When the MBTA (and other transit systems) orders new rolling stock, why do they always seem to re-invent the wheel.
Someone should make subway cars like Boeing. No, not the LRV, I'm talking about the 737. Next month is the 50th anniversary of the Boeing-737. Yes, it has evolved over the past 50 years, but they must have done something right. As of December, 2016, Boeing had over four thousand unfilled orders for the 737. As for transit, rather than come out with a type 9, why not make a few modifications and make a new type 8-B? This same pattern of building-from-scratch seems to also apply to Red/Blue/Orange lines as well.
With the Boeing LRVs, Boston and San Francisco tried to design standard for light rail. Obviously that failed. Has anyone tried that since? As I look at light rail around the country, it seems that every city has their own version. Why isn't there a standard for light rail (and heavy rail, for that matter). Are there any standards other than the 1435mm track gauge? What about current collection, car width, platform height, etc. Even the 1435mm standard track gauge isn't really a standard as BART seems to have ignored it. Has anyone else ignored it?
As for heavy rail, the Red line and New York's "B" (BMT/IND) division seem to have cars with very similar specifications. Has Boston ever combined any of their red-line orders with NYCTA? And like light rail, are there any two transit systems where the cars have similar, if not identical, specifications?
As for ordering new cars, why not take them one-at-a-time rather than all at once? Cars don't all fail at the same time. It appears that the MBTA builds a construction facility, builds 5-8 cars a month for a year or so, then abandons construction until the next time, 10-12 years later. Why not build one or two a month, keep trained people permanently employed. To keep the pipeline permanently running, build green line cars for a few years, then red line cars for a couple of years, etc. It would seem that the pipeline approach (like Boeing's) would greatly take advantage of the economies-of-scale.
As for blue/orange/red, why married-pair? The MBTA never seems to run anything but six-car trains. That's four oversized-unused cabs that are not available to passengers. Why not run a six-pack of articulated cars? I was in Hong Kong a few years ago and their subway cars were over 280m (900 ft) of articulated steel. Now, I know that our stations are less than 120m (400 ft.) long, but with four fewer cabs and no waste of space between cars, the MBTA could easily add 15%-25% capacity per train with articulated heavy rail.
Here's a labor-saving device that I noticed last week when I was on a light rail in San Francisco one evening. Apparently SF runs an honor system of fare collection. I never saw a multiple car train on this visit, but the signs said the cash customers must enter via the front of the first car to receive their receipt (which is also a transfer). I assume that multiple car trains only have one operator. Every entrance to light rail cars, (bus, too) had a place to tap your "Clipper" card. Those who did nothing were either fare evaders or had a monthly pass. SF has roving fare checkers to insure that you've paid your fare. Something of which the MBTA should have more.
Someone should make subway cars like Boeing. No, not the LRV, I'm talking about the 737. Next month is the 50th anniversary of the Boeing-737. Yes, it has evolved over the past 50 years, but they must have done something right. As of December, 2016, Boeing had over four thousand unfilled orders for the 737. As for transit, rather than come out with a type 9, why not make a few modifications and make a new type 8-B? This same pattern of building-from-scratch seems to also apply to Red/Blue/Orange lines as well.
With the Boeing LRVs, Boston and San Francisco tried to design standard for light rail. Obviously that failed. Has anyone tried that since? As I look at light rail around the country, it seems that every city has their own version. Why isn't there a standard for light rail (and heavy rail, for that matter). Are there any standards other than the 1435mm track gauge? What about current collection, car width, platform height, etc. Even the 1435mm standard track gauge isn't really a standard as BART seems to have ignored it. Has anyone else ignored it?
As for heavy rail, the Red line and New York's "B" (BMT/IND) division seem to have cars with very similar specifications. Has Boston ever combined any of their red-line orders with NYCTA? And like light rail, are there any two transit systems where the cars have similar, if not identical, specifications?
As for ordering new cars, why not take them one-at-a-time rather than all at once? Cars don't all fail at the same time. It appears that the MBTA builds a construction facility, builds 5-8 cars a month for a year or so, then abandons construction until the next time, 10-12 years later. Why not build one or two a month, keep trained people permanently employed. To keep the pipeline permanently running, build green line cars for a few years, then red line cars for a couple of years, etc. It would seem that the pipeline approach (like Boeing's) would greatly take advantage of the economies-of-scale.
As for blue/orange/red, why married-pair? The MBTA never seems to run anything but six-car trains. That's four oversized-unused cabs that are not available to passengers. Why not run a six-pack of articulated cars? I was in Hong Kong a few years ago and their subway cars were over 280m (900 ft) of articulated steel. Now, I know that our stations are less than 120m (400 ft.) long, but with four fewer cabs and no waste of space between cars, the MBTA could easily add 15%-25% capacity per train with articulated heavy rail.
Here's a labor-saving device that I noticed last week when I was on a light rail in San Francisco one evening. Apparently SF runs an honor system of fare collection. I never saw a multiple car train on this visit, but the signs said the cash customers must enter via the front of the first car to receive their receipt (which is also a transfer). I assume that multiple car trains only have one operator. Every entrance to light rail cars, (bus, too) had a place to tap your "Clipper" card. Those who did nothing were either fare evaders or had a monthly pass. SF has roving fare checkers to insure that you've paid your fare. Something of which the MBTA should have more.
