Has there been discussions about quad gates actually trapping cars on the tracks because the timing of the quads end up trapping cars on the rails ( and the driver doesn’t want to break the gate to get out)? Are they a greater safety or creating more danger? Why do I ask, many YouTube rail crossing fails with quads seem to follow this trend. The driver gets themselves trapped, they don’t want to run the gate to get out (really?) and end up getting smashed by the train.
Slightly off topic: Studies say that radar is preferrable over buried loops, for both accuracy and durability. I was surprised to read that loops are more likely to give a false indication for a vehicle in the adjoining lane.As well loops must be installed to require traffic light to give priority to any vehicle still fouling crossing.
It's quad gates or an unclimable divider in the median between the two directions of travel on the road. This has neither. You're right, the FRA does not normally give quiet zone authorization for this -- what's going on?Yet another vehicle versus Brightline crash tonight
Brightline train collides with tractor-trailer in Lantana
The location is at another grade crossing that is next to an intersection with a road (in this case Dixie Highway) that parallels the tracks that has no traffic signals.
And this grade crossing is in a quiet zone that does not have quad gates. How is that allowed? I thought quiet zone crossings have to have quad gates? A quick Google maps check seems to show only the major road crossings in the area have quad gates.
My question is, how did this intersection get approval for the quiet zone with the lack of quad gates and signalization at the adjacent intersection? The incident on Monday was at a similar crossing with stop signs at the parallel intersections and lacking quad gates.
I am now suspecting that safety has taken a back seat in South Florida as far as grade crossing designs there go on the FECR. Seems like a lot of safety devices were not installed in order to save money.
I would support all of that but I think the bigger issue is that we set the bar too low for acquiring licenses when we’re young and keeping them when we're old.
Agreed, though a symptom of a larger problem: a car dependent society. Taking away licenses from these sizable groups would render too many immobile, and it would never fly in government, as they continue to push for car dependency.
This is true, but the US will never have a truly viable alternative to driving in places other the biggest metro areas at least in the next 50 years.It's a chicken and egg, or maybe carrot versus stick question.
As long as there is no viable alternative to driving, you cannot enact policies that dissuade driving.
On the other hand, outside of densely inhabited metroplex areas, said alternative systems suffer from inherently low ridership and thus cannot justify expansion.
Agreed. When in St. P, I was shocked to see that the bus route I was closest to only came twice a day.I was crushed when the Tampa/Orlando high-speed project was canceled in 2011
But after the initial anger, I came to realize that Governor Scott had legitimate questions, especially on local transit options once arriving in Tampa, Orlando, and Lakeland. Orlando would have worked but the other 2 cities I am not sure.
Public transportation in Tampa Bay is arguably the worst of any major US metro region.
I think 10 years later Uber and Lyft have changed the equation somewhat as we have seen in Los Angeles.
Notice I wrote “HrSR,” instead of HSRIt is not quite High Speed Rail by world standards, but nevertheless it will be conveient for those that are able to use it. They just have to capture a few percent of the Miami - Orlando market to do well financially. Although it should be noted that their equipment order suggests that they have lowered their sights somewhat from the original 10 car trains plan.
If I recall correctly from some years ago, they always spoke of a 3 to 5 year ramp up schedule before they could utilize the 10 car trainsets. Covid has delayed that schedule. The one difference I can think of from the early (pre-2016) plans is the lack of a Cafe car. Even now, no one I have talked to at Brightline will commit to them having them in service with or after the start of full service to Orlando in the next few years. The subsequent order for the 5 additional trainsets was agreed upon back in 2016/17 or so as an option to the original 5 trainset order. This agreement with Siemens was an attachment to one of the PAB investor solicitation documents. From what I recall it never has been set in stone for the 10 car trainset order once they finalized on the manufacturer in 2014.It is not quite High Speed Rail by world standards, but nevertheless it will be conveient for those that are able to use it. They just have to capture a few percent of the Miami - Orlando market to do well financially. Although it should be noted that their equipment order suggests that they have lowered their sights somewhat from the original 10 car trains plan.
I think that once Orlando opens, the first year (2023) will see 2 million. Ridership trends are very strong so far this year. They will soon hit a limit based on available seats (4 car trainsets versus longer trainsets).Agreed. When in St. P, I was shocked to see that the bus route I was closest to only came twice a day.
A funny anecdote and back on topic, I promise:
Upon this poor bus-performance realization, my wife and I rented a car. The first question I was asked was regarding car insurance (to which he was shocked to find out I didn't own a car or have insurance). He was subsequently even more shocked when he found out subways existed outside of NYC, specifically Boston; he was excited to ride one one day. And finally, I was shocked when he asked me where I would be placing my firearm; he was surprised when he found out I was not carrying one.
Back to on topic:
I genuinely think there is much to be learned from the work Brightline has done in the last decade. The fact that for the first time in in decades we will be seeing a true HrSR service, in FL of all places, is nothing short of extraordinary, and bodes well for the future of rail and transit in this country. In a way the CAHSR project has failed, Brightline is now a proof of concept for "fast, frequent trains." The ridership numbers alone make Brightline rival the Surfliner, and thats without an Orlando extension yet. Connecting a major class B hub will certainly change things as well.
I wouldn't be surprised if the service hits 2 million a year in 5 years.
I have never seen or been told that number (revenue per available seat mile). They only provide average fare per passenger. The latest numbers for April were released yesterday and are increasing even compared to April 2019 (ridership up 32% and average fare per passenger up 4% over 4/2019).Do we have any way of knowing what kind of RASM they are getting so far?
I'm admittedly a bit out of the loop with these numbers. Could you explain more why they are useful even with not straight forward fare structures?RASM and CASM are always meaningful no matter how convoluted the fare structure is. That is why all airlines publish those two numbers regularly.
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