It’s not too luxurious, but it’s the type of quality of a nicer place I like

In terms of two (one with a branch and another considered) lines actually being true metro, maybe. However Madrid's metro has 5 trolley lines and they are classed as Metro (ML1 is apart of the main city zone and then Metro Este is made up of the other 2 lines), so its not unheard of to combine trollies/trams/light rail and heavy rail metro under a "metro" brand

I think its one of the numbered routes, but it does look like the city takes care of their old expo grounds

Already in the queue. With the merger, It was kind of immediate to do

Ocean County is technically South Jersey, but it feels more central. There is a plan to add another branch either off the corridor or North Jersey coast line to Lakehurst, possibly via nearby Freehold. One of my ideas was to double 317 frequency between Philly and New Egypt, then this new route (lets say they reuse the 318 number) to continue to Freehold, although the 317 would already connect to the line in Lakehurst regardless of the routing they decide on between Farmingdale and Rahway

This is in addition to an east-west service on/paralleling I-195, which would benefits of being a circumferential route between Trenton and Asbury Park, connecting the regional rail branches along the way. Even if off season is more or less a feeder service on each end with almost no travel in between

Yes, the ROW was completely private and had no at-grade crossings or street running. There was a bridge over Sugartown Road in Strafford* which connected to the next-to-last station, and another, longer bridge over Lancaster Ave. (Route 30). From there the line curved up to a terminus parallel to the PRR. (*) rather than "Stratford".

Both Norristown lines (the P&W interurban and the RDG commuter rail) met Lehigh Valley Transit (the Liberty Bell Line) at Norristown. From there the LVT went north to Allentown. Parts of the ROW are still visible north of Lansdale. The LVT ended service in 1951. Reportedly the closure was so abrupt that passengers were left stranded at stations, waiting for cars that would never arrive.

During the initial 4 episodes in 2022, I brought up a few cases where there are parks on active passenger rail corridors, but there is no stop nearby. California's Great America is the only case where you can walk to an Amtrak station to a theme park. Elitch Gardens, for what its worth, is actually pretty close to Denver's main train station, which has both regional service and the daily California Zephyr-which is considered the flagship long distance route

@@history_leisure You can also walk to Mt Olympus from an Amtrak station, I wonder if anyone has tried that 😆

@@blathersb Maybe Coaster Dash since he went to the Dells last summer, then again the Empire Builder he wanted was delayed. The new Borealis should be more reliable since the segment to St. Paul tends to be and technically it’s not add a train since it’s just an extension of one of the existing Hiawatha trains that goes between Chicago and Milwaukee. BNSF and CPLC are the “nicer” Class I’s, so that also helps

Same here. I'm a coaster enthusiast, urbanist/passenger train enthusiast advocate and I wish we could improve getting to parks without a car. I used to dream when I was at Hersheypark of being able to just get on a train at the end of the day after taking my last ride on Great Bear or the Comet. You pretty much have to have a car to go to my local Six Flags unless you live nearby and can take a pretty infrequent bus line that actually has a station that would put you closer than the parking lots, even the preferred one. Maybe Brighline could set a new example with the Tampa Extension. It's interesting how much of their leadership team came from the theme park industry.

@@brianhubert8418 and the bus service to Harrisburg is very spotty as is. Even if it was designed to connect to every Amtrak train (14 on weekdays and 8 weekends), that would do. However, Harrisburg dropped the Hersheypark shuttle with the pandemic, so they don’t see it as worth the money I guess

There's something else that's probably worth more and more easily shipped

The closed captioning is just BIZARRE. One of the phrases said "sudden pervert". I'm goin' somewhere else.

I would like if it connected to the Norristown line at Manayunk instead of after it, but it would be a tight turn. I thought the Frankford and Delaware loop was older so it fit with a branching system like the 101 and 102/Delco line or the High Speed Line/Monto line-which added more credence to the idea (it made sense for it to exist besides "highway widening")

NJT would run a shuttle from Pennsauken TV to Haddonfield, which is the choke point. Problem Solved.

Haven't been to DE in years but if NJT is using 30th street every 2hrs, you could start by slotting a Delaware service in the other 2hrs and see how it goes

@@history_leisure I think they need service as far south as Dover would work

Do C7 trains tend to become C1 trains like some C2 trains will become C8 trains tho? I assumed C7 & C1 trains terminated at Principio Pío with only C10 through running to Atocha

@@history_leisure That's correct, although the C2 doesn't become the C8. Instead, when they reach Chamartín, they become C2 semi-fast services via Fuente de la Mora back to Guadalajara, avoiding the city tunnels (the white line on the map). The C8 goes all the way from Guadalajara to Cercedilla without becoming other routes, except for one service each day, which becomes a regional/MD service to Segovia once it reaches Cercedilla.

Thanks. I’m going to the Palace tomorrow, not sure if I’ll be able to record that