Two thoughts from Baltimore:
- The Baltimore light rail branches into routes individually running every 30 minutes, which is also the frequency of Maryland's commuter rail lines at peak times.
- Baltimore's LRVs carry more passengers in four-car sets than the commuter rail trains carry in...
They don't; what I wonder about is whether other authorities responsible for assessing the roadworthiness of vehicles would have a problem with FRA-compliant equipment.
Tram-Trains are a German concept that run as streetcars or light rail at times, and on standard railroad tracks at others, that is being considered in quite a few European cities. They are largely used to permit commuter rail to penetrate the centres of cities. An informative post about the...
I am about to finish a two-month trip in the US, and I want to stalk out some of MARC's ex-Metra gallery cars before I leave.
So, does anyone know what morning train(s) on the MARC Brunswick line the gallery cars are used on?
...so feel free to point me to the right place rather than having a new discussion; I couldn't find it through a search.
I am contemplating whether to take a long way round on the way from Indianapolis to Detroit, via Chicago rather than greyhounds via Dayton, OH, so as to have time in Chicago...
My last encounter with an ex-metroliner business class car was, funnily enough, one placed as the front car of the Adirondack consist, acting as coach class. In that context, I greatly appreciated the comfort and legroom... :)
The implicit assumption in that principle is that you're considering a route on which rail demand already exists, but at a low frequency, or a place where a significant bus and air market already exists, on the basis that you wouldn't even be thinking about putting trains anywhere else.
So that's how they do coach fares on the Crescent now?
It's encouraging that the old principle still seems to stand - put on a train at a place or time there was no train before, and generally people will start using that train.