Infrastructure Week
@infrstrctreweek
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Practicing civil and transportation engineer amazed by the incompetence in my field
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With Brightline West breaking ground, I want to go over why the nation’s first operational HSR (250+ km/h) will include two stops in the relatively unpopulated desert & not quite make it all the way to LA, as it’s a good lesson about building in the US today🧵
Brightline West broke ground today on what's being touted as America's first true high-speed rail line with speeds that will top out at 186mph.
The trip between Los Angeles and Las Vegas will take just over 2-hours, half of the 4-hour drive time today.
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If a highway 50 miles from either Richmond or DC in rural VA needs to be 12 lanes wide, perhaps it is time to improve rail on the corridor
Did you hear the news, Virginia? I-95 is expanding to 12 lanes over the Rappahannock River in
#Fredericksburg
this week!
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Houston, Dallas, & Austin all have this duality where they are actually quite nice for pedestrians & transit users at their centers (where the local government has control) & car-dominated wastelands for miles in all outward directions (where TxDOT has control)
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The overall lesson here is that building infrastructure in the US is not straightforward, & doing a project cost-effectively like Brightline requires some significant compromise. Brightline West’s station locations reflect that reality
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Caltrans would rather die than convert one of its 12 lanes to rail. UP hates pax trains more than any other freight operator in the US. And Metrolink said it wouldn’t give Brightline space until it had the capacity to run 15 min headways. Nice aspirations but where’s the realism?
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The end result is that Brightline West is technically 2 projects: a line from Vegas to Victor Valley and a line from Victor Valley to Rancho Cucamonga. Unless an exception or agreement is reached, all trains will have to stop at Victor Valley for at least 1 minute
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Victor Valley is a testament to the ridiculous environmental laws in the US. XpressWest, who originally started the project, only wanted to go from Vegas to here, w/a huge P&R for riders. When Brightline bought the project, the environmental process was underway w/that plan
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Hesperia is an ode to how localities & smaller organizations add their pet projects to a larger project in exchange for their support & pledge not to sue. Hesperia has wanted a commuter rail link to either LA or the Inland Empire but BNSF wouldn’t allow it on their existing track
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Brightline thought a P&R in the desert wouldn’t fill trains & that they needed to bring the line over the Cajon Pass. However, removing Victor Valley would have required restarting environmental work. This would’ve been so costly it was cheaper to keep Victor Valley
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The western terminus will be Rancho Cucamonga, ~40 mi from downtown LA, because US infrastructure ownership is fractured & no one wants to cooperate. From I-15, the ROWs into downtown are I-10 (Caltrans), San Bernardino & Alhambra Subs (UP) & San Gabriel Sub (SCRRA aka Metrolink)
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Brightline was hoping for a quick permitting timeline for its Victor Valley to Rancho segment, & Hesperia saw this as an opportunity to get its rail link. Hesperia pledged its support for the project if Brightline built a commuter rail station on its ROW through the city
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Hesperia never threatened to sue, but both parties knew the city could drag out the timeline by a few years at least. Hence, Brightline agreed to build the station & worked out an agreement to only have select rush hour trains stop there
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Given Metrolink was the least hostile, Brightline explored how much the cost would be to expand the San Gabriel Sub to permit 15 min Metrolink & 45 min Brightline to LAUS. Even just to the El Monte busway, it would’ve been multiple billions w/the ROW constraints
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Also worth adding that the
@thequeenslink
would double the number of trains going to the Rockaways but that Governor Hochul instead backed the dumb QueensWay plan…
Governor Hochul has truly been a disaster for transit in NY at this point
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@nickhasthoughts
On the one hand, they only built that much parking because Cupertino told them they wouldn’t approve the project otherwise. On the other hand, they didn’t have to be in Cupertino far from transit & could’ve built a big complex in downtown San Jose like Adobe or SF like Salesforce
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@macsquirelera
The multiple DLR stops kind of works because the only pedestrian route is circumferential due to the water (although they could have straddled the water like they do at South Quay), but the missed Jubilee Line & Elizabeth Line connections are frustrating
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Think about how the DCR made Cambridge jump so many hoops only to deny closing Memorial Drive to cars on Saturdays in the summer. Now look at how quickly they decide to close a bike lane permanently. 5 hours of notice
We have issued the following advisory for work we are doing to add a lane to Arborway to alleviate congestion:
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Red Sox games may have the highest percentage of attendees who use public transit to get to the stadium of any US sports team, but the MBTA’s lack of off-peak service & desire for traditional commuters creates dangerous overcrowding & leaves many riders scrambling for options 🧵
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METRORail in Houston has good bones to become the preferred mode of transit within 610, DART in Dallas has the ability to be a world-class S-Bahn, & while I don’t agree w/the specifics of Project Connect, any rapid transit in Austin will succeed given its development patterns
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@Jamesinclair
The boundaries of Las Vegas proper are trivial. People primarily want to go to The Strip & Brightline got a vacant parcel on Las Vegas Blvd as far north/close to The Strip as they could. It’ll be a similar distance from resorts as the airport & compatable w/future rapid transit
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@JakeAnbinder
The pandemic also gave some people a lot more money to spend on vacations. Whether it was household expenses being lower in ‘20, stocks skyrocketing in ‘21, or having the collective budget of 2-3 years worth of vacations in ‘22, these trends couldn’t last forever
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@ThunderWolf08
Bad take. Mormons go on missions around the world, & those fortunate enough to go to places in Europe or Asia with excellent public transit learn to appreciate its value. This is why Utah does have good transit, as many Mormons came back to Utah & supported its construction
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@SethBarronNYC
NYC has 550k daily bike trips and 4.4 million daily vehicle trips (8:1 ratio). NYC, not including state & federal money, spends $1.2b annually on car infrastructure. NYC has spent less than $200 million on bicycle lanes over the past 30 years combined (150:1 avg yearly ratio)
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@yadaya_dayada
The HDC’s estimated opening is maybe 2060+ unless there is a massive, unprecedented HSR push. Brightline would be happy for the corridor to open and is cooperating in its development, but everyone knows the realistic timeline is so far out that it’s borderline a dream
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@bryanculbertson
@CaHSRA
The Shinkansen uses fare gates, TGV rolled out fare gates, Taiwan’s HSR has fare gates…
Amtrak’s boarding process should not be idolized and used as a model
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This fantasy map isn’t perfect, and there’s a lot that should be done differently, but the level of ambition should certainly be what the MBTA and our government officials strive for
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@derrickriley
So the Wikipedia figure is roughly 50% above what the urban area population really is. 350k-375k people is still not nothing, but compared to Vegas (2.3m), the Inland Empire (4.6m), or LA (13m), it is relatively unpopulated
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@timeoutburner
What CAHSR is building will be just as fast, if not faster, than the HSR in France & Japan (excluding the under development maglev in Japan). The issue is that there are diminishing returns for speed at a certain point, & Brightline wants to make $$ not break records
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@christianbrits
The impact of new shadows is more shade for people. The impact of more walkers is higher pedestrian activity at businesses. Done, let’s move on
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I love how suburbanites, who exclude others from their neighborhoods with restrictive zoning, then say city dwellers should be thankful for suburbanites patronizing their businesses. Cities should prioritize themselves.
The problem is bus lanes make driving in the city that much more miserable. And the more miserable/expensive you make driving & parking, the less those of us who live in the suburbs will come into the city. And we're essential to the well being of restaurants, shops, etc.
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@oldtownmom
Just because it travels between two cities does not make it urban or even suburban. With that logic, every highway in the US isn’t rural, as they all travel between populated regions. Fredericksburg is rural Virginia
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Modern American zoning is really just a mechanism of controlling every single aspect of every new construction project. The fact some property rights group hasn’t pushed back on some of the overreach is insane to me
zoning codes are 1,400 pages of micromanagement that lead to ugly buildings
let architects design.
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The Bay Area has a fast regional rail system. It’s BART. Central London to Reading is only a few more miles by car than SF to Fremont, yet BART is ~30% faster than the Elizabeth Line!
Not through-running down the peninsula past Millbrae & an excess of car infrastructure hurts SF
Asia is now full of mega cities with very fast regional rail lines.
Ie GTX in Seoul or RRTS in Delhi. This model now coming to Istanbul.
Would be great for NYC, Bay Area if we could ever build at these prices
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It’s incredible anyone uses the Blue Line to get to Logan Airport given that the shuttle busses from the station to the terminal are incredibly slow. It’s also a very fixable issue, as it’s almost all due to ridiculously high dwell times. My record time is 25 min
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@dmtrubman
Generalized foreign interest in US cities:
Tier 1: NYC
Tier 2: LA, Miami, Vegas, Orlando (Disney)
Tier 3: SF, DC, Chicago, Boston, Honolulu (Waikiki)
Tier 4: Philly, Houston, Dallas, Atlanta, Seattle
Being a tourist city helps a lot
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@RepKatiePorter
If you think federal taxes should be lower, then advocate for lowering them. If you think state taxes should be lower, then advocate for lowering them. SALT allows states to take money at the expense of the federal government
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There are so many US highways that travel over rivers in conduits. They were originally installed for flood prevention, a big issue at the time, & engineers are convinced this is still the only way to prevent flooding. However, modern design can uncap & still mitigate flooding
Never forget that when Seoul, Korea removed the Cheonggyecheon expressway in 2003 and replaced it with a restored stream, 1000 acre park and improved transit, not only did it transform the city’s public life & economic success, but the traffic got better.
The traffic got BETTER.
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Byford was brought in to make Texas Central succeed under new Amtrak ownership. Given his track record and low tolerance for bullshit, I fully expect either the project start construction or him to quit due to there being no path forward within a few years
🚄 America's high-speed rail era is here! We operate America’s fastest train (Acela up to 150 mph) and see big potential for HSR beyond the Northeast.
Discover why we believe Dallas ↔️ Houston is a prime candidate for HSR, from Amtrak President Roger Harris and SVP Andy Byford.
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This tweet has been circulating over the past few days & most people don’t understand what the real problem is:
The bridge is complete, but neither of the approaches or surrounding trackbed has any meaningful progress. Construction will take decades if we don’t build concurrently
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Fun fact:
In 2008, GDOT did a study showing that an Atlanta-Macon rail line would cost $164 million ($235 million with inflation), have a travel time of 1:27 (a rare no-traffic drive is 1:20), have an annual ridership of 281k, & make $100k in yearly profit.
🚀 Big news for Macon, GA! 🛣️ The $500 million I-16/I-75 Interchange project is reshaping the city's landscape, promising safer roads and enhanced travel.
Full article for the exciting details➡️
#MaconGrowth
#InfrastructureUpgrade
@GDOTWest
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@PoliticsAndEd
To be fair, that bollard definitely jumped in front of the car and came out of nowhere
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@ThunderWolf08
Irish Mail Route would get the most usage, but it needs HS2 Phase 2 to work. A Straight of Gibraltar crossing is a little less useful given the inland city pair distance
Trains from Russia to both Hokkaido & Alaska would be almost all freight, & boats are more cost effective
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@FinnleyRyan
“We will gladly spend decades and tens of billions on this one tunnel but won’t pressure a freight railroad to allow for catenary on a single line that’ll actually allow us to reap the full benefits of the tunnel”
American planners right there
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@floppatakes
At least most of them are railbanked, where the state has the right to return them to rail use at anytime without needing to ask for permission or jump through any hoops. If that’ll ever happen is a different question…
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@YIMBYLAND
I’ve done comparable projects & unfortunately yes. Produce a business case, make alignment options, create cost/benefit models, present findings to public+politicians at all steps & be sent back to drawing board. All by consultants whose pay goes up as the duration is drawn out
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@skytopjf
It’s not just small towns. Jersey City should absorb Bayonne, Hoboken, Weehawken, Union City, West New York, Guttenberg, & North Bergen to have a population well over 550,000. It would eliminate redundancies in government & bring in a lot more federal money
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@Juanok8000
They promised “high-speed rail” but never promised anything above 125 mph. 125 isn’t HSR by most standards, but it is by some, so it’s mostly a marketing and semantics issue.
Here, they are going to go up to 180-186 mph, which is undoubtedly HSR but not as fast as CAHSR
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Hartford has ignored proposals to build an S-Bahn/RER type system in favor of CTfastrak BRT, claiming the city/region isn’t large enough for such a rail service. This is despite its metro area being about the same size as SLC & the city wanting to build a $10b highway project!
Salt Lake City a metro of 1.5mil wants an RER style regional rail system, if they can do it you have no excuse.
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@ThunderWolf08
The real timeline issue for CAHSR would be if Brightline West beats them to operating
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@gratifihouston
@HOUrbanist
The highways that cross the city suck to walk across, but I’ve felt plenty safe walking between Montrose, Downtown, & EaDo. A friend of mine who lives in The Heights says walking is enjoyable there as well
I will admit the separated bicycle infrastructure is lacking
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@clarryellis
In ideal conditions, a lane of highway can carry 1800 cars per hour. The average American passenger car is traveling with 1.5 people. A NE Regional train can carry more than 600 people. Collectively, 1 at-capacity highway lane is equivalent to 4.5 NE Regional trains each hour
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@BlvdSubway
Cross platform is a lot easier when the tunnels are deeper so they can make wide turns to set up the interchange. If you want C&C at a shallow depth, stacked is a lot easier/cheaper
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@FinnleyRyan
I think simply removing the BART SFO spur & extending the AirTrain to Millbrae is the right move. With CAHSR coming to Millbrae, it really should be the gateway to SFO, & it’s no further from the terminals than the rental car center. It’s likely cheaper than adding an infill too
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@whatabouttheken
It’s semi-serious. The issue is that its priority is so low because the ROI is low. For it to even have a purpose, CAHSR needs to run into LA. They don’t even know when that’ll occur, only that it won’t happen before 2034. And even then, it’s a lower priority that CAHSR phase 2
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@ThunderWolf08
Top 5 US cities for tourism visits iirc are NYC, Miami, LA, Vegas, & Orlando, but it is worth noting that SF, DC, Boston, Chicago, & Honolulu are the next 5. Texas is pretty low given it’s population, as are most car centric cities
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@numble
@ByERussell
Good idea, but 4/5/6 really should be a single terminal with their new logic. Especially with the mid-concourse pedestrian tunnel
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@GertieSpeaks
@SethBarronNYC
It really depends. Some of the bike lanes, especially the older ones, are poorly designed, so it can actually be more dangerous to cycle in the bike lane than elsewhere. Additionally, vehicle encroachment enforcement is notoriously poor, so blocked bike lanes force riders out
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@jarjoh
@CityOfBoston
It also needs to be properly pedestrianized by having the sidewalks level w/the street & trees planted all over the roadbed. The sidewalks are always crowded while the road is empty because the design implies car traffic exists, which fools tourists & those unfamiliar w/the area
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@augustAP12
Pay for their own operation & turn a profit? TTC farebox recovery ratio was 37.8% in 2022 & Montreal’s was even lower (actually not too far from BART’s ~25%).
Oh, and both systems have fines for fare evasion that are more than double BART’s
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@friendchristoph
I believe the same amount they paid for the millions of BL fares last year unfortunately
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United Airlines has had a program for years where anyone can hack into its system, report the security breach to the airline & show how to fix it, & be rewarded with a ton of miles. The MBTA could do something similar to massively improve its product for relatively little cost
In 2008, the MBTA sued some MIT students to keep them from discussing how they hacked CharlieTickets to get free rides. Would it surprise you to learn the T never fixed the problem, and now some Medford kids have done the same thing to CharlieCards?
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MassDOT providing employees an EV but not subsidizing their transit usage is pretty emblematic of how they view the future of transportation
Massachusetts Secretary of Transportation Monica Tibbits-Nutt opts to drive a MassDOT-provided electric car to downtown Boston when the job demands.
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@s_m_stofka
The fact that the southern terminus of your area is Newark, DE and not Washington, DC shows a bottleneck in itself
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@JHopLovesTrains
Don’t need to fight an existing union about automating away jobs that don’t exist
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@GeorgeFTrain
Also, money is finite! Even if you gave the MTA a $7 billion gift tomorrow (it’s 2022 fare revenue), it would be much better to spend it on capital projects and operational improvements. Time after time riders have said they prefer better service over no fares
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@TastyTittyTacos
I believe the more likely option is to be a stakeholder rather than the owner. Unless interest rates drop back to where they were, the financials don’t make sense otherwise
There are rumors of them getting involved w/CAHSR should BLW finish in 2028 and be a success
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@sam_d_1995
@CaltransHQ
The “pavement rehabilitation” project that includes widening is so common. It’s very frustrating because many roads do need repaving but adding in a widening makes it a bad project
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@the_transit_guy
That’s not exactly true. Publicly owned stadiums/arenas have naming rights deals, public airport gates have company logos on them, individual or company names are on the side of buildings at public colleges, etc.
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@nrb117888
Transit advocates often don’t like to hear it, but the quality of life issues have gotten really bad on the MFL. I’ve had friends mugged & followed during peak-ish hours, & now no one takes the train anymore. If we want to protect vulnerable riders, this issue needs to be fixed
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@ThunderWolf08
Great route I wish they would bring back. Maybe with the Berkshire Flyer’s success they will reconsider
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@askWallace
I don’t doubt it’s a bottleneck. But the solution is unlikely to be throwing lanes at the problem. Adding highway lanes has diminishing returns and extra cost for each additional lane
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@floppatakes
Boston needs some sort of Urban Ring. The question is just whether to build it as a single circle line or build it in the aggregate (A proper rail SL from the Seaport to Logan & Chelsea + a Central to JFK via Mass Ave light metro for example)
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@clarryellis
A one-track train ROW is roughly the same width as one lane of highway but can move 20 tph with decent signaling. So, a 9 lane highway has roughly the same capacity as a 2 track railroad.
If we need to accommodate a growing population, which makes sense to build for capacity?
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@sandypsj
Part of how/why costs are going to be much lower per mile than comparable US projects. It would be nice to have a more robust domestic rail construction industry, but we just don’t, and we need HSR now
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Reducing the shutdown from 42 to 25 days is good, and it’s worth mentioning that diversions like this will always need to occur, but reading the language of the plan, it’s still very apparent that MassDOT does not take the MBTA seriously 🧵
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@ericgoldwyn
That is correct. CAHSR is at the point in the US transit construction cycle where time is more valuable (politically) than money (as what’s another $100M when you’re spending $100bn). So, it’ll make any concession necessary to avoid legal setbacks
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@ThunderWolf08
That’s true, but UTA has consistently been granted more funding than comparable agencies by both voters and politicians that are predominantly Mormon
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A lot of non-NYC people underestimate the incompetence of the MTA & how locals view giving the agency more money as the equivalent of lighting it on fire
Congestion pricing would definitely be more popular if people trusted the agency getting the money. The MTA has not earned it
MTA nixes OMNY from the commuter railroads, basically ending the dream of one fare system to rule them all. Says there's no way it would be ready in time. Instead, it will buy a replacement system from Masabi.
Huge lesson in the importance of scoping before launching.
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3x2 seating is a terrible idea because:
-People only utilize it like it’s 2x2 seating, even at crush capacity, forcing the same number into the aisle as would occur with 2x2 seating
-But now there is significantly less aisle space with an extra seat in each row taking up space
This once again proves that 3x2 seating is fucking stupid.
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The DTX has turned into another project that is absolutely worth doing, so officials haven’t cared about its cost and now it’s $4.15bn/mile. And the terminal station is already built!
If they won’t change the route, at least cut the intermediate stop for now
The $8.3 b project, now called the Portal, will be a 2-mile tunnel with two stations in central San Francisco
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@NaqiyNY
The 3 being on there is a reflection of how bad the Green Line is these days such that people don’t go out of their way to use it
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Boston area residents should be pleased that it sounds like the Red Blue Connector is going to actually move forward (unfortunately likely at the expense of delaying SCR Phase II indefinitely). The Healey Administration is prioritizing the project
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@IshrionA
It would be cool to see them try a flight from DEN before double daily SFO. It’s shorter than IAH, and the sheer volume of connecting traffic is crazy. Unless they think they have more than 1 planes worth of local traffic from SFO…
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@TransbayC
Given the Capitol Corridor is more of an intercity train than a regional one, prioritizing speed between cities rather than maximizing the number of intermediate stops is good
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Leadership and culture are always top down. If the mayor of Seattle and the DOT director wanted change and had the will to institute it, it would change.
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@StarLineChicago
It’s actually insane the amount of work we do for traffic mitigation when, for major projects, it always just ends up being a mess anyway. People get stuck in the mess once then decide to either drive an alternative route or take transit going forward
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@hugovdthusen
The line shown is the Paulina Connector, which was Phase 1 of the proposed Circle Line. Madison was a proposed stop on this line. The Circle Line was scrapped after Phase 1, & the already-built Paulina Connector was cheaply paired w/the Cermak Branch to make the Pink Line
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@IshrionA
AMS may very well be a mess again this summer to follow up last summer, so I’m not sure JetBlue should want to fly there at the moment, but that is pretty ridiculous for them to be denied. If noise reduction was truly their goal, they would curb noisier aircraft, not the A321neo
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@NaqiyNY
Orlando is so sprawled & decentralized that there is no unified center to serve. They do plan to get pretty close (TBD how close) to Disney & Universal in Phase 3, and those are probably the 2 largest trip generators in the area
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@humantransit
European cities are what Canadian cities should aspire to be. Canadian cities are what American cities should aspire to be
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I have this conversation with every single DOT I deal with. They always talk about prioritizing equity when developing roads & other car infrastructure, and I tell them equity would be building something else altogether!
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@pushtheneedle
They really overthink every aspect and try to micromanage to such an extent that it is a complete mess. Not having control is okay! A little chaos creates more diverse cities
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@avocado_elite
Even though Amtrak is a federal agency, I still believe Alstom only won that order because they’re manufacturing them in Upstate NY. NY politicians having a say in the Acela order seems on brand
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@climatetransit
Santiago & Japan are both on active fault lines, yet both have somehow managed to build both underground and elevated rail at a much lower cost. Only a little bit north, SF built the Market Street Subway C&C.
The depth is to limit surface disruption
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My 2¢ is that every state (not just NY) that is effectively a one party monopoly regularly fails to make positive change because there are no consequences for inaction or poor decisions. Unfortunately, many officials need the threat of losing the next election
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@BlvdSubway
Strong disagree here. The fleet is 40+ years old & transit agencies shouldn’t be running museums. The cars aren’t falling apart where the whole fleet needs to be replaced at once, but replacing at least half w/trains that have open gangways & info displays would be great
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