发布时间: 2019-12-06 11:27:47|九龙图库 来源: 名城新闻网 作者: 闫前进


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  Even when there are no subway delays, it takes Amy Sacks at least an hour and 20 minutes to get to work in the Bronx.

  The problem is that the subway still leaves her about a mile — and a bus ride away — from her office. “There’s always a transfer unless I use my feet for the second half,” said Ms. Sacks, a writer who lives in Manhattan.

  But the key to a shorter, easier commute lies just outside her office door: railroad tracks that run through the Bronx.

  The tracks are used by Amtrak trains, but would be opened to new commuter trains under a billion-dollar expansion by the Metropolitan Transportation Authority of rail service linking Manhattan with suburbs north of New York City. Four new train stations for the Metro-North Railroad would be built along the line in the eastern Bronx, where subway service is sparse and buses are often slow and unreliable.

  The aboveground rails that crisscross the city are increasingly being seen as a way to alleviate some of New York’s most pressing transportation problems. City leaders and transit advocates say commuter trains could be put into service to fill transit gaps and reduce congestion on subways, buses and roads. In neighborhoods where new train stations are built, new jobs, housing and development could follow.

  “It leverages important assets that are already there and underutilized rather than having to build anew,” said Danny Pearlstein, a spokesman for the Riders Alliance, a grass-roots organization of transit riders. “It saves money and time, and it brings new services online that we might not have access to — or at least not in a generation.”

  There are 38 Metro-North and Long Island Rail Road stations in the Bronx, Brooklyn and Queens, many in neighborhoods with sparse subway and bus service, according to a recent analysis by the city comptroller, Scott M. Stringer. But the comptroller noted that there is limited service at those stations, or tickets are priced so much higher than subway and bus fares that residents cannot afford them.

  Mr. Stringer and transit advocates have suggested pricing commuter trains within the city the same as subways — .75 for a ride, including free transfers to subways and buses — to encourage more riders.

  Transportation authority officials said they have been reviewing these issues and are conducting a pricing study on some Long Island Rail Road trains in Brooklyn and Queens. Since 2004, the price of commuter train trips within the five boroughs has been lowered on weekends through a program called City Ticket, which officials say has contributed to increasing ridership.

  Ridership in general on Metro-North and Long Island Rail Road has increased to the highest levels in decades, resulting in overcrowding. But transportation authority officials said projects are underway to significantly expand service, including building a new terminal underneath Grand Central Terminal with eight new tracks for Long Island Rail Road trains. The authority is also moving to add tracks on Long Island and run more trains across the region.

  New York’s rail network has also become part of the debate over congestion pricing, which would charge drivers a fee to enter Manhattan neighborhoods at peak traffic times to raise money primarily for fixing the subways. Both supporters and opponents have called for expanding rail service outside Manhattan to provide an alternative to those who drive because they do not have easy access to subways and buses.

  A state panel recently recommended expanding Metro-North and Long Island Rail Road service in transit deserts in the Bronx and Queens. Though that would likely increase the transportation authority’s costs and lengthen commutes for suburban riders who would have to sit through more stops, the report concluded that the idea, while complicated, was worth pursuing.

  “The importance of opening up commuter rails has really come to people’s attention,” said Kathryn Wylde, the chairwoman of the panel, who is the president of the Partnership for New York City, a group of top business leaders. “In places where there is no subway service and lousy bus service, they’re watching these nice commuter trains roll right through their neighborhood without stopping. It’s pouring salt in the wounds.”

  In the Bronx, the M.T.A. plans to offer new commuter service by expanding and improving railroad tracks that are owned by Amtrak and run between Pennsylvania Station in Midtown Manhattan and New Rochelle in Westchester County. It would build four new stations on Amtrak-owned property in the neighborhoods of Morris Park, Parkchester, Co-op City and Hunts Point.

  The authority’s capital plan includes 5 million for the project — roughly half the estimated cost — including 0 million that was provided by Governor Andrew M. Cuomo. The remainder will be covered in the authority’s future capital plans, Aaron Donovan, an authority spokesman, said.

  Tom Wright, the president of Regional Plan Association, a transportation research and policy group, said the new commuter line would increase the passenger capacity of the rail network across the New York region, and give all riders — not only those in the Bronx — more transit options if a catastrophe were to cripple subway and suburban commuter train service.

  “Right now we’re using the system above capacity, so it doesn’t have any give from those kinds of shocks,” he said.

  The line could begin service as early as 2023. But in recent months, the project has stalled as M.T.A. officials have been unable to reach an agreement with Amtrak to use the tracks. Mr. Cuomo has met with Amtrak officials to try to resolve differences, an aide said.

  Amtrak has demanded that the transportation authority pay additional money to use the tracks and repair a bridge along the line, Mr. Donovan said. Amtrak faces major financial challenges to upgrade its aging network.

  “They’re just trying to milk it,” said Ruben Diaz Jr., the Bronx borough president, whose office has collected more than 5,000 petition signatures urging Amtrak to “get on board.” “Amtrak still thinks we are in the age of the robber barons. They need to stop playing monopoly with the commuters of the city.”

  Jason Abrams, an Amtrak spokesman, said Amtrak and the transportation authority had met frequently in recent months to try to reach agreement on key issues such as design, construction and train operations “to ensure that the proposed expansion of Metro-North service does not adversely impact Amtrak intercity passenger rail operation.”

  He said that Amtrak will significantly expand in 2021, with more high-speed Acela service between New York and Boston, and that the Metro-North project must be integrated with other transportation projects in the city and region.

  Still, city officials have forged ahead to lay the groundwork for new streetscapes and developments around the stations in the Bronx, New York’s fastest growing borough with more than 1.4 million residents. Nearly one-third of them live within a mile of one of the proposed four stations, according to city planners.

  Israel Nazario, 64, a retired stagehand, said he moved to Parkchester in 2008 partly because he heard that a Metro-North station was coming. He has to walk 10 blocks to the closest subway station. The train station would be about a block away.

  “I’ll save my legs because my legs aren’t what they used to be,” he said. “And instead of taking 40 minutes to get downtown, it’ll take me 20 minutes.”

  During a recent community meeting, city planners displayed maps and diagrams showing the Morris Park station as an anchor for a medical and science hub. “This is a once in a lifetime opportunity to have this level of investment in transportation infrastructure,” said Carol Samol, the Bronx director for the city’s Planning Department.

  Ms. Sacks, who lives in Greenwich Village and works at the Albert Einstein College of Medicine in Morris Park, said direct train service from Penn Station could cut in half her nearly three-hour round-trip commute.

  “Besides the time, it’s very stressful because we’re always stopping,” she said. “We’re stuck often, and the trains are crowded and loud.”




  【残】【阳】【似】【血】,【这】【场】【大】【战】【从】【开】【始】【的】【胶】【着】【逐】【渐】【演】【变】【为】【图】【穷】【匕】【首】【见】。 “【原】【来】【姬】【舜】【所】【有】【的】【兵】【力】【布】【置】,【这】【目】【标】【竟】【然】【是】【我】。”【冒】【稽】【看】【着】【不】【远】【处】【的】【猛】【虎】【旗】【和】【朱】【雀】【旗】。 “【乞】【活】【军】【和】【魏】【武】【卒】,【就】【让】【我】【来】【看】【看】【你】【们】【有】【没】【有】【杀】【我】【的】【本】【事】!” 【而】【在】【另】【一】【边】,【雕】【牙】【儿】【的】【神】【营】【箭】【个】【个】【箭】【法】【高】【超】,【已】【经】【绕】【到】【了】【鹰】【骑】【中】【军】【的】【侧】【翼】,【不】【断】【有】【护】**【兵】

  “【喂】【喂】【喂】,【准】【备】【好】【了】【没】?”【这】【边】,【诸】【华】【一】【收】【到】【秦】【淮】【的】【消】【息】,【就】【赶】【紧】【联】【系】【了】【安】【排】【的】【各】【路】【人】【马】,【让】【他】【们】【做】【好】【准】【备】。 【宋】【知】【看】【了】【一】【眼】【手】【机】,【心】【情】【陡】【然】【紧】**【来】。 【秦】【淮】【和】【沈】【妧】【刚】【消】【防】【大】【队】【门】【前】,【便】【听】【见】【了】【大】【队】【里】【面】【传】【出】【的】【音】【乐】【声】。 【沈】【妧】【忍】【不】【住】【好】【奇】【道】:“【怎】【么】【这】【么】【热】【闹】?” 【她】【好】【像】【还】【是】【第】【一】【次】【在】【消】【防】【大】【队】【里】【面】【听】【到】

  “【不】【过】【等】【待】【的】【时】【间】【就】【会】【长】【许】【多】。”【林】【天】【意】【说】【道】,“【这】【金】【蝶】【钢】【必】【须】【先】【用】【一】【些】【方】【式】【和】【金】【蝶】【茧】【混】【合】,【至】【少】【需】【要】【旬】【日】【的】【时】【间】。” “【无】【妨】,【林】【副】【阁】【主】,【我】【等】【得】【了】。”【项】【落】【笑】【着】【说】【道】。 “【既】【然】【如】【此】,【那】【么】【你】【们】【便】【先】【离】【去】【吧】。”【林】【天】【意】【说】【道】,【看】【了】【看】【自】【己】【怀】【中】【的】【一】【条】【布】【帛】,“【这】【时】【间】【也】【差】【不】【多】【了】,【我】【也】【要】【去】【炼】【制】【东】【西】【了】……【应】【该】

  【剑】【凝】【聚】【而】【出】,【散】【发】【着】【一】【种】【奇】【特】【的】【气】【势】。 【没】【有】【什】【么】【冲】【天】【的】【剑】【气】,【也】【没】【有】【耀】【眼】【夺】【目】【的】【剑】【光】,【逆】【所】【凝】【聚】【出】【来】【的】,【只】【是】【一】【柄】【很】【普】【通】【的】【三】【尺】【清】【锋】【剑】。 【但】【是】,【梦】【魇】【在】【看】【见】【这】【把】【剑】【的】【时】【候】,【却】【是】【再】【也】【无】【法】【保】【持】【自】【己】【那】【淡】【然】【的】【心】【态】。【疯】【狂】【的】【大】【喊】【道】:“【不】【可】【能】!【怎】【么】【可】【能】!【为】【什】【么】【会】【是】【逆】?!【你】【怎】【么】【可】【能】【会】【有】【逆】【模】【因】?!” 【梦】九龙图库【当】【晚】,【沈】【妍】【和】【程】【悦】【俩】【人】【聊】【到】【了】【凌】【晨】【三】【点】【才】【睡】【觉】,【第】【二】【天】【沈】【风】【头】【一】【次】【起】【了】【个】【大】【早】,【美】【人】【不】【在】【怀】,【睡】【不】【着】,【太】【孤】【单】…… 【沈】【风】【醒】【后】,【很】【是】【贤】【夫】【的】【下】【去】【准】【备】【早】【餐】【了】,【然】【后】【等】【到】【时】【间】【差】【不】【多】【了】,【悄】【悄】【地】【上】【楼】【去】【叫】【俩】【人】【吃】【早】【饭】,【轻】【轻】【地】【敲】【了】【敲】【门】,【然】【后】【开】【门】【进】【去】,【看】【到】【俩】【人】【睡】【得】【正】【熟】,【又】【悄】【悄】【地】【把】【门】【关】【上】【走】【了】。 【沈】【风】【把】【早】【餐】【放】


  【风】【杉】【老】【祖】【吆】【喝】【着】【众】【人】,【已】【然】【御】【动】【在】【了】【一】【柄】【天】【风】【剑】【上】,【其】【他】【众】【人】【也】【自】【御】【动】【在】【了】【天】【风】【剑】【上】,【准】【备】【离】【开】【此】【地】。 【风】【杉】【老】【祖】【又】【是】【朝】【左】【铭】【和】【霜】【霞】【仙】【子】【看】【了】【一】【看】,【只】【见】【得】【左】【铭】【和】【玉】【无】【瑕】【没】【有】【动】【静】,【风】【杉】【老】【祖】【当】【下】【就】【愣】【住】【了】。 “【玉】【牙】【公】【子】,【霞】【绮】【丝】【姑】【娘】,【沙】【顾】【大】【盗】【来】【了】,【你】【们】【还】【不】【快】【跑】【吗】?”【风】【杉】【老】【祖】【问】【道】。 “【为】【什】【么】【要】【跑】!

  1+0.28=2.59 【如】【果】【将】【神】【性】【分】【身】【的】【实】【力】、【量】【化】【为】“1”,【那】【么】【荀】【缺】【原】【本】【的】【实】【力】【就】【是】“0.28”;【两】【者】【相】【加】【之】【后】,【得】【到】【了】“2.56”【的】【结】【果】! 【这】【样】【的】【判】【断】【与】【计】【算】,【只】【是】【稍】【微】【动】【动】【脑】【就】【能】【得】【出】;【就】【像】【是】【再】【精】【确】【不】【过】【的】【超】【级】【计】【算】【机】。 【这】【种】【感】【觉】,【荀】【缺】【并】【不】【是】【第】【一】【次】【体】【会】;【在】【分】【离】【出】【神】【性】【之】【前】、【就】【已】【经】

  【有】【些】【昏】【暗】【的】【山】【洞】【内】,【苏】【寒】【山】【轻】【轻】【撕】【开】【含】【羞】【身】【上】【粘】【在】【血】【肉】【上】【的】【衣】【物】,【含】【羞】【在】【昏】【迷】【中】,【发】【出】【痛】【苦】【的】【闷】【哼】,【但】【她】【的】【伤】【势】【有】【些】【严】【重】,【所】【以】【始】【终】【没】【有】【醒】【来】。 【苏】【寒】【山】【拿】【出】【随】【身】【的】【金】【疮】【药】,【帮】【她】【敷】【好】【之】【后】,【又】【解】【下】【自】【己】【的】【外】【袍】,【盖】【在】【她】【的】【身】【上】,【随】【后】【离】【开】【了】【山】【洞】,【在】【外】【面】【找】【了】【块】【大】【石】【头】【打】【坐】。 【一】【夜】【无】【言】,【到】【了】【第】【二】【天】【清】【晨】,【含】【羞】