I'll go look for the Hartford Line thread and if there is one, the discussion should continue there.Governor Dannel P. Malloy today announced that a joint venture of TransitAmerica Services and Alternate Concepts has been selected as the service provider that will operate and manage service on the CTrail Hartford Line
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I don't think the planned new casino in Springfield is the reason for routing passenger trains via Springfield. There were umpteen other reasons that favored Springfield over any other routing to Montreal.Safetee wrote:the best, quickest, least expensive route with the best boston, cambridge, and maine connections from Montreal would be to jump on pas at Greenfield and head east. Unfortunately, the current "planning" in west mass is to do whatever is possible to get folks to the new casinos in Springfield and that means folks from Boston and Montreal connect by going to Springfield by train directly.
http://www.massdot.state.ma.us/northern ... ments.aspx
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No, the best, quickest, least expensive route Boston-Montreal is to (gently) subsidize bus(es) running express on the highways we already have. Adding trains is about increasing the usefulness of the network we already have, which is more about the towns along the line, rather than the endpoints, and for that, you need to go through the hub, in this case, a hub at SpringfieldSafetee wrote:the best, quickest, least expensive route with the best boston, cambridge, and maine connections from Montreal would be to jump on pas at Greenfield and head east.
As linked, the studies favored Springfield because it is a natural hub for intra-regional travel, as both a decent-sized O/D itself, and along naturally-busy lanes of demand, and strong bus connections to all of Western Mass. #1 Rule of Hubbing: don't bypass the hub.Safetee wrote:Unfortunately, the current "planning" in west mass is to do whatever is possible to get folks to the new casinos in Springfield and that means folks from Boston and Montreal connect by going to Springfield by train directly.
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That is the reason for the stops at population locations and not quickest route. Doing a hub at Springfield just makes another route feeding two others. Who knows maybe even connections from Albany can happen for the LSL and a future another train ? That way 4 routes converging ? Only WASH, LAX and CHI have that 4 route metric.
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It's the network.
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If the Capitol has any intermediate demand, that makes it second to the trivially all-end-to-end Auto Train...east point wrote:Why are there some persons who think a route is only end point destinations. Most routes the passengers are going from intermediate to intermediate points. Of course some from intermediate to end and a few end to end. Believe the capitol has the highest % of end to end.
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for some reason people think that springfield is a done deal. i tend to think that when the costs of double tracking the b&A from springfield to worcester is figured in which is necessary because of csx volume, and the redoing of the framingham bottleneck which might mean a tunnel plus the fact that south station is already maxed out for capacity, suddenly Montreal to Boston via Greenfield doesnt look quite so crazy. throw in direct connection to maine service, how much is south to north station going to cost, yes then all of a sudden Greenfield is the pareto efficient path.
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The express buses will shape-shift into other segments, and probably carry as many if not more passengers overall despite the train taking a share of their former market. But they won't carrying each and every transit demographic by the same margin as before. For example: the Pike corridor, currently dominated by higher mainline Peter Pan/Greyhound fares and not a whole lot of heavy discounting, may open up to becoming much more competitive for the take-it-or-leave-it Bolt ultra-discount tier like the more cutthroat I-95 corridor is. In similar (if much more muted) way that the I-95 bus market shape-shifted after the NHV-BOS electrification and Shoreline upgrades substantially expanded the NE Regional schedule. You've got exploding college enrollments in Worcester, MetroWest, and Knowledge Corridor; plenty of profits to be had with bottom-discount / take-it-or-leave-it schedules. But strict punctuality...and the highest-tier fares that can command...isn't something the bus carriers will ever be able to guarantee again with the permanent traffic conditions they have to contend with. So the high ground, the audiences that rely most on punctuality, and some of the premium profit-taking that the carriers have been making easy over the years...cede to another mode. That's not a "win" or a "loss"...it's just evolution of the business. I-95 NHV/NYC-BOS didn't stop being a hugely profitable bus corridor when post-2000 Amtrak started getting very convenient...but its makeup changed because of what value proposition the train mode could guarantee to certain audiences vs. what the shape-shifted bus market could. The Pike/NNEIRI corridors + Springfield hub will evolve the same way with plenty of spoils to go around as exploits get more aggressively pursued.