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Functional usage-wise, BART is substantially different from LIRR and Metro-North for many of its stations and I think you're probably pretty unfamiliar with the system.
Have ridden all these systems, and am well familiar. No one has pointed out differences yet, so please do.
Quote:
Originally Posted by OyCrumbler
I would say that BART, Washington Metro and PATH operate pretty similarly though the Washington Metro has many more interlined parts within the urban core and PATH train is a bit more limited. They all offer park and rides somewhere along and the frequencies at non-interlined parts during evenings and weekends are varying degrees of not good.
I can see BART being kinda sorta like Washington Metro, but Washington Metro is more of a hybrid system, and PATH more like a traditional subway system, while BART is more suburban rail focused.
Quote:
Originally Posted by OyCrumbler
Other thing the BART is like are S-Bahns in Germanic countries.
Exactly. S-Bahns are German commuter rail. The U.S. equivalent to S-Bahns would be LIRR and the like.
Washington Metro is somewhat different from an S-Bahn, as is is heavily urban and non-commuter oriented, and PATH is just like a normal subway system in terms of usage; would be an U-Bahn in Germany.
Have ridden all these systems, and am well familiar. No one has pointed out differences yet, so please do.
I can see BART being kinda sorta like Washington Metro, but Washington Metro is more of a hybrid system, and PATH more like a traditional subway system, while BART is more suburban rail focused.
Exactly. S-Bahns are German commuter rail. The U.S. equivalent to S-Bahns would be LIRR and the like.
Washington Metro is somewhat different from an S-Bahn, as is is heavily urban and non-commuter oriented, and PATH is just like a normal subway system in terms of usage; would be an U-Bahn in Germany.
It's basically interlining in urban corridors such that they act as rapid transit service which is certainly not the case for LIRR or Metro-North. I'd point out some of the core differences Metro-North and LIRR have as:
- spacing between the stations in the urban core are much further apart,
- much reduced frequencies even on interlined parts during non-peak hours,
- conductors going around clipping tickets proof of payment fare system,
- ridiculously prohibitive cost of riding point to point within the urban core (except for the CityTicket program which should be expanded).
You might not have used BART within SF (start and destination) and have not used LIRR or Metro-North if these distinctions don't pop out at you. BART functions as a rapid transit service within the urban core and you would use them the same way that one uses SEPTA or MBTA's rapid transit service for those cities.
I think maybe we're trying to slam things into too strict terms/typologies here when there is obviously a gradient for how heavy rail lines might function. The functional aspect of acting as a rapid transit service within the urban core is more clear cut--it does roughly the equivalent function in the urban core as the Market Franford Line, Broad Street Line, or the MBTA subway lines that are not the Green Line. You just go into the stations and wait for a train in the right direction without worrying about timetables if you want to get from one part of the city to another part at a pretty fast clip. BART additionally provides the function of MBTA Commuter Rail and SEPTA Regional Rail outside of the urban core. I think that's also something that many other commuter rail services can actually try to emulate in the US to better use existing infrastructure.
Side note, Muni Metro is literally a subway in parts in part to being underground for a portion of it, but it's not a subway in terms of being heavy rail rapid transit service. Rather, it's light rail that is sometimes not grade separated and oftentimes not all that rapid. MBTA and SEPTA actually have closer equivalents to Muni Metro than the aforementioned subway systems. For MBTA, it'd be the Green Line and its many branches. For SEPTA, it'd be the Subway-Surface Trolleys.
Last edited by OyCrumbler; 05-07-2016 at 03:21 PM..
Er that London map doesnt look 30 miles or greater.
That map is not restrictive to distance. The London one portrays commuting from 0 miles/kilometers to as far out as it can draw daily commuters from. The northern most point is Cambridge, over 60 miles out from Central London. The coastal areas to both the south and east like Southend-on-Sea and Brighton are 40 miles or over, respectively, and to the west are Oxford, Reading, and Basingstoke. Each one over 40 miles or more from Central London.
Which city do you think is most significant and successful on a national and global level at this point in time? Factors to take into consideration might be historical significance, current job market, projected future growth, variety and quality of leading industries, GMP, media recognition, city/metro population, etc. Hope for a good discussion!
San Francisco and the surrounding San Francisco Bay Area to answer the question.
Primarily for the reasons underlined. San Francisco proper does not lack historical significance either, even if it is not as pronounced as the other cities that are being compared here. However, San Francisco historically played the role of anchor for that half of the country throughout much of the 19th century. So it has a good foundation for history too.
Not much of a discussion at all really with the specific criteria presented. Those skew and skew heavily towards one common answer.
Contiguous Visualized Urbanization: Northeast Corridor ("BosWash") versus the San Francisco Bay Area CSA, (Northeast Corridor CSAs from North to South): Boston:
Philadelphia:
the San Francisco Bay Area CSA:
those graphics are cool.
the current boom is creating 24 hour neighborhoods. that's what really matters.
There are over 8 million people (and growing) who travel BosWash by Amtrak each year, 18 or so daily MegaBuses and 20 or so daily BoltBuses (between PHL and NYC alone), not to mention those who choose to travel BosWash by car. Clearly, there is some cohesion between BosWash; otherwise folks are just traveling these routes for fun.
That said, join my newsletter to force MTA, SEPTA, and NJT to run interoperable through-running commuter rail. It will be a sure hit with everyone.
there was an argument in another thread that at least the new jersey transit to septa connection is already cohesive. this was my thought:
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Originally Posted by stanley-88888888
...
as a student you can logistically get to temple (north philly) to upenn (west philly) much more simply on 1 token (orange line to blue line) in rush hour. imagine going from rutgers-camden to temple during rush hour: wait in line at kiosk and pay $3.00 for a patco ticket; get off at walnut; exit station; walk one block to broad street line; wait in line to buy a pair of septa tokens ($2.25 each); go thru turnstyle; whoops, i missed my train.
...
Last edited by stanley-88888888; 05-30-2017 at 08:09 AM..
there was an argument in another thread that at least the new jersey transit to septa connection is already cohesive. this was my thought:
PATCO Speedline should be integrated a lot better than it is and extended within Philadelphia to serve as an actual third heavy rail line for the city.
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