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Doesn't apply to state/DCR roads.

It's also tightly constrained by rock cliffs around the actual ramps of the trumpet interchange. The Pike mainline is blasted through a cut in that vicinity. I'm honestly at a loss to describe how this interchange can be significantly improved given all the constraints on every side. And the...

Put it this way...if we're going to be chasing overrated things, shouldn't we be aiming to make them only slightly overrated like Levy says? In that case, the 4-minute longer trip on the existing Eastern Route tracks + a 3000 ft. small slice of SL3 surface ROW + a 2500 ft. under-Creek &...

That's exactly what it says. Build gigantic wastelands of parking lots surrounded by stroads that must be stroads in order to adequately feed them, and you make it both utterly unpalatable to walk or bike to the station and sharply inhibit the kind of TOD density that can counteract the sprawl...

It's not going to connect to NSRL 100 feet below ground. Your junction is north of North Station where the tracks are mid-ascent on a maximally steep 3% grade. You're going to have to go back DOWN...on a curve...to get underneath Charlestown. Assuming it's even feasible to shiv in a junction...

Your route has even sharper curves. Deep underground, where NSRL is only going to average a 15-20 MPH crawl on the labyrinthine grades. How does this wash at all? It's going to be an extremely slow train. If you think minutes/seconds matter to a schedule, you'd never build it the way you've...

This is required viewing for anyone who thinks more Pn'R capacity should be the rule for Regional Rail buildouts. Uses the cautionary tale of GO Transit in Greater Toronto and the car-centric development practices that go on around their suburban stations. Finally, there's this: Parking...

Lowering the cost of parking by pornographically increasing the supply of spaces only serves to ENCOURAGE more suburban car sprawl, and encourage more cars to enter the city from the outside. It accomplishes the exact opposite of what you're expecting to happen. It's the "give someone a...

They're scrapping them one by one, it seems. The out-of-service ranks going into yesterday were 14 out of 94 cars (15%)...2 wrecks, 12 long-term out of service. And none of the long-term out-of-service cars were being repaired because there's no money allocated to buying the custom Breda...

It's also about electricity budget in EMU-land. An 8 car set made of 4 EMU married pairs on a packed rush hour run is going to be gobbling twice or more the watts than a 4-car set made of 2 EMU married pairs running on off-peak passenger loading. If they end up buying married-pair EMU's...

Not likely that long. The signal head got flattened and its associated signal box knocked off its moorings, with some signal feeder cables ripped down. If the overhead power is OK then they should be able to get it back open sometime tomorrow. A missing signal is not necessarily fatal to...

Dude...we've been talking about it for 2 pages on THIS thread. Focus. :rolleyes:

Switches on GLX, Central Subway, and the D are all controlled by the signal system. Coast vs. power throwing was only on the signal-less streetcar branches (and has largely given way to manual-throw).

It doesn't matter how new the tracks are. Type 8's gonna Type 8. In the 8-1/2 years it took to get the full Breda order accepted into service the T undertook a major track renewal works across the Green Line because of their maddening inability to stay on the tracks. It didn't matter. They...

That has nothing to do with getting the Acelas on the tracks. And the Alstom Aveilas have nothing to do with the Red/Orange order or CAF vs. CRRC.

"All it takes"? You realize that installing constant-tension catenary took something like 10 years at 9-figure cost with painfully precise rolling track outages to get rid of the bouncy wire across Metro North's New Haven Line. It's a major, major capital project the Acelas don't have the...

A Type 8 center truck splitting a switch...because of course.

The overnight layovers would also need to store the first trains that up-shift in length for the 7:00-9:00am rush, so it's more than just cramming the first hour's worth of :15 frequencies and nothing more. I don't think it's reasonable, though, that it'll only take 20 years to site 128-turning...

You still need a place to park trains overnight. A whole freaking lot of trains if we're in NSRL universe and the frequencies from start-of-day are cranked up to the moon. Central layover is going to be necessary because the Route 128 short-turns for the most part have very little room to add...

It's a loooong schedule. The NYNH&H took 2:05 for a Boston-Newport run in 1930. That's well beyond the comfort threshold for Commuter Rail travel. Fall River-Newport alone took 40 minutes, so project that on top of the 75-78 minutes that the Phase II FEIR projected and with fewer stops you're...