This type of station entrance is actually more practical today than when WMATA was built, since we now have reliable inclined elevators that negate the need for separate accessible and non-accessible entrances.

The runway direction in use depends on wind direction. Relative wind speed affects ground speed for a given airspeed, so landing with a tailwind increases the length of runway you need. Most airports are biased towards one direction, but change if the wind direction and speed change enough.

I have been very much enjoying your recent homages to this. You even captured the cross-shaped tail!

Maybe the Pacific Surfliner counts? It connects LA and San Diego, unreserved, relatively limited stop. The Clocker definitely counted in the traditional sense, running between commuter and intercity trains.

This was a pleasant surprise, I was in the lead car on the outbound trip. I’d never actually made it up to QBL before, and what an introduction!

Rutgers has a lot of planning and operational issues that go far beyond bus lanes and significantly impact its transit.
bsky.app/profile/thor...

This gets 12,000 riders/day. Do we know if they publish annual statistics? Rutgers gets 6.2 million/year (includes Camden and Newark, they don't seem to publish it by campus or route) I'm curious to see how they compare.

Fun fact I discovered. The first Harris car sets were built in England by the Gloucester Car company, using the same car body as the Toronto Subway’s G series subway trains used on Canada’s first subway in a solid red colour scheme. @longbranchmike.bsky.social
en.wikipedia.org/wiki/Harris_...

I imagine the business case would be a lot more evident if there were currently more than one sleeping car per day. Though given that that sleeping car is full on every run, it may already be.

Genuinely very good to see this quite ideal sleeper service being paid attention to.

Interestingly enough, Thomas Tait, the Victorian Railways commissioner during Melbourne’s suburban electrification, was ex-Canadian Pacific.

This is being built for a line that will use low floor trams.

I stand corrected. There are plans to increase that frequency to match, as well as extend some trains to Newark to close the gap between the MARC and SEPTA networks.

Correct me if I’m wrong but I had the impression that most Elizabeth Line runs on the Great Western were short turns.

DC<->Baltimore is also quite doable on regional rail at similar(?) frequencies to Reading on the Elizabeth Line. Though in terms of local transit DC is leaps and bounds ahead of Baltimore, and were retrocession to happen would instantly become the largest city in Maryland.