Single track rapid transit

I am searching for examples of both LRT and HRT single track (or significantly so) operations

A lot of LRT lines are built with substantial sections of single track, with the possibility to infill later. I know portions of the Baltimore and Portland systems were built that way. It pretty much limits you to headways no shorter than 10-15 minutes, so it's hardly worthwhile for most systems.

I don't know of any HRT systems with single track for any substantial section - only shuttles, terminal stations, etc. By the time you're spending the money for HRT, you're expecting high enough ridership that you're going to be running much more frequently than single track can support.

Terminal stations are what I am looking for. Working with some college students on possible OL extension in Boston.

One end(presently the Needham CR line) is a single track across a large swamp

New Jersey Transit has several heavy rail lines with many miles of single track, with passing sidings here and there along the way.

NJT doesn't operate any heavy rail. The RiverLINE and HBLR are light rail. PATCO and PATH are not operated by NJT.

Forget replacing the Needham Line with an Orange Line Extension, What should happen there is a rerouting/extension of the Needham Line over the former Millis Branch ROW to Millis or Medway

SEPTA routes 101 (Media) and 102 (Sharon Hill) are single track on the outer portions beyond Springfield (Woodland Ave.?) on 101 and Aldan (North St.) on 102, which permit only 20-minute headways in that territory, and 101 requires an intermediate passing track to permit that. Of course single track with passing tracks inevitably means that if one train is late arriving at a meeting point, both trains are late leaving it. If single tracking is being considered it's important to note that providing two tracks at the end point permits one train to leave as another train arrives (not possible on 101 or 102), which can help in recovering lost time.

The EGE wrote: ↑Fri Aug 26, 2022 3:16 pm A lot of LRT lines are built with substantial sections of single track, with the possibility to infill later. I know portions of the Baltimore and Portland systems were built that way. It pretty much limits you to headways no shorter than 10-15 minutes, so it's hardly worthwhile for most systems.

Baltimore's LRT was built so that they had a lot of single-track lines and headways of 7.5 minutes... but it was also built on pure politics and a floated bond. The bond's been paid back for quite a while, and they got Federal funding for double-tracking all the way up to a small section where there isn't much room for another track.

Although it is not rapid transit, is the Brightline extension from Cocoa Junction to Orlando instructive (ROW is built for double tracking, but single tracked for IOC with double tracking planned for FOC)?

The Portland TriMet Red Line has two short sections of single track (one at the northern end and one where it splits from the Blue Line) that have been in place since the line opened, but which apparently are being double tracked after 20 years.

Doverites would NEVER allow the return of rail, and Needham Line gives a very low ROI for the mess it makes of the NEC.

The people of Hingham and Scituate tried and failed to stop Greenbush, now the line has been open for 15 years, why would it be any different with Dover? Obnoxious NIMBYs are only a problem if they are allowed/enabled to be, they can be negotiated with or just downright ignored like the Easton and Raynham SCR NIMBYs are right now. If we feared a reactionary NIMBY movement for every project we proposed, we would never get anything done because there are always naysayers, no matter what.

Trinity Railway Express (heavy commuter rail) is still single track for almost all of the trackage inside Tarrant County and portions in Dallas County. There's room for double track, but having to bridge an eight lane expressway and a river tend to dampen the hopes of that actually happening.

Denton County Transit (A-Train) is almost all single track between Trinity Mills (Carrollton) and Denton, with a passing track at the south end between their maintenance facility Hebron, and another at the north end near MedPark. They use Stadler DMU's on a 30 minute headway. Probably one of the worst thought out transit systems I've seen -- it leaves from Downtown Denton (over a mile from the University of North Texas and it's 10,000+ commuter students), and terminates at a DART Green Line station.... it forces a two or three seat ride on anyone commuting to the campus.

TexRail is also almost all single track running between downtown Fort Worth and DFW Airport via Grapevine (former Cotton Belt). They use Stadler FLIRT's, as will the proposed DART Silver Line that will also run on the former Cotton Belt to form an east-west line from Plano to DFW. Plans are for that to be double tracked, although the current ROW is only single-tracked at the moment.

DCTA bus service looks to be based around connections to the rail line.
The service could stand to be at least 3 trains an hour, including on Saturdays, with Sunday service. Extended down the Green line, to connect with the silverline.
Add, most expensive, tunnel under oak or hickory. The tunnel can be single track with passing sidings at stations every half mile, going under unit campus.

BMT Franklin Shuttle is partly single track, with a 1999 reconstruction to rationalize operation.
The Franklin Avenue terminal at Fulton Street is single track.