adasmith.bsky.social

Has anything been written about this topic? Apart from you and @a320lga.bsky.social? Especially historically. Can’t find much

Was there ever such a thing historically as freight rail oriented industrial development policy?

I think domestic contractors/construction industry would need to have the requisite expertise/scale in lower complexity infra first to build up the org capacity

Syria can 100% do this with Turk support

Places like Nigeria/Kenya that still use Chinese contractors for basic road works have issues.

How down bad do you think forever developing countries that still do foreign turnkey for basic construction projects like highways and conventional rail lines are?

One like = one hot take on any subject (such as urbanism, the EU, Israel, RPGs, or trains).

Where would you even put all these cars? How many of these apartment have underground parking?

The main issue is lack of off street parking right?

Makes sense. Even a viaduct would prob lead to exploding costs/nimbyism compared to just putting a tram up. But afaik a tram line can't really match the Tod, ridership, urbanism or modal share of conventional rail in new development/suburbs & future conversion is prob unlikely.

(deleted the post with all the tags, did not think it would disappear the thread, still new to bluesky, oh well.)

My main gripe I guess is that why can't a Ubahn type system run partially overground, partially on viaducts with strategic over/underpasses etc if full length undergrounding is not viable right away? Like some stadbahns where ballasted tracks are right in the median or the many Japanese examples.

Anecdotally Ive read quite a few complaints about overcrowding and crush loading from the successful high riderships modern tramways. Reminds me of how riding a high ridership “true brt” system is a terrible experience.

A modest high floor system with a segregated ROW, signalized intersections and provisions for long platforms can carry 2-4x the passengers at the least.

More reliability, complexity and cost issues in rail track and bogies. Can’t handle capacity spikes well, can’t expand capacity meaningfully. In many cases they are slower than buses on a similar route.

What is the point of limiting the potential of a nearly exclusive ROW with the many bottlenecks of a low floor tram by design? Narrow because of width constraints, slow especially in stations and pedestrian heavy zones due to high ROW permeability.

Many of the new Greenfield tramways in Europe run on wide open corridors, with nearly exclusive rights of way and only short mixed running sections.

Is there such a thing as a modern European “tram brain”? That is, the overuse of modern tramways in places where conventional rapid transit would be more appropriate? I’m not talking about legacy tram systems here.

YouTube video by NKY Railfan Rail Yard Humping Vs Flat-Track Switching: A Tale of Two Yards

No problem.

You might know this already but there a few videos on YouTube of classification yards in North America in operation.

youtu.be/DvnRxsW0GzA?...

*Tyler Dick

Took me a little while to figure it out haha

Thanks

Fascinating thread, is your thesis public?

But of course, it's only natural I think for every developed country to have a serious Ameriboo faction, especially one with such a history with the US.

Tbh I am more interested in what they have to say about their housing and transit typologies compared to its neighbour Japan.

I wish I could read what Korean urbanists and transit nerds complained about. Would be fascinating.

It’s seems like all architectural pavers, blocks and slabs have a dull greyscale to them no matter the colour. Where as in Europe it seems like the pigments are more vibrant? Idk

I think it might be because the concrete mixes and technology is more primitive here and the market more monopolized.

Is there somewhere to learn more about this, specifically related to France? Especially interested in the technical education aspect.