This month, two power failures in Brooklyn caused delays and reroutings on seven lines.
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The Android Auto variant responds just as well to course corrections and reroutings as the phone app does, firing off voice prompts as necessary.
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Of course, these men were not speaking of the Penn Station that has been the object of so much disaffection this summer, as Amtrak's emergency track repairs have forced service cutbacks and train reroutings have upended many lives.
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"We are carefully monitoring the ongoing developments and are in close contact with the relevant government authorities with regards to our flight operations, and will make further operational changes if the need arises," they said Emirates said the reroutings had "minimally affected" some flights but invited customers to check the latest schedules online.
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Both alignments of US 70 also have preceding highways and trails that date back to the 19th Century. After multiple reroutings and redesignations, the US 70 and US 180 designations have essentially switched routes.
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The designation resurfaced around 1971 when a state-maintained road connecting SR 39 and SR 800 was created in Dover, partly along what was previously SR 39. The route has not experienced any reroutings since the second designation.
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In 1931, US 5 in Vermont was taken over by the state, which began paving the road. Over the years a few minor reroutings within populated centers have taken place. The current alignment was in place by 1975.
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Although it was completed from Manitoba to Quebec in 1960, many upgrades to the original routing of Highway 17 had and would take place over the years. In addition to bypasses around almost every urban centre it encountered, many original sections have been downloaded to regional and local jurisdiction or decommissioned entirely to lay abandoned in the forest. Of special note is reroutings in the Ottawa Valley – where the highway follows very little of the original routing – and around Thunder Bay, where it has undergone several reroutings and upgrades since the 1920s. In the following section, upgrades are listed from west to east due to complex chronologies.
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Some parts were because of reroutings, such as a dispute in the early 1920s with Utah officials that forced the LHA to change routes in western Utah and eastern Nevada. Construction was underway on the final unpaved segment by the 25th anniversary of the Lincoln Highway in 1938.
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By 1939, most of the mileage belonging to SH 7 was transferred to the U.S. Highway System, leaving the highway extant only within eastern Texas. SH 7 subsequently went through several other major reroutings, truncations and extensions between 1939 and 1990, before becoming the highway it is today.
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The highway was created as a short highway west of Hardy on September 5, 1940, with several reroutings and extensions throughout the 1960s and 1970s. One former alignment change was designated Highway 175 Spur, a spur route in Cherokee Village, in 1980. Both routes are maintained by the Arkansas Department of Transportation (ArDOT).
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This extension occurred around the same time of the completion of I-70 in the area. Except for reroutings onto expressways in Hebron and Newark, the route has not experienced any other major changes. Until 2005, State Route 79 Alternate (SR 79A) was a alternate route of SR 79. SR 79A split from SR 79 south of Hebron.
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M-22 is an original trunkline designation dating back to the 1919 designation of the system. Reroutings have moved the highway closer to the water between Suttons Bay and Traverse City. A section of the highway was used temporarily for another highway, M-109. Two sections of the highway have been designated as separate Pure Michigan Byways.
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In 1901, Leonor F. Loree was installed as president of the railroad. Among other projects, he initiated a reassessment of the Old Main Line which led to a project of systematic improvements. Much of the original route and many reroutings were abandoned in favor of new routes along the valley. Many new tunnels were cut, and new bridges were built along new alignments.
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The highway has been lengthened in a series of extensions north and south starting in 1925. A rerouting in 1944–45 removed M-66 from its original 1919 routing to replace another highway south of Six Lakes, the change that spawned M-91. The last big extension in 1965 resulted in the modern trans-peninsular highway route. The last modifications were shorter reroutings in the 1970s.
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The route was designed between 1968 and 1972 by Caltrans District 7, under the direction of Design Chief Sid Elicks. However, opposition from some of the communities through which the right-of-way would pass slowed the process and led to some reroutings. Many factors contributed to the delay. The growth of the environmental movement in the 1960s created resistance to new freeway construction.
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The portion of US 209 south of Kingston has remained virtually unchanged, with the exception of local realignments. Two such reroutings were in the vicinity of the hamlets of Spring Glen and Napanoch, where US 209 was initially routed on Phillipsport Road and Main Street, respectively. US 209 was realigned to bypass Napanoch , by which time construction had begun on a bypass of Spring Glen. It was opened to traffic by 1964.
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It was only surpassed in 1942, when the Cocoanut Grove fire killed nearly 500 people. Car #393 was returned to service but most operators refused to run it; it was converted to a work car and later scrapped. The streetcar route was converted to bus on June 20, 1953. After several reroutings between 1968 and 2005, the modern MBTA route 7 bus follows largely the same route as the streetcar involved in the disaster.
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The highway was converted into a freeway in sections starting in the 1960s. During that decade, the southern extension from the 1920s was removed from M-78 and added to other state highways, and in the 1970s, the northeastern extensions, now mostly freeways, were removed from M-78 as well. Two special routes were created as a result of the various reroutings in the Lansing area, both of which are no longer part of the state highway system.
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Non-revenue track (or trackage), or a non-revenue route, is a section of track or transport route that is not used to carry passengers or revenue-earning freight or goods. The term is used to refer mainly to sections of track or routes in public transport systems, such as rapid transit and tramway networks, but non-revenue track or routes can also be found in other transport systems. Non-revenue tracks may be used for revenue service during temporary reroutings.
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The original NC 20 was at one time the longest numbered route in North Carolina, running from the Tennessee border to the port city of Wilmington, a distance of . After the introduction of U.S. highways in North Carolina in 1934, the route was carved up between routes US 19, US 70, US 74, US 76, and US 17. The modern NC 20 was originally NC 220. Despite a few minor reroutings, the state highway has remained largely unchanged since the 1930s.
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Including the concurrency on the southern end, US 223 is in total length. The highway designation was created in 1930 out of the southern end of US 127\. Three sets of reroutings through Adrian have resulted in the creation of two different business loops through the city. A change proposed in the 1960s and implemented in the 1970s shifted the southern end of US 223 to replace M-151 and then run along the US 23 freeway between Whiteford Township, Michigan, and Sylvania, Ohio.
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All of these systems would experience various reroutings of service as new extensions came on line. The BART station at San Francisco International Airport, which opened in 2003 Bay Area Rapid Transit has seen expansions beyond its original vision, such as the Silicon Valley BART extension, Oakland Airport Connector, and the East Contra Costa BART Extension. BART and Caltrain jointly opened Millbrae station in 2003. BART placed an order for a replacement fleet of train cars in 2012, with expected full delivery by 2022.
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Bus services replaced BART for early-hour service starting in 2019. In order to expedite seismic retrofitting the Transbay Tunnel, significant schedule changes and reroutings commenced on February 11, 2019. The first inbound trains leave outer terminals around 5:00 am on weekdays, 6:00 am on Saturdays, and 8:00 am on Sundays and most holidays – the previous 4:00 am weekday start time was delayed to 5:00 for three years. Special express bus services were established or expanded to accommodate early riders.
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For example, bypassed LA 7 west of Hammond (current LA 1040) became LA 7D (or 7-D) while a bypassed segment east of Hammond (current LA 1067) became LA 7E (or 7-E). However, the major routes by and large retained consistent numbers despite the lack of major reroutings. Suffixes were also used in a way similar to the "spur" routes in the present system. Unlike today's system, clustering of the higher numbers seems to have occurred only when multiple routes in an area were added at the same time.
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By 1926, it extended to Brenham, replacing a portion of State Highway 105. The route remained a minimally serviced dirt road until the early 1930s, when paving occurred. Numerous reroutings occurred during the next 70 years, including being rerouted away from the town of Washington on February 24, 1953 (the old route through Washington was redesignated as FM 912) and the eventual transferral of the section between Brenham and Navasota back to State Highway 105 on February 28, 1973. On April 18, 1985, SH 90 was rerouted over Spur 174 to US 75, with the old route north to SH 21/US 190 becoming part of Spur 174.
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Later, on December 1 of the same year, similar reroutings through Tulsa and Broken Arrow were approved by the Oklahoma Department of Highways. The routing of US-64 was modified further on July 6, 1965, through the city of Enid. The routing of US-64 Bypass, which was designated two years earlier, was replaced by that of US-64 itself, and what used to be US-64 became part of a new business loop (US-64 Bus.) through the city. The Oklahoma Department of Highways approved a rerouting of the designation onto a freeway south of Muskogee on October 3, 1966, and a relocation slightly to the north between Jamesville and Muskogee on July 10, 1967.
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In 1976, several reroutings and renumbering took place in the Muskoka area. As a result, the portion of Highway 69 between Brechin and Foot's Bay was renumbered as Highway 169, while the entirety of Highway 103 between Coldwater and Foot's Bay was renumbered as Highway 69\. Until the 1980s, the highway extended through Sudbury to Capreol, but was then truncated at a junction with Highway 17's route through Sudbury along what is now Municipal Road 55; this portion was subsequently truncated again in 1995 upon the completion of the Southwest and Southeast Bypasses, onto which Highway 17 was rerouted. Throughout the 1990s and 2000s, Highway 400 was gradually pushed north to its current terminus by twinning Highway 69, gradually truncating Highway 69's length.
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The route has remained mostly unchanged from its original routing, except to expand lanes or straighten and widen some narrow sections. The most notable reroutings from the original corridor are: 1) the section from Moyie Springs, Idaho to just inside the Montana border, which once ran much further north, as seen on the 1937 map of the area (Old US 2 N. intersects today's US 2 about east of the state line); 2) passing north of Kila; 3) a route swap with S-206 between Evergreen and Columbia Falls in 1983 (as seen in the 1985 state map); 4) widening the highway to three or four lanes between Hungry Horse and West Glacier in 1987 (as seen on page 35 of the 2013 road log); and 5) construction of a more direct route between East Glacier and Browning over the Two Medicine River (which eliminated the concurrency with US 89 between Kiowa and Browning). All these former segments are still in use today. The former section from East Glacier to Kiowa is MT 49.
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