A Brighter Future?

So it's been ages (well, months) since I last wrote anything, but that is good in a way, as it means I have lots to talk about. Much is changing at the MBTA, or so it seems. Maybe it's just an effect of an election year, but the (T) is starting to do a lot of things right, or at least better than in the past. I find it remarkable just how focused the MBTA seems to be on improving at least some aspects of their customer service, and their operations. The MBTA started a pilot program of three-car trains several times a day at rush hour on the D Branch of the Green Line, following the completion of modernization/accessibility renovations at Copley station. After a number of years, the (T) was finally able to lengthen the GL trains, providing much-needed extra capacity on the longest line. After less than a week of the program, it was announced that three car trains would begin serving the overcrowded B line the very next week. Imagine that, a week after beginning the test on one line, they expand it to the one line that needs 3-cars the most. I think that were this test to have happened only a year or two ago, it would have been judged a failed experiment, not the successful necessity it seems to be. I have noticed further evidence of change at the (T). For instance, the MBTA certainly seems to be doing more rider surveys, and actually seems to be listening to them for once, surely a good sign for the future of Boston[s subway service, I hope. One such survey on the Commuter Rail concerns the issue of whether the MBCR (contract operator for the MBTA) should create Quiet Cars on the Commuter Rail. I know that on Amtrak those who utilize the Quiet Cars are quite fond of the calm, cellphoneless atmosphere, which might be well received on the longer distance CR trains. But, there is much more change abounding at the Commuter Rail. As I write this, there is a pair of mockups of the new series of bilevel commuter rail coaches from Hyundai Rotem currently parked on Track One at North Station, open for public viewing all this week. This demonstration is certainly another excellent idea, giving passengers a chance to view and experience the future of the Commuter Rail. But, I have even better news. These mockups of two bilevels aren't the only ones up north. That's right, THE NORTHSIDE HAS BILEVELS! Beginning only this past Monday, a small but increasing number of 900-series bilevel K Cars are entering Northside service on various lines. I personally rode the 922 on Tuesday morning on the Haverhill line, and all of the comments I heard from other passengers were quite positive, liking the extra seats and space provided by the larger cars, which for too long were kept exclusively to the South Side. It seems, thus, that the MBTA really is committed to improving all aspects of its customer service, and it certainly is a welcome change for the often-reviled MBTA. More on this and other topics later.

And so it goes, another day riding [a bilevel] forever 'neath the streets of boston.

An Update

Well, I was wrong, and I was right. I'll go with the failure first. So a while ago I kinda changed things, retiring the Daily Report in favor of the Weekly Ramble, expecting not to be able to provide daily content as I thought I wouldn't be riding the (T) much anymore. Well, I was wrong about that, so there will be further changes. Specifically, the 'retirement' of the Daily Report is like the the 'retirement' of Brett Favre, short and not very realistic. I will be keeping some of the ideas of the Weekly Ramble, namely talking about more than just standard MBTA rides. Such will commence probably within the next week or so.
Now, on to the thing I was right about. I figured, in the case of the MPI-GE partnership to build the HSP46 locomotives, that GE was primarily interested in getting an order for similar locomotives from Amtrak, to supplement or replace their fleet of aging GE GENESIS locomotives. Well, it seems that this theory is correct, and that GE would very much like an Amtrak order, in which case GE, not MPI, would take the lead in the production contract, building the engines at its Erie plant, and probably cornering the market for Tier III passenger engines, assuming that they work in the first place. If not, oh well, GE would probably use their own design to fill the order. Smart.
Anyway, some changes to come around here, but I'll be sure to keep you posted.

And so it goes, many more days riding forever 'neath the streets of boston.

The (belated) Weekly Ramble

Hiya again peeps, I'm really quite late with getting this out, but I've been busy. Anyway, since my last description of misadventures, I have accumulated a neat little pile of stuff to talk about. First, let's talk about my most recent trip on the MBTA. The Orange Line, the forgotten line of the (T) was slower than usual, not in speed but in getting a train into Oak Grove, but I guess that's standard off-peak speed. After taking said train, I changed at NoSta to the Green, and got a E-Line T7 with the reset issue. That's when the train doesn't realize the doors are closed, and has to be reset to move again. After the reset we proceeded to Haymarket, where it took THREE resets to make the thing move again. It seems that after having sat in the sun for a while, the electrical stuff had all melted. Just kidding. Maybe. Anyway, a later trip on the 4:49 train to Reading was sorta late, though I saw a backwards Downeaster, which was interesting. And, at South Station a couple of times, I saw an Acela leave, a Northeast Regional come in, and two private cars just sitting there. Pretty cool. Last night I also saw a Northeast Regional come in to a cold, windswept South Station. Not a great entry to Boston for those passengers.

Anyway, moving on now to the subject of the (T)'s ordered MPI HSP-46AC locomotives. I little real information about them, but do have some personal theories. It is relatively obvious that the General Electric GEVO diesel prime mover unit will be one of the few able to survive the implementation of EPA Tier III and further standards, thus making it a necessary and acceptable choice for new locomotives. However, GE Transportation is not making the locos themselves, rather they are supplying the prime movers to MPI to install themselves. GE will probably also provide much of the internals of the engines, such as the electrical systems, the traction motors, the alternators, and so forth. Essentially, GE is likely to be making all of the working innards of the HSP-46 and selling such to MPI as a subcontractor, who will subsequently put them all in a nice cowled package, and give them to the MBTA. There are many advantages in this contract. The MBTA gets much-needed new engines, particularly ones capable of appeasing the EPA, not generally a great friend to the (T). MPI benefits in a very obvious way, they get paid by the MBTA for building the locomotives, and GE gets some money for their components. But, there is more to it, methinks. GE stands to benefit a great deal more from this contract. GE gets to demonstrate an example of an AC-traction, GEVO-based, new generation of passenger locomotives, without spending company money on a prototype demonstrator, and without retooling an Erie production line for a new type of engine. GE probably wants Amtrak to make a new order to supplement and indeed replace some of their aging, though not ancient, GENESIS engines. GE, naturally, would like to build those engines, as a big order like that would bring in a great deal of money. Further, the arrangement of the MBTA order presents GE with great potential benefits at relatively low risk. If they succeed GE shows off their technology and MPI shows off their new HSP locomotives, and the MBTA improves their service. But if, like some new types of railroad tech, these HSP-46s turn out to be lemons, GE will be rather safe. They could easily walk away with the money for their components, having suffered no real loss. MPI would take much of the blame as primary contractor and builder, they would have to fix the engines and take the hit to their reputation, and the MBTA would be faced with running trains with unreliable locomotives-again. There are risks for the (T) and risks for MPI, but very much fewer for GE, who could corner the market, or make some money on a one-off order. Only GE can know their real plans, and only time can tell the fate of the HSP-46s, but it seems possible that while this could be good or bad overall, it could be great for GE, and so much less dangerous. We'll see.

And so it goes, another week(or three) riding forever 'neath the streets of boston.

The Weekly Ramble

Time for this week's ramble and buy is it ever a ramble. Only a few little things of note have happened in the world of rail vehicles in the past week, at least things that interest me. There was a T-Alert (well, more of a banner headline on the MBTA website) to the effect of bustitution on the Blue Line due to a disabled train at Orient Heights. Funny, the real situation is more often called a 'track problem' by the (T). Hint to the MBTA: Disabled Train ≠ Derailed Train. Yes, that's right, there was a derailment on the Blue Line. Not sure why, but it was an out of service train (going through a switch I believe) coming in from the Orient Heights yard. Caused some delays, probably put more strain on the Silver Lie for all the people going to the airport. Like I was, but not by train. On a side note, Terminal A is really nice, but creepy when it's really empty. Anyway, in national news everyone's favorite National Railroad Passenger Corporation has ad-wrapped a train again. With an ad for the TLC show "Cake Boss". Yeah, great, except for one huge problem. It's an Acela, and they wrapped the windows too. So, you now have a 5% chance of getting an Acela at standard price that features obscured windows. Some would argue that most Acela passengers are businesspeople who are not interested in the view, and that Amtrak needs the money. Maybe so, but some people, even businesspeople, appreciate either a nice view, or just a great amount of natural light. Instead, they get the microwave door effect, if they can see out at all. Amtrak has a bunch of Amfleets, or better yet Horizons, which can be wrapped, with windows so small that they wouldn't need covering. Instead, they tarnish their premier train and brand by covering with an ad that I think would be hard to read at 150 mph. Or maybe that's just me. Not very much else to discuss at this point in the week, saw a few trains, saw a few kinda cool planes. Anyway, that's it for now, be seeing you.

And so it goes, another week riding forever 'neath the streets of boston.

The Weekly Ramble

So, time for this week's bit of lunacy. Today, I went on a now relatively rare trip on the MBTA. This was some time around the early then late-middle afternoon, so I didn't really experience the glory of the Orange and Green Lines at rush hour. Anyway, the Orange Line was fine, a bit slow through the Wellington tunnel (both times), and each stop featured the now-customary lag between the train stopping and the doors opening. On the plus side of the OPTO switch, last trip it seemed that the announcement chimes were identical to the door chimes, a slight problem which seems to have been remedied. Just like the slight problem with 3247's electrics were fixed, so I got to see that old Geep up close today, as it was right near that annoying overpass near Sullivan Square. At North Station I switched to the Green Line, naturally, and elected to skip the waiting E Arborway Heath Street train, as like all Huntington Ave trains, it was crowded. Fortunately it was promptly followed by an empty C Cleveland Circle train led by Breda Type 8 3841, with a hideously worn-looking Type 7 trailing, still in the peeling green scheme. I rode uneventfully to Park Street where I got off, but I did notice that, oddly, the Brattle Loop was completely empty. Really, totally, completely empty. Usually at that time it's full of off peak stored E Line trains, but maybe they're all out at Riverside getting their ACs fixed. Park Street itself was hot, with a lot of rude, impatient people, and not enough fans. On the plus side there was a Type 7 sitting on track 3 above the pit, just like last time I was there. After leaving the subway I eventually made my way down to South Station, which contained MBTA Cab Car 1700, which looks terrible, with many chunks of purple paint having come off. There were also some other (T) trains in, and what has to be one of the last unrefurbished Acela trainsets, led by AMTK 2026. Later I saw more MBTA stuff, namely some buses and then a ferry. Even later I went home, beginning that trip at Government Center. After getting to the platform I again elected to skip the waiting train, a (you guessed it) crowded E Lechmere train. The Brattle Loop was still empty, but I didn't get to see if it was in use, as another Lechmere train arrived shortly, with less people on it. At the oddly-lit North Station, I switched to the Orange Line with only a short wait, and got a seat on the somewhat crowded train near the beginning of rush hour. A Commuter Rail train led by a noisy Geep passed us, slowly, at Sullivan, and then stopped just past the station, maybe due to a fire causing a large plume of smoke near the power plant near the tracks on the Newburyport/Rockport Line. Or, maybe it was just waiting for something else, I really don't know. Eventually I got back to Oak Grove (no thanks to the again-slow Wellington tunnel) and proceeded out of the station. And, as always, someone a few people in front of me stopped and stood on the left side of the escalator. THAT'S JUST WRONG PEOPLE! In four years of leaving that station every day not once has there been a completely clear path up the side of the thing meant for walking. Then, if that wasn't bad enough the stairs out were filled with slow, touristy people who didn't know how to walk quickly, get out of the way, or understand what the words 'excuse me' meant. It cannot be that difficult to NOT take up the entire staircase. Such rude people. Anyway, that's about all of my ramblings for now, so bye.

And so it goes, another week riding forever 'neath the streets of boston.

The Weekly Ramble

So, today's a notable day, as I've decided to start a new item, which I call "the Weekly Ramble". Previous readers, i.e. nobody, will know that I used to do a little piece called the Daily Report, which has since been discontinued. This was originally due to boredom, lazyness, and occasionally other things to do. That won't be coming back, as I no longer ride the (T) or any trains regularly. Instead I have decided that I will write about some train-related topic every week near the beginning of the week. Like today, but not today. I may also interject some other random pieces at other times, but I haven't decided yet. Anyway, you should expect to see the first Weekly Ramble tomorrow or so, unless you count this one as a ramble, in which case you are already reading it. See you then.

And so it goes, another day week riding forever 'neath the streets of boston.

The Ex-Federal (and other such ramblings.)

For those who don't know, the Ex-Federal is not a warped spelling of FedEx, it's my name for Amtrak Northeast Regional trains 66 and 67, which formerly had sleepers and other LD amenities, and were therefore named. The service was once known as the Night Owl, and later as the high-quality and semi-luxurious Twilight Shoreliner. Eventually the train was changed to run only Washington to Boston and vice-versa, becoming The Federal. And then in 2004 or so problems with the Viewliner fleet, as well as other issues, caused the removal of the sleepers from the Federal, though it was thought to be temporary. Just as 'temporary' as the MBTA's infamous E Arborway line I suppose. The name stuck around for a bit, though the train returned to going to Virginia, and currently the only remnant of its former glory is a loooooong schedule and a baggage car. A pity that it's gone, it was a viable route, the sleeper and other cars often had/have passengers, and it was something of a night alternative to the Acela. Amtrak has never been much for utilizing the Viewliners well, especially not on a very viable route with a good potential market. But, this lousy situation could all be changed. Amtrak has just announced an order for Viewliner IIs, including diners, baggage cars, dorms, and most importantly 25 new sleepers. I would think that with a new chunk of cars, Amtrak could spare a couple of them for the Federal. Add back the sleepers, some of the other amenities like some food service (use a surplus diner-light car?), rework the schedule a bit, and the NRPC could have a viable, revenue-generating new iteration of the current cattle-car of the Corridor. We shall see if they decide to restore the sleepers and the status of the Federal, or if they think it is time for the return of the Twilight Shoreliner. It's time for something to change, and it's hard for it to get worse, so hopefully it'll get better.

On the Orange Line

Ah, the Orange Line, the creaky, poorly-rerouted, mildly decrepit remnant of the Main Line Elevated. A truly unique example of a distinctive Boston subway line. And not really in a good way. The Orange Line, as in cars, has followed the example of the Blue Line, this time in terms of operations. The line recently switched from the longstanding operating policy of having a two-person crew, one to operate the train and another for doors and announcements, to One Person Train Operation. In some places, a switch like this would reduce costs, by decreasing train crews and therefore the required wages for said crews. To prevent layoffs, the former guards/attendants could be given customer service jobs, negating the need to hire and train new employees. But this is the world famous MBTA, home of the oldest and least logical transit system in the nation. So with OPTO on the Orange Line, as with many projects, they've bungled it. Again. The (T) seems not to have done much in terms of training, the trains are slower to fully enter the stations, with a notable, if understandable, lag from then till the opening of the doors. Additionally, it takes longer for the doors to close, and then for the train to leave the station, not a concern in normal operations, but what about for an already delayed train? Furthermore, many stations now have personnel on the platforms assisting the operators in door closing, despite the presence of purposely-installed cameras and screens for viewing the doors. All of this combines to form an unpleasant picture. The costs of the OL have not been reduced, the trip times have not been improved, the safety level may have gone down, and there is next to no upside to the transition to OPTO. It really shouldn't be like this. Washington's Metrorail has run with OPTO on every line since its creation. Their stations lack the video monitors positioned near the operator's cab, and most lack even simple mirrors, and many have less lighting than the OL stations. Metro runs many trains with six cars that are each longer than the OL cars, with one operator and few aids. Plus they run eight car trains with the same one-person crew, and they run pretty efficiently, even since the switch to full manual operation. And they accomplish this without legions of platformed employees waving flashlights to indicate the doors are clear. The (T) seems to have transitioned to OPTO on the OL rather carelessly, not bothering to make it efficient, and certainly not exploiting the potential upsides, such as more frequent service. Yet again, the MBTA has proved that while they can make progress in what they do and how they do it, such progress is usually slow, poorly-executed, badly planned, and downright horrifically illogical, and something of a disgrace to the first subway in America, though by no means an unexpected one.

And so it goes, another day riding forever 'neath the streets of boston.

Oh Boy! (Think like that Baltimore weatherman)

We have breaking news tonight, the MBTA Board has approved a rather expensive contract with MotivePower Industries for twenty new diesel locomotives for the Commuter Rail. Really, it's about time they got around to doing that. Finally, something logical is done by the world's most illogical transit authority. Oh, wait, never mind. Nope, as usual all logic is banned from being associated with the (T). Instead of the logical purchase of an MP36PH or maybe an MP40PH, the (T) has gone for a custom design. Because that worked so well for the Bredas. They have ordered 20 MPI HSP-46 locomotives. No, I haven't heard of them either. Essentially, instead of going with a proven locomotive type powered by prime movers closely related to those in their entire existing fleet, the MBTA has gone with some powered by the GE Transportation GEVO diesel prime mover. Which has never been used in a passenger, let alone dedicated commuter, locomotive. With the state of the Commuter Rail fleet the (T) should, but doesn't, think about more than just what any given equipment purchase will cost in and of itself. These new engines may well be like the coming (late) Rotem bilevels, the cheapest deal the (T) could find for their equipment needs. However, their current fleet has its own issues, such as aging cars and locomotives, especially the standard F40PHs, that are almost falling apart. The new engines are expected to be delivered starting in 2013, and it seems with some maintenance the current locomotive fleet can hold on till then, but how much longer? It took the (T) ten years to get the entire Breda fleet into service on the Green Line. The F40s can survive till the new ones get here, but especially with a custom, untried design, there is no guarantee they will work, and work well, the first time. If they turn out good, the MBTA will have made the right decision, and gotten a good deal from the lowest bid. If, however, the HSPs have a lot of problems or are lemons, the MBTA could be forced to rebuild the F40s again to keep the trains running, another huge cost. That doesn't even take into account that all the current engines are very similar, while the new ones will be unique, not just to the (T) but in the whole country. That's reassuring twenty years from now when there won't be a good parts supply. Same for the Rotem cars. The MBTA thinks that given their financial situation they have to take the lowest bid, yet they can't afford to buy custom, untested designs given the state of all their fleets, because it could cost them so much more if their experimental units turn out to be failures. Great, logical thinking, MBTA. Not.

And so it goes, another day ranting forever 'neath the streets of boston.

ENGINES!!

The MBTA, as a crazy entity of state bureaucracy, has a necessary tendency to announce all of what is scheduled to be discussed at their board meetings, to keep people from being able to say that the MBTA did stuff behind people's backs. That's ok, but sorta irrelevant, as a side effect is that I found what they'll be discussing verrry soon. Engines. New engines. It seems the board will be voting on a rather expensive contract with Motive Power Industries to purchase 20 NEW diesels. Unfortunately the MBTA site doesn't bother to say what kind of engines they will be. Could be MP36s, or maybe some extra-powered MP40PH locomotives. Regardless, it's good that this time the generally logicless (T) goes with the established manufacturer, and doesn't go about things in a way that will cause even more lawsuits. More info will be posted as I get it, so it may take some time. In other news, it seems some flash flooding may have redirected the Downeasters to the Western Route, so that's different. Well, that's it for now.

And so it goes, another twenty locomotives riding forever 'neath the streets of boston.

Equipment Updates

So it looks like the MBTA and Amtrak will be acquiring some more locomotives in the near future, I just have to say WOW! The MBTA will be buying/leasing some MP36-3C diesels from Utah Frontrunner, who seem to have bought engines for more lines than exist at present. Ah the beauty of young transit agencies, not jaded and deluded by years of having their circulation cut off. Circulation here meaning money. And for that matter common sense. Anyway, the MBTA will probably be able to actually keep only two or so, but the good news is that they will start out on the Northside! We get some actual, really new equipment up here. Mostly that's 'cause the newbies won't have ACSES, and are therefore banned from the Southside. Funtimes, eh? So, those should hopefully hold the (T) over until they can work out their exacting, bureaucratically-stalled, negotiations for 20 new engines from an as yet unspecified manufacturer. More on this particular subject as events warrant. Track warrant that is. Ha Ha... railroad joke...not a very good one either... Now then, on to the NRPC (also known as Amtrak). AMTK has been looking for some new motive power, specifically electrics to begin to replace the older AEM-7DC motors. Owing to the increasing unreliability of this aging fleet, Amtrak has taken to doubleheading the DC toasters to try to keep the train moving. Apparently they subscribe to the philosophy that if one of the toasters breaks down, the other one, of similar reliability, can be counted on to keep the train going. That's sorta weird logic, but it beats the general illogic that governs the (T) operations around here. So, rumor has it that Amtrak is seriously considering buying some new Bombardier ALP-46A units, similar to those in production for New Jersey Transit, and based off the highly successful NJT units, the ALP-46. Incidentally, the NRPC has run a few original ALP-46s, in the last years of the Clocker service, and it seems they were well regarded by the NEC crews charged with their operation. Reliable unit, in production, good crew reviews. Win-win-win situation. Probably, anyway, at least it isn't the MBTA, where they would take that information and believe it to be nothing more than lies, or diversions. Never underestimate bureaucracy, especially transit bureaucracy. It might seem at times like there's a vast, anti-passenger conspiracy trying to use terrible customer service to drive away passengers. Most of that can just be attributed to inane bureaucratic requirements designed to keep the generally uninformed, but powerful, politicians happy. So, maybe it will be the ALP-46A, maybe something else if Amtrak and their bureaucrats can find a better deal, more on this later. But now, sleeping.

And so it goes, another day riding forever 'neath the streets of boston.

Renovations

So, how long's it been since I last posted? Oh, that's right. Months. Yeah, plural. Like with an 's'. I got bored and then busy, and then lazy. Now however, it's the summer which means not much in the way of regular MBTA rides. But, that's the way it's going to be for a while, so I thought I'd move to a more generalized subject area of the MBTA and other trains, such as Amtrak. I don't know whether I'll be changing any of the settings or the appearance to better suit the new purpose, but don't count on it, at least not anytime soon. Maybe when the (T) gets around to restoring Arborway streetcar service, then I'll make some changes. Yeah, right, I know. Fat chance of that. Anyway, some changes are definitely in store, though probably just in subject matter for now.

And so it goes, another quarter-year riding forever 'neath the streets of boston.

THAT'S NOT GOOD!

OK, SO I FINALLY DECIDE TO GET PACK TO POSTING, AND THE FIRST DAY BACK THE SL'AWNING MBTA DECIDESW TO ANNOUNCE THEIR BRILLIANT NEW STRATEGY!?!?!? Anyway, the gist of the matter is this, the MBTA Central Subway, the main, old, portion of the Green Line, suffers from a great deal of congestion issues, owing to the fact that it is now 2010, and the subway was built in the 1890s to handle streetcars that are tiny compared to the Type 7s and the Bredas. So the MBTA, facing major traffic issues, had a few options. One was to truncate the four branches to NoSta, GC, and Park Street to stagger the line terminals, and maintain full service to Lechmere and North Station via use of a Brattle Loop shuttle. Of course, that is a logical idea. Another possibility was to modernize the stations and in the process make them capable of fitting three car trains, to reduce congestion by reducing the number of trains actually traveling in the tunnel. Also kind of logical. But of course, here we discuss the MB(T)A, and they are completely and utterly allergic to logic, even in the face of eight billion dollars of debt. With all these factors the MBTA basically chose the nuclear option, deciding that from now on, all Green Line service will terminate either at Park Street, a major transfer point for the Orange and Red Lines, or at Government Center, with access to the Blue Line. (T) estimates indicated that the level of congestion will be greatly reduced by this measure. However, this does not take into account the fact that these changes, wich will be implemented beginning Monday April 5, 2010 at the beginning of service, eliminate all Green Line service to North Station and Lechmere. The MBTA explained that passengers could use the parallel Orange Line for access to NoSta, and that there are several efficient bus routes available for access to Science Park and Lechmere. As of today, the MBTA indicates that the Green Line will be officially closed, and the tracks removed, making this a very permanent and horrible decline in the effectiveness and function of the nation's oldest, and apparently stupidest, subway system.

And so it goes, another April Fools Day riding forever 'neath the streets of boston.

The Commuter's Rant, CR Style.

And it comes to that again, the MBTA Commuter Rail is having another one of its periodic meltdowns, which are both extravagantly irritating, and usually completely avoidable. While no rail system is impervious to delays, a well run line can prevent most of them, and cope with the rest. Note, I said 'well run line'. That does not include the (T) Commuter Rail, which is paid for by an incompetent public agency, and run by a profit-seeking company. In the Purple Line's operating structure, the MBTA pays for everything, and owns all of the locomotives, rolling stock, and stations, and basically everything else. With that and a staff of railroad employees, they believe it is best to contract out the operation to another company, who actually runs the trains, and therefore the CR system. Fun. This common strategy can create some problems of different natures, or all of them at times for the (T). One primary problem is that whenever there are delays, such as the massive issues this evening on the Fitchburg, Newburyport, and Haverhill Lines, the MBTA will immediately and loudly point the finger of angry blame at the MBCR, the company that has run the Commuter Rail since 2003. MBCR will inevitably respond by saying that the delays and problems stem from the dismal quality of the CR equipment, saying that the awful locomotive situation is the MBTA's fault for not paying for new equipment, especially after last year's fiasco in which the (T) tried to get new engines, and wound up facing a lawsuit if they took either bid for the contract. The new RFP due date again got pushed back to next Friday, though that is highly unlikely to happen. So, no new engines in the visible future. Complicating this is the noticeable evidence that the MBCR is not hugely concerned with the smooth operation of the system. This is quite understandable, as they are a for-profit company which wants the money, and is performing well within the MBTA's rather less than ideal (read: appalling) performance standards. I realize this post is kinda ending abruptly, but I have to organize some more rants on the Commuter Rail, which will come this weekend.

And so it goes, another day delayed forever 'neath the streets of boston.

The Brattle Rant, Part Two

So it's been a bit, but here is the more helpful end of the rant about the Brattle Loop. As is somewhat obvious, said loop is always parked full of trains during the day, and they are then removed at rush hour to be put into service to handle the ridership levels. However, the insanity of MBTA Logic renders the (T) incapable of realizing that it would be just as easy to put the trains in service at Government Center as anywhere else, but they would gain a distinct advantage if they were to do so. In putting the Loop in service, they would instantly gain the benefit of having more trains running to North Station to serve people on the GC-NS route, which is currently served by the two lines with the fewest trains. Additionally, using the Brattle would take some of the pressure off of GC, which already has issues when NoSta and Lechmere trains are forced to wait for the GC trains to unload before they can move up. With the Park Crossover that would mitigate this problem not being built yet, using the Brattle Loop would allow for the (T) to help the crowding situation by taking a NoSta or Leech out of service at GC, and directing outbound passengers to the Brattle platform. This would have the fringe benefit of reducing the crowding factor on some trains, especially the Leeches, which often pick up everyone, and some people would skip them in favor of a GC train and switching to the Loop. I would favor using the loop for service all day, as a shuttle could easily be run with maybe six to eight cars, turning at Lechmere or North Station and the Brattle Loop, and significantly improving service on the Haymarket end of the Central Subway with a solution that requires no construction, and only a little more effort and a few trains. At the very least, the MBTA should get into the habit of putting Loop cars into service in the afternoon, AT GC, so that they do not run empty while there are people waiting across the platform. The most irritating thing is that the Loop is used, if sporadically, for service, but no one realizes that it would be a great help every single day, not just FirstNight or when something goes wrong. The Brattle Loop represents a logical solution for the Green Line, it is already there, won't take or cost much to operate, and would provide much more in benefits than it would cost to the passengers of the agency that claims that it is 'Driven by Customer Service'. Oh, there I go again, using that silly 'logic' again, this is the MBTA, they couldn't comprehend a logical idea. Hopefully, someone besides me will realize that maybe using the Brattle Loop would be a really good thing. That'll be the day, until then, GRRR!

And so it goes, another day parked forever on the Brattle Loop 'neath the streets of boston.

Not Good

Only one word may possibly describe the politics of this state at this time, well maybe two: ABSURDLY CONVOLUTED!!!!!!!!! If people would be intelligent enough to look at various candidates, and their positions on actual and important issues, relative to the general and historical mindset of the region, then we might get some good politicians, maybe ones that would bother to help the Commonwealth, and its horrendously debt-ridden MBTA. It is really quite annoying to have people be able to choose part of the future of the state, based on whatever propaganda the media decides to issue. Anyway, I was hoping to not have to rant today, but obviously that didn't quite work out. I like ranting though, and I should be back tomorrow with some type of rant aimed back on track at the multitude of failings of the (T), until then, GRRRRRRRR.

And so it goes, another three years riding forever 'neath the streets of boston.

The Daily Report

Sorry for the lack of updates, but i've been both busy and annoyed lately. Annoyed on account of the fact that a number of idiots in the state are trying to ruin its political prospects by electing a REPUBLICAN SENATOR. FROM MASSACHUSETTS. Like he would be much help when the MBTA inevitably needs to get a federal bailout. Sorry. Rant over. Ok, so this morning, the (T) site said 20-25 minute delays on the Orange Line, so I took alternate transportation. In the afternoon, I went to Copley as always, and it was moderately peopled, a little more than normal, but not much. As I was walking down the platform, a train came in and decided to go out of service, AT COPLEY. I have a sneaking suspicion that it came off the Huntington branch, as it immediately disgorged a very large crowd of rather confused passengers, adding considerably to the platform crowd. Then after that train left, a Lechmere train came in. Packed to the gills, and completely impossible to board, so i skipped it out of sane reasoning and a desire to live till at least Saturday. Then three Government Center trains came in in a row. Fun times. Then and only then did a North Station train come in, and it was a slow journey behind the GC trains. But, because I was early and it was late, I made a good connection to the Orange Line, to begin stage two of the afternoon annoyance phase. First, on approach to Community College there was a NEMC-like stop characteristic of speeding, or when the train loses the ATO code. After that, the train then decided to overshoot Sullivan and then back up. And once again dumped the breaks while entering Wellington, before almost doing it again near Oak Grove. Really good way to run a subway, MBTA! So, over this long weekend and next week I will probably post a description of some MBTA terms, and maybe a rant or two, and hopefully not one on wednesday. Until then, be seeing you, and don't vote for Scott Brown!

And so it goes, another week riding forever 'neath the streets of boston.

The Daily Report

And here it goes again, another FRIGID week in Boston. Today started, unsurprisingly, with an Orange Line train that was both cold and late, though it was more cold than it was late, which sort of made up for the temperature issues, though one would think that the MBTA, which operates in winter every year, would remember one of these years that when winter inevitably rolls around, it gets cold outside. Duh-uh. Anyway, in the afternoon, later than normal, though actually normal for Monday, I go through the very cold air to Copley. And wait as two Government Center trains pass through. Yay. Then, after another little bit, a Lechmere train comes in, and in practice with Huntington Line Standard Operating Procedures, it was beyond PACKED. So, I didn't get on it, preferring to take my chances with the next train in the tunnel, with an unreadable sign. Luckily, the transit gods were not paying attention, and therefore allowed the next train to be a NoSta train, and nearly empty at that. So having gotten on a train, it was time to once again travel through the oddities of the Central Subway. At Arlington, on the Outbound side, there was a SINGLE Type 7 in the green/rust scheme, looking old and crowded, and this was shortly before the onslaught of rush hour, and they were running SINGLES. Kinda not well thought out. LRV 3417 (rerailer) was in its normal place, though with all its lights on, and I could ascertain that it now carries 'No Passengers' rollsigns, unless of course the car had been secretly replaced with 3453, which incidentally was gone from Boylston, though the other equipment remained. At GC, a double-7 train was parked at the Brattle Loop, and, led by the very rusty 3671 it later went light through NoSta. Stupid MBTA Logic. Also at NoSta, a single Breda was observed in service as a Lechmere train, after 4 pm. Fun. Orange Line was fine to conclude a mediocre monday. Later this week I expect to present an article about some various MBTA terms, and maybe a commentary on passengers, so that's what's ahead. Plus a Breda.

And so it goes, another day riding forever 'neath the streets of boston.

The Daily Report

Soooooo. As usual today started with the Orange Line. And as usual it was fine. Done with that. In the afternoon, I went to Copley a little later than usual to go home. Fortunately, there was a North Station train led by 3893 that kindly waited on the platform with the front door open for a number of passengers scrambling to get to the train. If only that happened more often. Unfortunately, through a combination of passenger behavior (a topic I will go into detail about at a later date), and the design of the Type 8, it was impossible to leave the front section of the car, despite open space in the rear, as people would and could not easily move out of the way. Typical. Anyway, the same equipment as yesterday was stored in Boylston, so nothing new there. However, the interesting bit of the day was Government Center. As my train sat in the station, a train led by 3894 moved in on the Brattle Loop, but unfortunately it seemed as though it was not put into service, as is horribly typical of the useless MBTA. Grrrrr. Also in the oddity column was the presence of a Boston College bound train, at NORTH STATION. Sometimes that happens in the early morning, but at four in the afternoon? Weird. The OL was also fine in the afternoon, as were most of the lines, given that the transit gods were completely occupied with a spontaneous fight with the railroad gods, requiring the intervention of the Transit Police. Actually, the situation has not been clearly defined, but there was at least one platform at NoSta's commuter rail terminal that was blocked off by the transit police. Interestingly that platform served the Downeaster, which may have been cleared of passengers by the (T) Police. They also managed to delay ALL of the Northside lines this evening, much to the delight of the weary and annoyed commuters. Whether this was a possible emergency or maybe the Transit Police just being kinda annoying, I do not know. Though, the MBCR has just gotten another extension, and with that they have nothing to worry about until the 2012 bidding, so they basically have free reign to inconvenience the customers, as they call them, with little fear of reprisals. Maybe they just used the transit police to do it for them, I dunno, but the police can already be a bit inconvenient, especially when they decide it's time for a 'random' bag search that has almost no chance of providing any real help whatsoever. Oh well, whatever pleases the politicians whose corrupt ways leave the (T) in financial limbo. To conclude, I have one prediction for the MBTA in this new decade: DOOM. See ya!

And so it goes, another day riding forever 'neath the streets of boston.

The Daily Report

Happy New Year, and say hi to the first Daily Report of 2010, yay. The day started out as most do, with a morning ride on the Orange Line from Oak Grove to Boston. Fortunately, the OL was fine this morning, and on time, though I was running a little late. As you will see shortly, the transit gods certainly overlooked the OL today, leading to clear conditions and good service, for the (T). This afternoon's Green Line ride was also on time, though there were a few points of note. First, I took a Lechmere train today, as there were no trains in the tunnel, and the train was remarkably uncrowded for a Huntington Ave Branch train at that hour. Weird. Additionally, the several lights of a weird lower room in the tunnel, quite close to Boylston past 3417, were on again, which is rather unusual, though by no means unheard of. Boylston itself was also a picture of oddities, as the wall track on the outbound(westbound) side was filled with work equipment, including a large white and yellow machine of unknown type or number, the green wire car often found there, and most importantly, the MOW Boeing LRV 3453, the green one with some original plug doors. It has inexplicably been parked there intermittently for a while, maybe the Reservoir cold was taking its toll on the old Boeing. Cool. The Brattle Loop was again parked full of trains, following MBTA logic which does not allow anyone to think that if they use the loop on FirstNight, maybe it would be useful on Every Night. Figures. Anyway, my second OL train was on time at NoSta and had plenty of seats, which of course is because the transit gods were today focused on the Blue Line. The Blue had the major problem of the day, as a 'disabled train' here meaning one stuck at Maverick without power, held up the line for two-plus hours, leading to bustitution between GC and Airport, while the passengers were stuck in the tunnel on the train for around two hours. As MBTA delays go that is kinda a bad one, especially for the usually-good Blue Line, which only infrequently appears on the T-Alerts page, especially compared to the Red. Evidently the transit gods saw fit to mess up the Blue today to try and even the balance a little, I just hope they keep away from the Green tomorrow. In other news, the Red Line had some minor problems, and the Commuter Rail isn't doing all that great today, but all in all, if the Blue Line didn't get you, the (T) was relatively OK today. The Daily Report is now officially back from its holiday hiatus, and will be back tomorrow and beyond.

And so it goes, another day riding forever 'neath the streets of boston.

FirstNight Report

First, I want to wish you a Happy New Year, and welcome everyone to 2010. Now, back for a moment to 2009, for a report of my little adventure on the MBTA tonight, for a trip to the fireworks. So, going in a little before six was fine, with not very much in the way of crowds on the Orange Line, though there was a small crowd on the NoSta Green Line platform. While waiting for a GL train, an OL train passed through the station on the outbound (northbound) out of service. I can see positioning it for inbound service, but it could have run in service with not a great decrease in speed. Odd. Anyway, I took a Breda to Government Center, and then proceeded to the fireworks and festivities. Heading back home around 8:30 ish, having passed through the free faregates, I managed to miss a Lechmere train. This makes me officially the luckiest person writing on this blog. Having missed said Lechmere, I was of course forced to wait for another train bypassing GC. Soon enough came a screech, similar to that of the trains heading out en route to Park Street, however this particular curve screech was different, a bit higher pitched, and quite unusual. The source soon revealed itself as a Type 7-Breda combo led by 3705 pulled in on the Brattle Loop, signed for Government Center, though it soon changed to Lechmere, with the (T) employees telling everyone on the platform looking for eastbound service to take that train. I was expecting service on the Brattle Loop today(yesterday), as that is typical on New Years Eve due to the heavy ridership and logistical issues, and I was glad to get to ride it. However, it still irritates me that though they are capable of using the Loop once a year, they do not take logic's next step and use it ALL THE TIME, as MBTA logic prohibits any action designed to improve customer service. Duh. Anyway, the day, and year, were well finished by a trip on the Loop, though an attempt to take a train on the other half was unsuccessful, as none were headed only to GC. Anyway, a good trip on half the Brattle Loop, and a Happy New Year, hopefully 2010 is the one where the MBTA decides that use of the loop is a GOOD IDEA. See you in 2010!

And so it goes, another year riding forever 'neath the streets of boston.