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| Re: PHOTOS: MBTA MPXpress Locomotive #010 In Delivery (1024597) | |||
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Re: PHOTOS: MBTA MPXpress Locomotive #010 In Delivery |
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Posted by AEM-7AC #901 on Wed Jan 12 01:49:06 2011, in response to Re: PHOTOS: MBTA MPXpress Locomotive #010 In Delivery, posted by aem7ac on Wed Jan 12 01:24:51 2011. Since when was South Station Boston a out-of-the-way place?If your employer is in Back Bay, it kinda is if you're coming from the Old Colony. This is true in Boston, New York (Penn and GCT), Philadelphia, Washington D.C., Chicago, and San Francisco. North Station is a bit of a bear to deal with in Boston, Hoboken, Flatbush, and even Penn aren't ideal, Ogilvie and Union Station are on the wrong side of the Chicago River, and the Caltrain terminal is a perpetual walk to the core. I'd like you to plot a speed profile for one typical line on the MBTA network Aren't those all slow diesel locomotives hauling heavy cars? I'd be amazed that they didn't take forever to accelerate to maximum speed. This influenced the decision to design the Networkers for a 75 mph MAS That actually isn't too different compared to the design MAS for the S-Bahn and RER units. They're not 125 mph monsters, but units designed for 75 to 80 mph. They simply don't have the shitty acceleration of a F40 and a few cars or even an ALP-46 with 8 cars. The demand density outside Route 128 tapers off pretty quickly. I'd argue that the headways blowing chunks may play a role here. Regardless, I'd want Rt 128 to be the end point of "intense" service with less frequent, but more frequent than now service for the outlying service. Mind you, I think we've had this conversation about "ideal" service levels and my policy-wonkish reasoning behind it in the real world. |
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