Amtrak regs, for sure. They have a lot of above-and-beyonds you have to live by in order to get permission from the NEC dispatcher to run on the Corridor. Used to be compliance with their PTC system was the main limiting factor because not all T equipment had the right signal units for the job, but now that they're on the home stretch installing that very same system on all their lines and rolling stock that's no longer a factor. I couldn't even guess what other minutiae they might've gotten dinged for; Amtrak holds their Corridor roommates to reams of very tiny fine-print over all kinds of stuff.A last minute equipment swap at South Station between the Providence and Worcester Lines, combined with serious crowding on the Providence, caused some frustration among riders tonight. (As I’m sure did the fact that we didn’t let anyone onboard at Ruggles!)
The rumor was that the original Providence set failed some mechancial check that is necessary for the Northeast Corridor, but not for the B&A — hence the switch.
I’m not sure I can think of anything that would fit that criteria — or the reverse, for that matter. Any ideas?
Ah, makes sense. I'm a little surprised that the T hasn't started pinning delays from those equipment swaps on Amtrak; delay alerts over the last few months have gone to some trouble to explain that delays due to holds for Amtrak are because "Amtrak dispatches the Providence Line and gives priority to its trains." Not exact quote -- it's usually a bit more diplomatic, but there's a clear passing of the buck.Amtrak regs, for sure. They have a lot of above-and-beyonds you have to live by in order to get permission from the NEC dispatcher to run on the Corridor. Used to be compliance with their PTC system was the main limiting factor because not all T equipment had the right signal units for the job, but now that they're on the home stretch installing that very same system on all their lines and rolling stock that's no longer a factor. I couldn't even guess what other minutiae they might've gotten dinged for; Amtrak holds their Corridor roommates to reams of very tiny fine-print over all kinds of stuff.
That would line up with the overnight PTC test trains. According to the MBTA website: https://mbta.com/projects/commuter-rail-positive-train-control-ptc/update/ptc-weekly-activitiesAlso, in the past month or so I've spotted a number of late night trains passing thru Rozzie heading towards needham, sometimes 12:30ish AM and 1:30ish. Is Keolis just moving trains to Needham to have stock for the morning?
|Commuter Rail Line||Needham||Ongoing PTC Activities||Day and night operations. Overnight test trains Sunday – Thursday.|
It's to be a gauntlet, but that's signal dept.'s task to do because of the required interlocking work so the construction schedule is probably well-detached from all else with the station reno. Design only has to deal with it in terms of reserving the clearance envelope (i.e. no center fencing between tracks).The 15% design report said that a gauntlet track was possible. I haven't heard anything about it since then; it may be that they've decided that running 5mph past the platform is doable. That same report said that the interlocking north of the station (a remain of the old Woburn Branch) might be moved south of the station.
Pan Am very rarely has any Plate F cars on its freight manifests to Somerville, so the relative rarity of such moves is why they'd be choosing hand-throw. Most of the high-and-wide cars that trawl the Lowell Line are 60-ft. boxcars dropped off every night at the busy Tighe Warehouse on Montvale Ave. just north of Winch Ctr. I think Boston Paperboard in the Innerbelt is the only actual high-and-wide customer in town, and they only get spotted big boxcars a couple times a year. So right now they don't even need to flip the retractable edge on the Wedgemere mini-high all that often, which requires comparable number of personnel movements. The gauntlet's necessity is mainly so Pan Am has ops flexibility to play catch-up on late schedules by dragging some high-and-wide empties from Tighe's yard down into Somerville then lash up with whatever they parked overnight in Somerville so they can scramble back out with cleared backlog on one single northbound train. They're always parking stuff from Everett and Peabody overnight in Somerville when they run out of crew hours, so while not an everday occurrence they do somewhat often need to scramble from out of town to flush out a previous-day's car backlog. That plus contractual obligations to always keep the Lowell Line clear for high-and-wides, future large-dimension growth considerations if Massport reactivates the Mystic Wharf Branch to Moran Terminal, and eventual likelihood of Everett Terminal getting cleared for high-and-wides since the current "Plate E"-restricted Cambridge St./Maffa Way/Mystic Ave. overpasses in Sullivan Square only miss by inches (and would be cheap/easy to undercut if MassDOT found a related bridge project to tack the cost onto).The report says that a gauntlet track will be hand-thrown. If they go to full-high platforms on the entire line as part of Regional Urban Rail, they'll have to have them at every station, right? In which case it would make more sense to have them controlled by the dispatcher, so the train doesn't have to stop four times at every station to set the switches.
Commuter rail ridership on a new service from Gillette Stadium has been less than expected in its first seven weeks of operation, but officials say the pilot program needs more time.
A spokeswoman for the state Department of Transportation said Thursday that an average of 70 people per day are using the station outside the stadium.
There are 10 round trips between Foxboro and Boston each weekday.
A report issued before the service began Oct. 21 estimated ridership would be about 210 people per day.
“Foxboro Station customer counts for the month of November show an approximate weekday average of 70 boardings and 70 alightings,” spokeswoman Lisa Battiston said. “Given that the Foxboro pilot service is less than two months old, it’s too early to determine if or when the pilot would be made permanent, though staff continues to closely monitor the pilot’s progress,” she said.
The Kraft Group, which owns the stadium and the New England Patriots, had long advocated for the train to its property and is subsidizing a portion of the operating costs. A report for the state estimated the operation costs would be $1.68 million a year.
Dooley said infrastructure improvements cost between $40 million and $50 million, but the MBTA said a full "build up" to a permanent service would cost less than $40 million in improvements.
The MBTA got it for free that's why. It's a free perk they pay nothing for. https://blog.mass.gov/transportation/mbta/mbta-new-wifi-system-announced/What is the point of offering Wi-Fi? It’s not slow, it just actually doesn’t work 99% of the time. I’ve only written the Needham line so I can’t speak for any others… Is the quality better? It’s just yet another really fucking frustrating thing. If you’re going to offer a service, make sure it works. I would rather not have it at all.
Insanely old news they announced this over 9 months ago and included those exact renderings in their announcement, it has already been discussed at length on here.Jesus Christ.................
The goal is to boost fare collection at rail hubs — where about 90 percent of all commuter trips start or end — by ensuring riders have paid before boarding trains.www.bostonglobe.com