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Old 07-15-2014, 07:16 AM
 
2,388 posts, read 2,956,284 times
Reputation: 1953

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Quote:
Originally Posted by pvande55 View Post
Problem with that is you lose half the riders when you force them to switch seats.
That's if you have a one seat ride and you get pushed into a two seat ride . . . and even then it depends on the burden of the transfer. Climbing a flight of stairs for a 7 minute dwell time is not the same as a cross-platform transfer and a dwell time of 90 seconds.

Even still, half of nothing is nothing. You can't lose riders you don't have.
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Old 07-15-2014, 07:45 AM
 
Location: Northville, MI
11,882 posts, read 11,171,999 times
Reputation: 6320
Quote:
Originally Posted by drive carephilly View Post
That's a really silly argument that SEPTA uses to justify not expanding. They could start running service to Pottstown in a few months for little more than the cost of the trains and some temporary platforms.

NJTransit already uses this type of operation. All of the trains going to NYC have to be electric but some of the lines aren't electrified at all and some are only electrified half way. For example, the North Jersey Coast Line runs from Penn Station in NYC all the down to Bay Head in Ocean County but the line is only electrified from Penn Station down to Long Branch . . . and that's because the ridership on the Long Branch to Bay Head segment doesn't justify the cost of the electrification.

So during off-peak periods a diesel train runs from Bay Head to Long Branch where it meets an electric train across the platform and people who want to go north just walk across the platform. During peak periods the diesel trains run local from Bay Head to Long Branch then they run express up to Newark and terminate in Hoboken.

SEPTA could easily run diesel shuttles to West Chester, Pottstown/Reading, Quakertown, etc and turn them back when they meet the electric trains. Or they could run them express right up to the edge of Center City. All of the ex-Pennsy routes can terminate at 30th St. and all of the ex-Reading routes can terminate at Temple or (or Girard or Spring Garden). Once you're at 30th St. there are a whole bunch of trains you can transfer to for a trip into CC, ditto for Temple.
Why doesn't SEPTA purchase dual modes like Morris & Essex to run trains . I feel the Norristown line extended to Pottstown and Reading would have great benefits. What are your thoughts.

Battery powered trams could be useful for light rails, but I just don't see them cracking it for commuter rail (stop distances) or rapid transit (high speed for shorter distance=Faster acceleration and deceleration).
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Old 07-15-2014, 07:49 PM
 
Location: Montco PA
2,053 posts, read 4,167,278 times
Reputation: 1434
Quote:
Originally Posted by Adi from the Brunswicks View Post
Why doesn't SEPTA purchase dual modes like Morris & Essex to run trains . I feel the Norristown line extended to Pottstown and Reading would have great benefits. What are your thoughts?
Agree completely. Only SEPTA seems to not see (or want to see) the benefit.
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Old 07-16-2014, 06:35 PM
 
2,388 posts, read 2,956,284 times
Reputation: 1953
Quote:
Originally Posted by Adi from the Brunswicks View Post
Why doesn't SEPTA purchase dual modes like Morris & Essex to run trains . I feel the Norristown line extended to Pottstown and Reading would have great benefits. What are your thoughts.

Battery powered trams could be useful for light rails, but I just don't see them cracking it for commuter rail (stop distances) or rapid transit (high speed for shorter distance=Faster acceleration and deceleration).
Dual mode would be great. I was just under the impression that they're expensive and would have to be ordered whereas SEPTA could snap up 10 diesels on the cheap from NJT or MARC or MBTA and start running service in a few months.

But they don't want to mess with diesel trains for the same reasons they got rid of trackless trolleys in South Philly. They don't want two separate maintenance operations. So instead they'll spend more money in long-term capital and maintenance costs.
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