Uday Schultz
@a320lga.bsky.social
would have been interesting if they fixed this with the outer-suburban rapid transit expansions they once contemplated
December 1, 2025 at 4:43 AM
would have been interesting if they fixed this with the outer-suburban rapid transit expansions they once contemplated
remnant of this, which was a LRT maximalism plot point in the eternal streetcar vs subway debates
en.wikipedia.org/wiki/Transit...
en.wikipedia.org/wiki/Transit...
Transit City - Wikipedia
en.wikipedia.org
December 1, 2025 at 4:40 AM
remnant of this, which was a LRT maximalism plot point in the eternal streetcar vs subway debates
en.wikipedia.org/wiki/Transit...
en.wikipedia.org/wiki/Transit...
Yep! Though they were really more passenger transit services that happened to be FRA.
Ashmont in Boston was another early case, of course
Ashmont in Boston was another early case, of course
December 1, 2025 at 12:07 AM
Yep! Though they were really more passenger transit services that happened to be FRA.
Ashmont in Boston was another early case, of course
Ashmont in Boston was another early case, of course
SRT actually represents a remnant of a plan to do exactly that. It was actually the testbed for LIM tech in advance of the much larger GO-Urban network, which of course was never built.
November 30, 2025 at 11:33 PM
SRT actually represents a remnant of a plan to do exactly that. It was actually the testbed for LIM tech in advance of the much larger GO-Urban network, which of course was never built.
Barrie and Stouffville would have been more of a lift, but most of the other corridors have more than sufficient space for 2 tracks of ALM + 1-3 tracks of mainline. Could have been done, though I do think RER was the right choice for the region
November 30, 2025 at 10:41 PM
Barrie and Stouffville would have been more of a lift, but most of the other corridors have more than sufficient space for 2 tracks of ALM + 1-3 tracks of mainline. Could have been done, though I do think RER was the right choice for the region
Yeah, I'd say RR probably wins on any of the following conditions:
- Relatively good existing RR infra (e.g. Philly)
- Sufficient grade crossing and/or freight customer density that grade separation becomes too much $$$ (e.g. Metra RI)
- Synergies with intercity rail projects (e.g. VRE)
- Relatively good existing RR infra (e.g. Philly)
- Sufficient grade crossing and/or freight customer density that grade separation becomes too much $$$ (e.g. Metra RI)
- Synergies with intercity rail projects (e.g. VRE)
November 30, 2025 at 10:02 PM
Yeah, I'd say RR probably wins on any of the following conditions:
- Relatively good existing RR infra (e.g. Philly)
- Sufficient grade crossing and/or freight customer density that grade separation becomes too much $$$ (e.g. Metra RI)
- Synergies with intercity rail projects (e.g. VRE)
- Relatively good existing RR infra (e.g. Philly)
- Sufficient grade crossing and/or freight customer density that grade separation becomes too much $$$ (e.g. Metra RI)
- Synergies with intercity rail projects (e.g. VRE)
Yes--you'll find that a desire to escape railroad operating cost structures and financial health issues was a fairly explicit element of their logic
November 30, 2025 at 9:30 PM
Yes--you'll find that a desire to escape railroad operating cost structures and financial health issues was a fairly explicit element of their logic
100%. And I do think the mode part matters, too -- many rail-to-transit conversions have had a similar effect!
November 30, 2025 at 9:27 PM
100%. And I do think the mode part matters, too -- many rail-to-transit conversions have had a similar effect!
I'm a real believer in regional rail, but I've gotta say that the "ALM on existing ROWs" approach does seem have some real potential upsides, especially in cities whose RR networks would require major capital $$ before they'd be functional as high(er)-fqcy regional rail corrdiors anyway.
November 30, 2025 at 9:24 PM
I'm a real believer in regional rail, but I've gotta say that the "ALM on existing ROWs" approach does seem have some real potential upsides, especially in cities whose RR networks would require major capital $$ before they'd be functional as high(er)-fqcy regional rail corrdiors anyway.
For better or for worse, REM pulled off a very successful bit of cultural/regulatory arbitrage. They've essentially created a regional rail network at reasonable capital/operating costs by...making it "transit-y" rather than "RER-y." Contrast with GO's efforts is striking.
November 30, 2025 at 9:23 PM
For better or for worse, REM pulled off a very successful bit of cultural/regulatory arbitrage. They've essentially created a regional rail network at reasonable capital/operating costs by...making it "transit-y" rather than "RER-y." Contrast with GO's efforts is striking.
They’re only doing the night improvement on Fridays IINM. Really hope they roll a new crossover into the uptown civil project tho, the 40 min service hurts.
November 30, 2025 at 5:14 PM
They’re only doing the night improvement on Fridays IINM. Really hope they roll a new crossover into the uptown civil project tho, the 40 min service hurts.
This, of course, is the other problem. Maintaining these service levels in the long run probably means a significant improvement in productivity per track outage, lest we lose all this progress next time PATH needs to do capital maintenance.
bsky.app/profile/ndha...
bsky.app/profile/ndha...
Took three years too long for the PA to return to something approaching pre-pandemic service levels for entirely inexplicable reasons.
A few weeks ago, PATH announced a series of service expansions that will finally reverse this trend. Though paired with a rather steep fare increase, these changes will finally put weekend PATH service levels above where they were 25 years ago. Huge congrats to all the advicates who made this happen
November 30, 2025 at 5:08 PM
This, of course, is the other problem. Maintaining these service levels in the long run probably means a significant improvement in productivity per track outage, lest we lose all this progress next time PATH needs to do capital maintenance.
bsky.app/profile/ndha...
bsky.app/profile/ndha...
Here's to hoping that the new admin can see beyond the (critical) bigger-ticket items like Gateway and make NJT into the real backbone service for North Jersey travel.
(PATH/NJT fare integration would be nice, as well)
(PATH/NJT fare integration would be nice, as well)
November 30, 2025 at 3:37 PM
Here's to hoping that the new admin can see beyond the (critical) bigger-ticket items like Gateway and make NJT into the real backbone service for North Jersey travel.
(PATH/NJT fare integration would be nice, as well)
(PATH/NJT fare integration would be nice, as well)
This, of course, constitutes major progress for urban North Jersey--but there is still more work to do!
- HBLR service levels during off-peak hours are below 2006
- Regional rail service to Paterson/Hackensack/Plainfield runs well below potential
- Bus network complexity remains a source of friction
- HBLR service levels during off-peak hours are below 2006
- Regional rail service to Paterson/Hackensack/Plainfield runs well below potential
- Bus network complexity remains a source of friction
November 30, 2025 at 3:35 PM
This, of course, constitutes major progress for urban North Jersey--but there is still more work to do!
- HBLR service levels during off-peak hours are below 2006
- Regional rail service to Paterson/Hackensack/Plainfield runs well below potential
- Bus network complexity remains a source of friction
- HBLR service levels during off-peak hours are below 2006
- Regional rail service to Paterson/Hackensack/Plainfield runs well below potential
- Bus network complexity remains a source of friction
Link to the PANYNJ press release for those interested: www.panynj.gov/port-authori...
EVERY LINE, EVERY DAY: PORT AUTHORITY PROPOSES MAJOR SERVICE INCREASES ACROSS PATH SYSTEM FOLLOWING CONCLUSION OF THE PATH FORWARD REHABILITATION PROGRAM IN 2026
www.panynj.gov
November 30, 2025 at 3:28 PM
Link to the PANYNJ press release for those interested: www.panynj.gov/port-authori...
But if I'm being honest, trying to rustle up some additional "normal" freight rail recievers in the Chelsea/Somerville zone would prob be easier than doing that. If you can do so, you just run the existing local daily, and this (*maybe*) becomes another task for it.
October 9, 2025 at 2:53 AM
But if I'm being honest, trying to rustle up some additional "normal" freight rail recievers in the Chelsea/Somerville zone would prob be easier than doing that. If you can do so, you just run the existing local daily, and this (*maybe*) becomes another task for it.
10 truckloads ~ 3 carloads, so you'd probably need another several customers before CSX would be willing to run a dedicated train. Presuming you found that and you could get T to play ball so it can do the run + switching within a single crew, then maybe it'd work
October 9, 2025 at 2:51 AM
10 truckloads ~ 3 carloads, so you'd probably need another several customers before CSX would be willing to run a dedicated train. Presuming you found that and you could get T to play ball so it can do the run + switching within a single crew, then maybe it'd work
we need to put the "value" back in "value engineering"
October 9, 2025 at 2:49 AM
we need to put the "value" back in "value engineering"
That said, it's exactly the kind of fun experiment that we *ought* to try out--we've got little in the way of good models for rail traffic development in this country. Unsure whether CSX would play ball, but if somebody could find a few reefers and spur money...
October 9, 2025 at 2:45 AM
That said, it's exactly the kind of fun experiment that we *ought* to try out--we've got little in the way of good models for rail traffic development in this country. Unsure whether CSX would play ball, but if somebody could find a few reefers and spur money...
Generally speaking, this kind of ultra-short-haul freight is sensitive to ops design (fewer switching moves = better), car cycle times, consistency, and of course volume. Given that there isn't a daily freight to Boston anymore, it may be a bit of an uphill climb...
October 9, 2025 at 2:43 AM
Generally speaking, this kind of ultra-short-haul freight is sensitive to ops design (fewer switching moves = better), car cycle times, consistency, and of course volume. Given that there isn't a daily freight to Boston anymore, it may be a bit of an uphill climb...
This is a fun one. Reminds me a lot of the Monoprix experiment in Paris www.researchgate.net/figure/Conce...
Figure 4 : Concept of supply chain used by Monoprix in France
Download scientific diagram | Concept of supply chain used by Monoprix in France from publication: The Use of Rail Transport as Part of the Supply Chain in an Urban Logistics Context | Rails, Logisti...
www.researchgate.net
October 9, 2025 at 2:40 AM
This is a fun one. Reminds me a lot of the Monoprix experiment in Paris www.researchgate.net/figure/Conce...
Some of which is a problem orientation issue, some of which is a mandate issue, and some of which is a predictable consequence of letting railroads scream “reporting burden” way too much
October 9, 2025 at 1:53 AM
Some of which is a problem orientation issue, some of which is a mandate issue, and some of which is a predictable consequence of letting railroads scream “reporting burden” way too much
Yes, and I’d specifically single out operational knowledge of the network as being a key difference. The 2010s-20s FRA would never commission the breadth and depth of research into rail operations *drivers* as the 1970s did
October 9, 2025 at 1:52 AM
Yes, and I’d specifically single out operational knowledge of the network as being a key difference. The 2010s-20s FRA would never commission the breadth and depth of research into rail operations *drivers* as the 1970s did