#north south commuter rail

[jmlistings]

North-South Commuter Railway Updates

You definitely should see this 😍 Just picture yourself traveling north on the NSCR train, with the breathtaking view of Mt. Arayat 😃 📍 North-South Commuter Railway (North Bound)Meycauayan and Marilao Station Dotr #PNR #Dmci #NSCRProject #Meycauayan #MarilaoBulacan #Marilao #Bocaue #MtArayat #Pampanga credits to: Ken Jover

[deadpanwalking]

Sounds like you need to take your own advice and learn to fuckjng drive bitch

I do see both the wisdom in your advice and the good intentions with which you dispensed it, but when I said I literally cannot fucking drive, I wasn't being figurative in the sense of being a Gay Who Can't Drive, I was being literal, in the sense of only being gay incidentally, but having a plot-relevant neuroanatomical condition which precludes driving safely.

[trainsgenderfoxgirl2816]

Trains? >:3

TRAINS :D

[fhistle]

when i start to feel hopeless i start naming the train lines they're building in manila just so I have smth to hope gfor

[musicrunsthroughmysoul]

Me at a still-north-of-Seattle transit center, looking around and noticing a whole new fucking light link rail behind the transit center with trains coming and going on it: WAIT. THAT'S A THING NOW???? ARE THEY DONE????? CAN I USE THAT YET???????????? PLEASE...

Turned out...no, they will not be in operation until halfway through September. So I guess they're just testing the new rail and the trains. But, SIGH, it would make my travel plans so much faster and easier...

[trainsgenderfoxgirl2816]

These are DC power right?

1500 Volts DC just like the South Shore Railroad rather than the 12,000 Volts AC used elsewhere

This one is the Old South Shore Railroad in Indiana and is an Essential service for getting commuters into Chicago

However these lower one each use a different electrical system some use the 12,000 Volts AC but others use 750 Volt third rail or 3000 Volts DC used by the Lackawanna Railroad

And also the AC lines use a mixture of 60 and 25 Hertz traction systems

And of the course the M2/M4/M6 and M8 are multi voltage and can switch between multiple different electrical systems

2023.5.30~12.15 東京 埼玉　西武新宿線 西武拝島線

西武新2000系 本川越・拝島側の小窓

西向きか北向きなので曇り・雨の日か、逆光が多い

[transit-fag]

Hello Amtrak! As a car owner and user, my usage of the trains in MA and RI is very limited, but friend and I opted for taking the commuter rail from the Mansfield station down to Providence for Pride last Saturday to avoid traffic. This was a great experience except for when we tried to go home at 7:00 and accidentally boarded the Amtrak (Had no idea y’all shared the station with the commuter rail so we just thought this was the 6:58 prov/Stoughton line) Once boarded and a lovely gentleman came to scan our tickets, he pointed out we were on the wrong train (thank you kind sir!) He continues walking down the line and we stand up to exit the train. However, this is where my thrilling tale gets interesting! The door to exit the train car is closed and locked, so we turn to look back for help. The gentleman then shouts to us that we are not listening and to sit back down? Very confused and now embarrassed for being called out in front of all these nice people we sit back down. Reminder that we’re just trying to get from Providence to Mansfield and the Mansfield station is not on the Amtrak map. My phone is at 4% because I’m a garbage poor person who can’t buy a new iPhone and i am frantically trying to figure out where this train is actually headed as we are now being held hostage on it. Thankfully we’re heading north, but the next stop won’t be until Westwood! (This is many miles past Mansfield) The previously mentioned gentleman is nowhere to be seen and we can’t find another employee to unlock the door and let us out. We watch the actual commuter rail train pull into the station and leave without us as we are LOCKED INSIDE THE AMTRAK????? Train pulls out and we’re off. Fast forward to Westwood, we’re allowed off and then got to wait another 45 minutes at that station until the next train south arrives. Overall very mixed reviews as your train did have Wi-Fi so i was able to figure out where we were headed without my phone dying and leaving us truly stranded and was also very comfy. Unfortunately the kidnapping and holding two innocent queers hostage inside the train car was a little bit of a downer. Hilarious situation in hindsight though so 9/10 stars

This was a journey just to read

[railwayhistorical]

Along the Hudson River This is simply a wonderful spot on the face of the earth—we’re north of Cold Spring, New York, along the Hudson River, at Breakneck Ridge. Metro North still stops here, mainly for the benefit of hikers who want to explore the rugged landscape in this area (known as the Hudson Highlands). The “station” stop is just south of where the first photograph was taken with a few trains making stops each way, each day on the weekend. The land mass visible behind the southbound train in the first image is called Pollepel Island, and the structure thereon is called Bannerman Castle. The second photograph was taken the same afternoon at the same location—but looking south. It shows a Metro North commuter train headed north, most likely headed for Poughkeepsie. Also visible in the image, across the river, is the dramatic and massive form of Storm King Mountain. The model of locomotive, seen in both photographs, is interesting as well—the EMD FL9 was a unit designed specifically to be used for New York’s Grand Central Terminal—the destination for these trains at the time. [I believe all Amtrak trains traveling the water-level route currently end up at Penn Station now.] This unique engine is diesel-electric but also has a pick-up “shoe” for the electrified third-rail. This way the diesel prime-mover could be shut off or at least idled when in the tunnels under Madison Avenue and in the bowels of the massive terminal itself. Two images by Richard Koenig; taken in August of 1988.

[mbta-unofficial]

ok wait i am fully sold on the north station/south station connection through cambridge and i've lived in boston most of my life and have had no idea what that bridge over the charles is for...so does it connect up to the commuter rail tracks like under I-90?

It’s an old freight rail line but the right of way is intact and connects the yard at boston landing to the yard at Community College. I’d have to talk with people more knowledgeable about the property situation there to see how the land is owned but going south to north nonstop through boston would be easiest if it were refurbished.

The problem is money. Where are people going that a nonstop route through boston is so valuable? the answer is kinda just maine: Even canada is more accessible through New York because there are less mountains in the way and if it’s truly non-stop it doesn’t matter where you travel through. Conversely, if it isn’t non-stop, taking the orange line to the red line isn’t that big a deal in the grand scheme of things. Sure it’d be faster but only by 30-40minutes.

In the short term, the most valuable thing that could be done with it is non-revenue moves, where equipment and cars and such can be shuffled around more efficiently. Currently the north south connection that exists for non-revenue moves is (I think) in waltham, and a closer connection would increase speed quite a bit. However, non-revenue moves aren’t particularly good in the first place, even if they are necessary at some level, so building out infrastructure to make them easier isn’t always a winning proposition.

It’s unlikely we see any major developments here. The best thing that could happen would honestly be a circle line routed across that bridge, but no such plan exists right now. Something happening there is much more likely than a north-south connection though, which has all the same problems and is in a harder to build location.

[sourcreammachine]

this is fucking deranged

this is baso one train interchange why does it look like this

[ID: extract from National Rail's supplement to the london tube map, with commuter rail lines as well as the tube. this extract shows that map's depiction of the king's cross st pancras and euston area, large rail interchanges extremely close to each other that together become the busiest heavy rail terminus in the uk. both euston and KCSP, and the nearby farringdon, are depicted as an 'internal interchange', which means there are platforms connected by tunnels, as opposed to a regular interchange with multiple entrances on the surface. internals are depicted as circles connected solid bars, while externals are simply one circle. euston and farringdon have two connected circles, while KCSP has six. euston is also connected via a dashed line to ‘euston square’, indicating the two stations are less than ten minutes apart and foot traffic is encouraged (‘square’ is actually literally just outside the entrance of euston). the western lobe of euston is depicted as the terminus of the Lioness Line (orange) and the northwestern railway (lime with bars), which emerge from the station going northwest, depicted as being attached to each other. passing through this lobe is the western branch of the Northern Line (black). the eastern lobe of euston depicts the other branch of the Northern Line, coming from the north but turning east at euston to travel to KCSP, intersecting with the Victoria Line (azure), coming from the southeast before also turning east at euston to run parallel to the Northern Line towards KCSP, though with a gap between the two. no rail termini emerge from the western lobe of euston. the next stop on the western branch of the Northern Line after (western) euston is warren street, which also is the next stop for the Victoria Line after eastern euston, creating a right-angle triangle with the Victoria, western Northern, and the euston internal interchange. to western euston’s southwest via the ten-minute walk dashed line is euston square, which is an interchange for three tube lines, the Hammersmith City (salmon), the Circle (yellow), and the Metropolitan (dark magenta) all of which run next to each other horizontally. the three lines cross the northern-victoria-euston triangle without stopping at euston itself, towards KCSP.

KCSP is an intimidating Y shape of six lobes - three in a vertical line, then two emerging on the northwest spoke and one on the northeast. despite the name of this underground station, drawn as the internal interchange, being ‘king’s cross st pancras’, the giant Y is actually not labelled this at all - the western fork hovers near the label ‘st pancras international’ while the eastern hovers near ‘king’s cross’, and the southern fork remains unlabelled. the southernmost lobe of KCSP is for the glued-together Hammersmith, Circle and Metropolitan from euston square (not euston proper), after which the lines turn southeast to farringdon. this lobe also is for the Piccadilly line (navy), which comes from the northeast before turning south - the only Piccadilly stop in the KCSP-euston area. the middle of the three vertical lobes is for the Northern, travelling east from euston - and nothing else. the northernmost of the vertical lobes is for the Victoria - and absolutely nothing else. the Victoria crosses the Northern at euston whilst travelling diagonally, but then deliberately creates itself a gap before turning horizontal, to reach a separate lobe from the Northern due to KCSP being an internal interchange. both the Northern and Victoria politely duck under the Piccadilly after KCSP. from the Victoria lobe emerges the two spokes for king’s cross and st pancras international. King’s Cross is the terminus of the Great Northern (golden-brown, bars) and a branch of the Thameslink (maroon, bars), both heading north but separated by a tiny gap from each other. the first of the two lobes for SPI is the terminus for HS1 (blue, bars of yellow), which is absolutely not a commuter line - it goes to bloody Paris. this lobe is also bisected by a different branch of the Thameslink, going vertically, after which it sails over the Victoria, Northern and the triple glued-together lines, immediately after which it turns southeast, over the Piccadilly to farringdon. HS1 and this Thameslink out of SPI are once again separated by a tiny gap. the western lobe of SPI is the terminus of the EMR (cyan, bars), which emerges due north. the gap between the EMR and Thameslink is almost imperceptibly larger than the gap between Thameslink and HS1. after the lowest lobe of KCSP with which they intersect the Piccadilly, the triple lines (Hammer., Circle, Metro.) turn southeast to the northeasternmost of farringdon’s two lobes, with which they intersect nothing. this lobe is connected via an internal interchange to another, which is where it intersects the Thameslink coming from SPI, but also the Elizabeth Line (violet)/end ID]

[dailyanarchistposts]

Motorisation In The UK

In Britain, the road lobby is represented by the British Road Federation, founded in the 1930s to “combat the sinister and distorted propaganda of the railways to enslave British Industry”. It is a coalition of car makers such as Ford, motor organisations such as the AA and RAC, road builders, oil companies, lorry operators (e.g. the Freight Transport Association) and big business. They all believe economic growth and profit depends on having an efficient road network, a belief shared by government through the Department of Transport. It was a Labour government that started the demolition of the railway system. Some 46% of the track was torn up and much of the rest run down. The Tory Government of the 1990s continued the work. The road lobby was in the vanguard of rail privatisation, an asset-stripping bonanza to dwarf that of the buses. The strategy of the road lobby is to continually up their demands. If the road is a single lane, dual it. If dual lane already, give it three lanes or four. If somewhere doesn’t have a by-pass, give it one. If there is one to the south, give it one to the north. If it has an orbital road build another, and so on. Additionally, no road can be built without grabbing huge acreages of land alongside for “infrastructure”: hypermarkets, industrial estates, commuter housing and so on. This in turn creates loads more traffic, requiring the road built a few years ago to be expanded; and so the cycle of ‘development’ goes on.

[wongmsrailgallery]

Thursday 14 November 2024 - N453 leads retired and debranded carriage set SH31 through Newmarket bound for Seymour. Plus 92 more new photos in the V/Line - H set retirement, Commercialising commuters, Railway advertising and promotions, Southern Shorthaul Railroad Bendigo transfers, Pacific National broad gauge in Melbourne, Kinetic Melbourne, Transit Systems Victoria, Metro Tunnel portal works at South Kensington, Special trains to Flemington Racecourse and Melbourne Showgrounds , V/Line around Melbourne, Yarra Trams - Melbourne's north-western suburbs, Metro Trains Melbourne - Northern group, Track, rail and sleepers, V/Line at Southern Cross Station, Failing infrastructure at Southern Cross Station, Melbourne tram interiors, Southern Cross Station, Melbourne electric multiple unit interiors, Melbourne Airport Rail, Metro Trains Melbourne trackwork, Melbourne suburban bits and pieces and Failing rail infrastructure of Melbourne albums https://railgallery.wongm.com/page/archive/2024-11-14/

[0x4468c7a6a728]

Northeast corridor, what do you know of it either way I will tell you

The Northeast corridor is the longest electrified mainline in the western hemisphere it stretches from Washington DC to Boston the line is 457 miles long (735 kilometers) and is the busiest passenger rail corridor in north America it is Electrified with 3 different voltages 12kV 25Hz AC between DC union station and New Rochelle, 12.5kV 60Hz between New Rochelle and New Haven, and 25kV 60Hz between New haven and Boston South Station

These different sections all have different ownership and where Electrified at different points the New Rochelle to New Haven section is the oldest and was Electrified in 1910 by the New York New Haven & Hartford Railroad originally at 11kV 25Hz AC (however the voltage was boosted and was increased to grid frequency in the 1970s)

the line between DC union and New Rochelle was all owned by the Pennsylvania Railroad and was Electrified in Pieces starting 1912 with the Philadelphia to Paoli section and that Pennsy owned trackage was fully Electrified by 1934

However after the collapse of the Frankenstein Penn Central (the Merger of the Pennsylvania Railroad with the New Haven and New York Central Railroad's) the line was taken over by state run passenger agencies like NJ Transit, and the two new federally owned railroad's Amtrak and Conrail

Conrail ran freight on the NEC using the E33 and E44 electric Locomotives until 1981 and Amtrak took over the Northeast Regional and commuter trains were taken over by SEPTA, NJ Transit, Metro North, The Long Island Railroad, CTrail, MARC, and MBTA

That has been an infodump about The Northeast corridor

i love the northeast corridor so i did know most of this but i appreciate train

[trainsgenderfoxgirl2816]

:3

transgender blast

:3

[aryburn-trains]

In 2001 GO Transit borrowed (leased) equipment from Miami area's Florida Tri-Rail and Vancouver's West Coast Express. A train of this leased equipment was photographed the week after "9-11" heading north along the west bank of the lower Don River. Vantage point was Eastern Avenue bridge. It had departed Union Station eastward a few minutes earlier and would make station stops terminating at Richmond Hill. Florida Tri-Rail was equipped with bi-level coaches in the same colour scheme as GO Transit except for Tri-Rail emblems. Potentially this made it easier to sell the coaches (to GO) if the South Florida commuter train service was not viable. However Tri-Rail's 480 Volt HEP (matching Amtrak, VIA, etc) is incompatible with GO's 575 Volt system.

September 17, 2001

[angleofmusings]

every time i think about how much the car-centric US infrastructure fails to actually benefit individual drivers i get a little bit more anti-US

we *have* public transit here, but like. if the commuter rail (already a decent walk, or a short drive but only if i’m going to be back within four hours) isn’t running at the time i’m trying to get somewhere. like. it’s 15 minutes to drive to the nearest T stop and then $9/day for parking, plus fares. otherwise to get into the city proper it’s 30–40 minutes of driving in awful traffic, upwards of $30 to park somewhere, and then if it’s for a specific event another 20–30 minutes just to get out of whatever parking garage i had to park in. and then i still have to drive home.

if i want to, say, go to gillette for an event, even taking the train requires going into the city first. driving directly to the stadium is an option but requires buying a parking pass and sitting in awful traffic and spending an hour getting out of the parking lot, or walking a mile to and from a friend’s house to the stadium (which, to be clear, only works if you know someone who lives nearby).

on a larger scale, if you want to go north-south between two places anywhere that’s west of chicago but east of california-oregon-washington, amtrak can’t really help you. you can fly (usually requires driving to the airport and getting an uber/lyft/taxi at your destination) or drive. I-15, 25, and 35 are basically the only north-south interstate highways in that region.

let’s say we’re traveling from helena, MT to albuquerque, NM. (two major cities i picked at random.) google maps doesn’t even offer any train routes. you can take I-15 for 8 hours down to northern utah and then drive 2 hours to I-70, head southeast for six and a half hours until you get to I-25 north of albuquerque, then continue south for 15 more minutes. in total, almost 17 hours of driving. just over 1000 miles, which is over 1600 km.

what if you’re in page, AZ (just south of the utah border) going to aberdeen, SD (about 34 miles / 55 km south of the north dakota border). the fastest route by car is over 20 hours, and requires you to make a big winding circle that takes over 3 hours and almost 150 miles / 240 km to even reach utah, and almost 3 hours more to reach I-70; in total 315 miles / 507 km. (from page AZ to I-70 in crescent junction UT is about 170 miles / 270 km as the crow flies.) and you’ve still got about 15 hours more driving to look forward to! you have to drive almost 5 hours on I-70 to denver, CO (yay, driving through a major city!!) and then 3 and a half hours on I-80 to reach the nebraska border, and 6 more hours after that using mostly state routes to reach aberdeen. total distance as the crow flies: 895 miles / 1440 km. total distance as the car travels: 1286 miles / 2070 km, over 1.4 times as far. and no, you can’t just take the train. and aberdeen is 75 miles from the nearest airport with any flights, and it’ll run you almost $700 per ticket in addition to any cars you have to rent or ride share app fees.

for an EU comparison: from guadalajara, spain (near madrid) to augsburg, germany (near munich) is around 17 hours by transit, or over 18 hours by car. and even that 18+ hours by car is significantly closer to a straight line. (going directly from madrid to munich is even more of a difference: 16 hours by transit, over 19 hours driving. or you can of course take a flight, which will take ~2.5 hours and cost a third as much per ticket as the US example.)

the reason this works is because europe has far less space. the cities are denser, so the infrastructure is denser, too. trains are great at dealing with lower density areas, so why doesn’t the US use them?