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Talk:Rail freight transportation in New York City and Long Island

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The Hudson

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Latest comment: 12 years ago1 comment1 person in discussion

Thanks for the very careful recent edits, but I'd quibble about one point. Most of what is written about this issue refers to the Hudson as the barrier. In fact much of the Hudson (i.e. up to Albany) is an obstacle, not just the North River section. I've added a mention of North River under History. --agr (talk) 21:42, 2 January 2012 (UTC)Reply


Map

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Latest comment: 12 years ago1 comment1 person in discussion

Here is a map that might be useful with some edits: File:Railway map around New York City.png. --agr (talk) 20:38, 23 March 2012 (UTC)Reply

Bridging the Hudson

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Latest comment: 11 years ago1 comment1 person in discussion

Various proposals were made to bridge the Hudson between Hudson County and Manhattan: namely, in 1890 between Hoboken and 23rd Street, and later between North Hudson and West 60s. The construction of piers in the river and/or lack of space to build approaches high enough for a suspension bridge, plus the unwillingness of competing railroads to share the enormous cost, made the project prohibitive. ref: http://babel.hathitrust.org/cgi/pt?id=pur1.32754082240767;num=3;seq=3;view=1up Djflem (talk) 14:55, 19 November 2012 (UTC)Reply

2016 report

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"Report Card for New Jersey's Infrastructure" (PDF). American Society of Civil Engineers. 2016. Retrieved 20 January 2017. "A particularly important portion of New Jersey's freight rail network is into and out of the Port of New York and New Jersey. The network is far better developed and better connected to the national rail network west of the Hudson River in New Jersey than it is east of the Hudson River in New York. Critical rail connections to the eas wwt-of-Hudson market are remote, inefficient, or have capacity restrictions. The result is that the region is overwhelmingly dependent on trucks for moving freight across congested chokepoints to and from the east-of-Hudson counties. Consequently, highways in both States leading to and serving the east-of-Hudson counties, and the communities they traverse, experience the greatest proportion of surface freight transport impacts, and freight shippers, receivers, and carriers throughoutthe region suffer the acute and chronic negative effects of growing highway congestion. This freight-related traffic congestion inconveniences everyone involved and inflicts environmental and economic costs on the region.To improve the movement of freight in the Port region the Federal Highway Administration (FHWA) and the Port Authority of New York and New Jersey prepared a Tier I Environmental Impact Statement for the Cross Harbor Freight Program. This study evaluated numerous alternatives for the improvement of transportation capacity and operation. After a review of public and agency comments the FHWA released the Tier I Record of Decision (ROD) in January 2016. It identified two Preferred Alternatives – the Enhanced Railcar Float Alternative and the Rail Tunnel Alternative – for additional review in a Tier II EIS. As stated in the ROD, "Tier II will include analyses based on engineering designs and site-specific effects, development of site-specific mitigation measure, and cost estimates, as appropriate."

1.8%

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JANNA CHERNETZ, VINCENT PELLECCHIA (February 3, 2017). "Traffic Problems in Fort Lee? It's Because Freight Trains Can't Get to New York". Tri State Transportation Campaign. Retrieved 5 February 2017. While almost 40 percent of U.S. intercity freight moves by rail, in New York City and its surrounding counties, it's only 1.8 percent. And it's not just New York that feels the impact: over 90 percent of freight that crosses the Hudson River is moved by truck.

ASCE report card 2017

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"Infrastructure Report Card". American Society of Civil Engineers. April 2017. Retrieved 10 April 2017.

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Latest comment: 7 years ago1 comment1 person in discussion

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