the problem rather than maintain the track.
A blogger at Maine Refounders has taken it upon himself to offer repost a DC visitors guide to anyone coming to the Rally For Glenn Beck's Material Wealth, scheduled for August 28th. If you are on the subway stay on the Red line between Union Station and Shady Grove, Maryland. As someone who rides the Green and Yellow Lines all the time, I can assure you that there are no "rules" that state these subway lines must be avoided at all times, especially at night. Look, Glenn Beck rally attendees, if there's one essential piece of information you need to know, it is this: DO NOT STAND TO THE LEFT ON THE ESCALATORS UNLESS YOU ENJOY BEING MOCKED AND ABUSED. UPDATE: DCist provides the essential Google Map, revealing the tiny sliver of Washington, DC deemed fit to visit.
This brings the total length of the Shanghai Metro system to 420km: the longest in the world!
Line 10 will initially open for trial operation for 2-3 weeks between the hours of 9am to 4pm, avoiding the rush hours. At the western end of the line, there are two branches, to Hangzhong Road and Hongqiao Airport.
The trains on Line 10 are designed to operate without drivers, but there will be drivers on board for the trial operation. The line passes many of Shanghai’s tourist attractions, such as Yuyuan Garden, Xintiandi and East Nanjing Road. It also means you have to go use your ticket or transport card to exit the barriers of one line, and then either buy a new ticket or use your transport card to swipe into a new line. Not sure how this can be when the Shanghai metro has been, to all intents and purposes, built from scratch. Julien, a virtual interchange means that there is no direct platform-to-platform walkway so passengers must exit by swiping their cards and enter again through another gate. Most stations that have a virtual interchange are ones where the real interchange is under construction but has been delayed for one reason or another. This is an interesting trivia question: can you name all of the virtual interchanges in the Shanghai subway system? Long walks, yes, but there is NOTHING like going out of the station, grabbing a little drink, and tehn continuing along without paying extra! If you guys have some problem to understand Chinese, please let me know, I can try to help. I was reading the travel guide book & it says there will 13 different lines by the expo period.
How far is the LONG XI metro station from Hong Mei Garden (condominium) Is it within walking distance? A sign at the front of the train, on LCD panels in stations, and on-train announcements will give the final destination of the train. This is somewhat of a tangential update in that it’s an update of an issue referenced in a recent discussion of how suburban Atlanta will urbanize and become less auto-dependent.
Tyson’s is the largest suburban redevelopment project in the country and consequently it will provide valuable information for many suburban locations, including those in Metro Atlanta, that are looking to make similar, albeit less profound, transformations. The ultimate goal, and this is the County’s plan, is to have the majority of Metro riders live and work within half a mile of each station.
The point of the stations and of the new Tyson’s is to accommodate all those people that would like to live a more car-free lifestyle. Follow sustainatlanta to get the latest posts about land use, development, and environmental issues in the Southeast sent to your email! Enter your email address to follow this blog and receive notifications of new posts by email. In honor of this, the latest step in Metro's 34-year growth and evo­lution, here is an updated version of our popular animation showing the history of Metrorail service. Peak period Green Line trains use a switch to access the Red Line to Farragut North.Ballston renamed Ballston-MU. Green Line Commuter Shortcut continued, though it never appeared on official maps as it was always meant to be temporary. Woodley Park, U Street, West Falls Church, Dunn Loring, and Vienna get additional elements added to their names.
From November 20, 1978 to November 30, 1979, and then again from November 22, 1980 to April 29, 1983, some Blue and Orange trains used one color going in one direction, then switched colors heading back.
The New Carrollton sign had an orange background, while the National Airport destination sign used blue.
At the time, with the Yellow Line not yet built, the demand for service on the Rosslyn to National Airport segment (now Blue) better matched the Stadium-Armory to New Carrollton segment (now Orange), and the demand on Rosslyn to Ballston (now Orange) lined up better with Stadium-Armory to Addison Road (now Blue).
But since the rollsigns didn't allow using the same color for each end of those services, the trains had to switch colors in each direction. From December 11, 1993 to September 18, 1999, the Green Line had 2 unconnected segments, one from Greenbelt to Fort Totten and the other from U Street to Anacostia.
They ran on the Red Line tracks to Farragut North, where there is a pocket track to turn around.
Therefore, while today is not the first time Metro has run a rush hour-only service pattern, it's the first time the maps have displayed it, now using a dashed line. To keep the number of maps manageable, and because many stations' exact renaming dates are not available, I've grouped station renamings in with the next major service change, even when that takes place years later; for example, Metro renamed Ballston to Ballston-MU in 1995, but the next map, showing the Green Line Commuter Shortcut, depicts the system in 1997.Did you enjoy this article? It looks like this "Blue Line shortcut" service is very similar to Rush Plus, but the trains probably only went from Mt.
It seemed a little silly to me as Metro Center is only two blocks away and only two blue stations aren't served by yellow trains. I think it's unfortunate that the yellow line was not better addressed on the map because many people are likely confused, but people will learn quickly to adjust. It clearly illustrates how ridiculous the Pentagon-Crystal City "shuttle to nowhere" looks. It allowed direct trips from Gallery Place, L'Enfant Plaza to the Pentagon, Crystal City, National Airport,and then to King Street to Huntington.
That would make my life 500% better during Caps season and other major Verizon Center events.
While the tunnel has been under consideration for some time, it's always seemed more like a fantasy idea than one seriously under consideration to me. If you had the system as it is today without the Yellow Line or having the Yellow Line built last it would have made little difference as you can get to most places on it via another line which can not be said for most of the other portions of the system. Surely the everyday commuters who board the front of the train and can SEE the Gallery Place platform from Metro Center know they're only a few blocks from their transfer. D, maybe not in this set of comments so far, but lots of people have long advocated for a physical connecting tunnel at the Farragut Sq stations. While the DC Metro has to spend considerable money on the maintenance program, the WMATA board should look at allocating the funding for the tunnels as the maintenance catch-up winds down. I was just pointing out that, given the political climate limiting public expenditures on publicly beneficial things around the time that Metro was built and since then, that we should play "catch up" on capital improvements and direly needed things like the separated Blue Line before we build the pedestrian tunnels. The proposed Blue Line re-route with a new tunnel under the Potomac to Georgetown to M Street to Union Station and then back to the current Blue Line route will take a decade of engineering and environmental studies and cost multiple billions to build. This is for people who are ALREADY in the system and aren't going to go out and walk and pay a base fare again (or use a "topside transfer" like they have at Farragut which would take much longer than just using the train now). Many of those people likely ALREADY walk to the other station but how would you count that data? The 2008 estimate was $32 million for the Farragut North to West tunnel and $41 million for the Metro Center to Galley Place tunnel.


When I moved to DC the first time in 1989, U Street NW was a nightmare of construction that crippled businesses in the corridor for years, because the southeast end of the Green Line was the subject of a drawn-out legal battle over where the terminal should be (Branch Avenue or Rosecroft Raceway?) and a judge had embargoed all work on the Green Line until the controversy was resolved. To tell the truth beyond the to southern stations served only be the Yellow line there is no point to it. Again, the Green Line was partially built, but no construction was allowed on it for several years.
After the Blue Line was extended beyond National Airport some trains still turned back there, opening their doors on both sides.
They removed two of the switches at each end, turning it into a trailing turnback that seems essentially useless. The rollsign curtains on the original Rohr (1000 series) cars displayed "Glebe Road" on a black background. This included an inside "Ballston" exposure, an outside "Ballston" exposure, and the bar codes used to index the signs. A nice little old lady who lived nearby did not like the idea of a subway stop in her neighborhood and she managed to get it deleted from the plans. Seems there is too much traffic in the Rosslyn tunnel now and there can be a marketed "connection" for travelers. Do we extend lines further and further, or do we better connect people within the range of the existing system? The biggest systems around the world connect large percentages of their geographic area in an interlocking set of lines, not just a hub and spoke. This line could connect Foggy Bottom, Dupont Circle, U Street, NoMa, a new station near Capital Hill, Eastern Market, Navy Yard, and a new station at the Tidal Basin - all in a big loop. Suburban riders would benefit because more transfer points and a new line could move riders off their lines and reduce congestion. This was before the Blue Line was extended from Addison Road so a few trains ran as an Orange Line train to get back to the yard at the end of the evening rush hour. Trains have to pass through the station and change ends to enter the center track and I don't know that it is used much at all. To be fair about it, that pocket track was too short and the switches too sharp to be useful. On the feeler train run it was found that the switches were so close to the passenger platform that the overhang of trains using the center track would strike the platform edge. If you are on the Blue or Orange line do not go past Eastern Market (Capitol Hill) toward the Potomac Avenue stop and beyond; stay in NW DC and points in Virginia.
Just remember to stand to the right on the escalators, and your visit will be more than pleasant. So many interchanges are like this – at Hongkou Football stadium you even need to cross a busy main road to change stations!
An example is the Line-1-to-9 interchange at Xujiahui, which was a virtual interchange (you had to exit and walk through the Grand Gateway Mall) but I believe has just recently graduated to a real interchange (passengers now follow a path through the Grand Gateway’s underground parking garage). Today I got out at the wrong station – Longxi Rd and should have waited until the next stop. If you lived in Clarendon in 1981, you would board a Blue Line train headed to DC and then catch an Orange Line train to get home. This "Green Line Commuter Shortcut" continued until the Green Line opened through Columbia Heights and Petworth, connecting the two sections permanently. Greater Greater Washington is running a reader drive to raise funds so we can keep editing and publishing great articles every day. And I found an article in The Washington Post that mentions the Blue Line Shortcut, too, and seems to include the aforementioned Green Line Shortcut as well.
Vernon Square to Franconia, and only around sporting events at Gallery Place rather than during rush. Gallery Place didn't open for another nine months, because the handicapped elevators were not complete and a federal judge would not let the station open without them.
My coworker knew the distances and deemed them all "too far." While an awareness campaign to get those NOVA Caps fans to walk it might help some, the tunnel will substantially reduce crowding by those unaware (not everyone will see the ads) or indifferent to the short distance between stops. Once it was known that there would be 2 separate stations at the Square, a tunnel should have included in the plans when the stations were being built. I LOVE the idea of the tunnels, and want them to be built in my lifetime, but other desires should be greater priorities given the current climate. The 2 tunnels could be built for the spare change left over of the Blue Line re-route cost. Not that expensive, but I suspect the problem is that the tunnels do not benefit a single station or jurisdiction, but the entire system, so there is no one decision maker to take the lead on pushing for the tunnels to be built. Toward the end of the rush hour some of these trains were signed for New Carrollton and billed as the Orange Line. Considering that this was always an Orange Line station, an orange background would have made sense. The communities are familiar with transit already, the areas are densely built around stops already, and the ridership numbers at those locations are already high. The other two switches were removed following a derailment, which occurred on the inbound end of the station and not on a switch point. On the inbound end of the station they had to blast away the access walkways in the non-revenue areas so trains taking the center track did not rip their sides open. Passengers buying single-fare tickets will need to buy another ticket when they change lines and will not receive the discounted fare. Why is everyone so madly in love with those colour schemes in Beijing that drive you bananas? One thing to remember is that Line 10 is only operating between about 9am and 4pm at the moment.
Can anyone tell me which exit I should use at Longbai Xincun to then walk to LaoHongjing Rd? He worked as a Product Manager for Google for six years and has lived in the Boston, San Francisco, and New York metro areas in addition to Washington, DC. I certainly don't think that this tunnel should take funding priority over major needs such as capital improvement or the separated blue line, but it is something in the works that will help Metro function more smoothly.
For now, well publicized "virtual" tunnels will do, but I won't lay off the demands to make these actual in my lifetime.
During rush hour Red line trains fill up considerably just between Metro Center and Gallery Place because at rush hour it's faster just to brave the crush than to go an extra 5 stops. The platform walkways in the service area beyond the passenger area had to be blasted away so the trains could clear the station structure. This contributes to these communities' capacity to become multifaceted economic centers, rather than just starting points for commutes to somewhere else. Once Metro finally installed gentler, fully guarded switches the point wear problems abated. The distance between the two platform is so long and the engineering too complicated so there are currently no publicly known plans to connect the two platforms into a real interchange. And when catching the metro how can you know which direction it will travel after Lonxi Rd because the track splits in two. Takoma was never a terminal and it was one of the very few emergency crossovers featured on the rollsigns.
There is of course nothing wrong with many other areas; but you don't know where you are, so you should not explore them.
Perhaps the green line should be in Columbia by now seeing as how far north the red line goes into Montgomery County.



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