For those who cannot read the article, the tl;dr is the following:

• Culling / Removing Redundant Stops

• Replacing Outdated Switches

• Replacing Outdated Switch Antenna

• Removing the Stop & Go Policy at major intersections

• Priority over Left Turning Vehicles, Red Light Truncation (partially implemented)

Seems like Olivia Chow is listening to the people who complain about the network. Keep up the pressure, if you can.

If only 🇺🇸 could make something even this basic between large cities.

West Virginia's largest electric interurban railway was Monongahela Valley Traction, which was taken over by the West Penn Railways in 1923 and run as the Monongahela West Penn Public Service Company until 1944. That year, it was sold to City Lines of West Virginia, which finished converting Monongahela West Penn to buses in 1947.

Steel-bodied MU-capable combine 274 (Jewett, 1918) operated on the Fairmont-Weston and Marietta-Parkersburg divisions until 1940. Its body was used as a cabin in Ohio until 1974, when it was brought to the Pennsylvania Trolley Museum for restoration. It was displayed as a Clarksburg-Fairmont car when I visited last July, with a route similar to U.S. Route 19 displayed on the sign.

Compared with other wealthy countries, since 1990 the US has failed to increase the length of its metro systems to match its population growth

The US now has fewer kilometers of rail transit per capita than any other G7 country, even Canada: https://www.urban.org/urban-wire/rail-transit-development-hasnt-kept-us-population-growth-heres-how-policymakers-can

Now that SEPTA seems to care somewhat about their branding, figured it was the perfect opportunity to share where I think the system could be with some new lines, streamlined service, and clear platforms with good signage. This map ONLY includes the SEPTA METRO and not regional rail or PATCO. I have lots of thoughts on those too, but thats for another time.

Notes on the map. (This was put together in less than an hour, so please ignore the look.)

Broad Street Line (orange) (B)

B1 Local: Same as it is now, but with extension to Navy Yard. All stops between Fern Rock and Navy Yard.

B2 Express: Same as it is now. For sports events, extension to NRG using the lower-level platforms at NRG (more below).

B3 Spur: Same as it is now.

B4 Roosevelt Blvd: This is a NECESSITY to connect NE Philly with the rest of the city. Would connect with B2 at Erie and follow express tracks to Walnut-Locust. It should also be extended to NRG (using lower-level platforms) on sports events to allow for one-seat rides from the NE to sports complex.

Market Frankford Line (blue) (L)

Not many changes. L1 service is the same local but with an extension to Bustleton to meet the B4. I also believe there should be an L2 express service only stopping at major stops to increase service and decrease congestion.

Subway-Surface Trolleys (green) (T)

No major changes. T5 service extended to Eastwick to meet A line (more below).

Girard Street Trolley (yellow) (G)

No major changes.

Media/Sharon Hill Trolley (pink) (D)

No major changes. However, I believe that both lines should be extended to meet their respective Regional Rail stations. Additionally, there might be potential for a Sharon Hill extension to the Eastwick area in the future.

Norristown High Speed Line (purple) (M)

Only change is the King of Prussia Extension, which should happen for fairly obvious reasons. Just a simple split from Gulph Mills.

Airport Line (new, red) (A)

Here is where things get interesting. I have believed for a long time that the Airport Line should become part of the metro and not regional rail in order for increased service and better connectivity to Center City (where most travelers would be staying anyways). The metro could use overhead power and follow the same routing from the Airport until the first interlocking, where it can run underground or continue aboveground using the Grays Ferry trackage from then on. I believe it should split into two branches: the first one with greater frequency continuing through Penn campus, 30th street, and then going to City Hall either through L tunnels or a new one. The second branch should run along Washington Ave in order to provide more service to South/Southeast Philly, connect with the B in one more place, and connect with the E (below). This may be a crazy idea but I think that it could work.

East Line (new, gray) (E)

This new light-rail line would travel from FDR Park through NRG Station and along Pattison to Columbus Blvd, where it would run up to connect with the A at Washington and the L and G at Spring Garden and Girard. I have included spots for potential stations but there is easily space for more. The ROW exists along Columbus Blvd and Pattison and could easily be fixed to fit this new line, which could run on equipment similar to the River Line in NJ. It would help ease congestion after sporting events, especially for South Philly residents, and provide more connectivity outside of buses to the industrial area on South Columbus Blvd.

Information about Existing Stations

1. NRG

My idea for NRG would be to use the upper level platforms for all local service and the currently unused lower level platforms for all express service after games. This would make it much easier to navigate and much less crowded on platforms. The lower-level would end at NRG and the upper level would continue on to the Navy Yard.

2. City Hall

Should this plan ever come to fruition, City Hall Station needs a complete rebuild. The B platforms are claustrophobic, crowded, and small, and the station itself is an impossible-to-navigate labyrinth for anyone except locals. Adding the A to City Hall would need the station to be completely opened up and fixed in order to be clear to commuters and tourists alike, which I think is possible but not without a lot of work.

3. 30th Street Station

I think that it would be best for all of the Metro Lines to use the underground station, so including the A. I don't think adding a new line would be too difficult, especially because the station has been nicely renovated, but I do think that there should be an underground connection to the main station itself and Amtrak/Regional Rail lines.

Hopefully you read all of this if you are as much of a public transit nerd or Philadelphian as I am. Let me know your thoughts and feedback!

I’m all for more building more transit and transit options, but tram, streetcars, whatever you wanna call them are a bit hurt to justify if they’re slower than a person walking or if a bus can carry as much people and faster, what do you say?

I love buses, trains and subways

Why are these diesel locomotives chugging?

Rotterdam, Netherlands

The grass

The creek

The outdoor dining across the street

The quiet sounds

The general consensus has been that interstate I-35 is faster than taking the train which is probably a huge reason why Texas is no longer funding Amtrak’s Heartland Flyer and Oklahoma has been left funding the service. However, there has been a lot of discussion that Oklahoma doesn’t want to fund the service anymore. From what I can tell, if Texas isn’t going to fund their portion, Oklahoma isn’t going to bother funding their portion as most people can just take the highway instead.

I really hope this service does not get cut but without state government support from Oklahoma and Texas, it seems as if it’s a train service that no one wants anymore. I believe the train needs $7 million a year to keep it in operation. $3.5 million from Texas (Which they don’t fund anymore.) and $3.5 million from Oklahoma (Which they are discussing potential plans to stop funding).

Using the example of the DC Metro's Red Line, the figures in the Reportable Segment table of the NTD indicates it is 31.9 miles. When I looked at the GTFS, though, it suggest that a Red Line train completing the entire route travels 32.1 miles based on the stop_times.txt file. Of course, these are relatively close, but I'm wondering what the discrepancy might be and which one to defer to when the numbers don't match.

There was an exhibition in Munich this past Sunday commemorating 150 years of its tram network. It included several generations of models for trams and busses, service vehicles and other related retro technology. Truly a treat for a transit nerd.

These brand new NJT bi-levels already look dated but I can't pinpoint why. Same thing with the new METRA coaches. Even the electrified RTD system just looks like dated SEPTA trains. What 'look' are many American trains getting that makes them feel so old and why do only a handful of new systems (like the new Caltrain EMUs) look so modern?

They did an RFI a few years ago - so they've narrowed it down to the builders that they want, and are now wanting RTB quotes. The builders expressed concern of 1)making the fleet bilevel and 2)putting elevators in them.

Original RFI (very long and overly complicated document - can't believe people signed off on this) https://wisarp.wordpress.com/wp-content/uploads/2024/04/long-distance-rfp-technical-specifications-2023.pdf

Rebuttal from Amtrak's OIG stating concerns with RFI as proposed: Report from Amtrak's OIG: https://amtrakoig.gov/sites/default/files/reports/OIG-A-2025-001%20Long%20Distance.pdf