Location: Derech Yafo (Jaffa Road) at Shlomtzion HaMalka, Jerusalem, Israel
Operator of Vehicle: Citipass
Date of Photo: June 2, 2016
Summer in Jerusalem means there’s a pretty good chance there’s a festival or two taking place in the evenings, and my favorite of them all is currently ongoing. The Jerusalem Light Festival, which has taken place each summer since 2009, will be illuminating the Old City of Jerusalem through Thursday evening, July 4. As a photographer, it is lots of fun to wander through the Old City and around its walls, capturing the dazzling displays which are so different than what one typically sees when traversing these areas any other week of the year. In 2016, the festival extended down Jaffa Road towards the present day city center, and some of the the light rail trains themselves got in on the fun by having strings of lights placed along their rooflines. Here is a photo of one of those trains passing by a model Eiffel Tower. If you’re able to catch one of the remaining nights of the festival, I highly recommend it!
For more photos of the Jerusalem Light Rail, please click here.
Location: Chapel Street at College Street, New Haven, CT
Operator of Vehicle: CTtransit
Date of Photo: June 2, 2019
One should always travel with his or her camera and expect the unexpected! A flight cancellation last week resulted in my driving from the DC area to Boston and back again, so instead of spending this past Sunday in Boston, it was spent working my way south along the Northeast Corridor. When Mrs. Oren’s Transit Page suggested we stop for lunch in New Haven, I was able to get my first CTtransit photos. I know very little about the system and certainly had no plans to be building out a CTtransit section on this site anytime soon, but sometimes life throws curveballs at you and you find yourself with an opportunity to photograph an agency you did not expect to. Be on the lookout for this new section, including photos from the Shore Line Trolley Museum, in the near future!
Location: National Airport Station, Arlington, VA
Operator of Vehicle: Washington Metropolitan Area Transit Authority
Date of Photo: November 27, 2003
The DC Metrorail is known for its uniformity. Out of the 91 stations currently in service, only two of them have two platforms served by three tracks: West Falls Church and National Airport. The center track at the former station typically only gets used by trains pulling out from or pulling in to the nearby West Falls Church yard. However, the center track at the latter station has seen daily use every few minutes at several different times in the station’s 42 years of service.
The most recent of these circumstances is ongoing. Since last weekend, the six stations south of National Airport are closed for platform reconstruction that will last until early September. As a result, for the first time since 1983, National Airport is the last stop for all Blue and Yellow line trains in Virginia. According to The Story of Metro by Ronald H. Deiter, it was not uncommon during the period that National Airport was the last stop for all trains from 1977 until 1983 to see two trains moving through the station in the same direction simultaneously. The reason this would occur is that there is no direct crossover from the outbound track to the inbound track, and there was not necessarily enough time between trains to have a train arrive on the center track, drop off its passengers, pick up new passengers, and head back towards Downtown DC. As a result, the following moves would occur:
A train would arrive on the outbound track and discharge its passengers.
The next train would arrive on the middle track and discharge its passengers.
The train on the outbound track would proceed south of the station.
The train on the middle track would proceed south of the station and cross over to the inbound track.
The train on the outbound track would reverse direction and reenter the station on the middle track to pick up passengers.
The train on the inbound track would reverse direction and reenter the station, staying on the inbound track.
Both trains would collect new passengers and proceed in to Downtown DC.
If steps 3 and 4 or steps 5 and 6 occurred concurrently to each other, you had the two trains moving in the same direction through the station simultaneously.
Metro seems to be using only the center track as much as possible so we may not see this scenario play out in the next few months, but perhaps some lucky railfan will observe it. After all, luckily running into the unexpected is one of the joys of this hobby. That said, you will not be able to run into a 1000 Series car, like the one seen here, anytime soon. Those have all been retired.
Also, for anyone wondering, the other times the center track was used on a regular basis is between 1983 and 1991 when Blue Line trains terminated at National Airport but Yellow Line trains continued south to Huntington, and in late 2002 and early 2003 during platform canopy construction to extend the station canopies to the north entrance constructed when the new airport terminal opened in 1997.
For more photos of WMATA’s 1000 Series Rail Cars, please click here.
Location: Green Street, Boston, MA
Operator of Vehicle: Massachusetts Bay Transit Authority
Date of Photo: May 2, 2011
In the early morning hours of May 1, 1987, the MBTA Orange Line operated on its original, Washington Street elevated route for the final time. The Orange Line (then known as the Main Line Elevated) originally included three elevated sections. The Atlantic Avenue Elevated was truncated to a shuttle in 1928 and closed entirely in 1938. The Charlestown Elevated was replaced by the Haymarket North Extension in 1975. And the southern portion of the Washington Street Elevated route from Chinatown to Forest Hills, passing through the South End and Roxbury along the way. MBTA crews worked over the weekend to tie in the Washington Street subway with the Orange Line’s new alignment that used the Southwest Corridor that had originally been built for I-95’s planned route through Boston. The new alignment opened on May 4 and remains in service to this day. I took this photo exactly eight years ago at the Green Street Station, one of the new stations along the Southwest Corridor alignment.
For more photos of the MBTA Orange Line, please click here.
In addition, you can see Boston TV station WBZ’s coverage of the last Orange Line train via the Washington Street elevated route in this video clip:
Note: Some of the information in this post was changed based on corrections provided from a reader on May 7, 2019.
Location: East 42nd Street at 3rd Avenue, New York, NY
Operator of Vehicle: MTA New York City Transit
Date of Photo: December 12, 2012
It is hard to believe, but the end of an era for public transit in New York City is approaching in just a matter of days. The last of the venerable “RTS” buses, which have been transporting New Yorkers around the five boroughs for thirty-eight years, are due to be retired in the coming days. The RTS was first developed by GMC’s Truck and Coach Division in 1977 and New York City Transit took its first delivery of RTS buses in 1981. These buses were able to be recognized by their rounded, futuristic looking fronts, especially when compared to the “New Look” buses that made up much of the fleet when the RTSs were introduced. Between 1981 and 1999, a total of 4,877 and RTS buses were ordered from three different manufacturers (GMC sold the rights to the RTS design to TMC who later transferred those rights to NovaBUS). These buses were also the first buses to be equipped with wheelchair lifts, and helped New York City Transit become one of the first agencies of its size to have a 100 percent accessible fleet. Today, there are only a handful of RTS buses remaining in service in New York City, and it is expected that the remaining units will be taken off the streets by May 10, if not before then due to the fact these buses run on diesel fuel, while newer buses are powered by compressed natural gas or hybrid engines.
New York certainly isn’t the only city to have operated the RTS, but it is certainly the city I associate most with this model of bus. These buses were everywhere when I would visit family in New York in the 1990s, and while I knew my “home” agency of WMATA had some as well (and they often served routes near where I grew up), I didn’t expect to ride them all that often whereas getting anything but an RTS in New York was a notable event. I can’t say they were my favorite New York City buses, although I always loved the single seat on the right side just in front of the rear door. I found the rear door lifts to be annoying as a passenger (it could take a long time to load or unload a wheelchair compared to a bus with a front door lift) and the narrow front door and stairwell was not easy to navigate when traveling with luggage or bulky items. Over the years, New Flyer D60HFs, Orion Vs, Orion VIIs, and NovaBus LFSAs have come to dominate the routes where I stay most often in New York. The photo featured this month is one of the last ones I ever took of an RTS in New York, and I took this photo over six years ago. I believe the last time I rode an RTS in New York City was in 2014. It just goes to show how much the New York City bus scene has changed in recent years. However, I don’t expect the association between the RTS and New York City to fade in my mind anytime soon.
What are your memories of the RTS in New York City?
For more photos of New York City Transit’s RTS buses, please click here.
Location: Centraal Station, The Hauge, Netherlands
Operator of Vehicle: HTM Personenvervoer
Date of Photo: June 4, 2008
Due to the relatively small size of the Netherlands and its high concentration of cities, there can be a lot of different transit operators and services in a single city. One example of this is The Hauge, where the primary transit operator is HTM Personenvervoer and most vehicles there sport HTM liveries. However, the two tram lines operated by HTM that connect The Hague and Zoetermeer use vehicles in a special RandstadRail livery, such as the one pictured here, despite being operated by HTM. To make matters even more confusing, Line E of the Rotterdam Metro is also considered to be part of RandstadRail, even though it is operated by Rotterdam’s Elektrische Tram (RET), the Rotterdam transit agency. Confusing? Perhaps, but it certainly makes for an interesting time for any transitfans traveling through the area and looking to see a variety of livery, vehicle types, and service offerings.
For more photos of trams in The Hauge, please click here.
Location: 16th Street, NW at Q Street, Washington, DC
Operator of Vehicle: Washington Metropolitan Area Transit Authority (WMATA)
Date of Photo: July 19, 2007
It may be April Fool’s Day, but this is no April Fool’s Joke! If you’re familiar with DC area bus assignments, you’ll know that C40LF buses were never assigned to Northern Division, the longtime home of the S2 route. I also don’t photoshop my photos in that way. So what’s the deal here? Sometimes in a pinch, a bus from a “foreign” division gets put in to service on a route in order to maintain service in the event of a service interruption. For transit fans and those who enjoy taking photos of unusual circumstances, coming across an instance such as this is quite fun, as it allows for taking photos that are really hard to come by. To my knowledge, this is the only time a C40LF was documented as operating on this route during their service lives. So even though it is April 1st and perhaps not everything on the internet is believable today, don’t forget to take a second look. Sometimes, the unexpected is still legitimate.
For more photos of WMATA’s New Flyer C40LF buses, please click here.
Location: M Street, NW at Wisconsin Avenue, Washington, DC
Operator of Vehicle: District Department of Transportation (DDOT)
Date of Photo: March 13, 2015
Yesterday’s post was about a DC area equipment type that is no longer operating. Today’s post is about an equipment type that is still plying the streets of the nation’s capital nearly a year after it was expected to be retired. When DDOT placed its new Proterra electric buses in to service about a year ago, it was assumed that the remaining Van Hool buses would be retired. However, nearly 12 months after the Proterras’ debut, the “baby” Van Hools are still in service. The Van Hools certainly aren’t my favorite bus type in the current DC Circulator fleet; I’d much rather see a New Flyer pull up instead (I have yet to ride a Proterra, but they don’t seem to be operating entire service days just yet). But if you are a fan of a bus type that is rarely found in the United States or buses that seem to have nine lives, you may want to hunt down one of the Van Hool A300Ks while you have the chance. Their days may be numbered, and one day that prediction will be right.
For more photos of DC Circulator buses, please click here.
Location: Prince George’s Plaza Station, Hyattsville, MD
Operator of Vehicle: Washington Metropolitan Area Transit Authority
Date of Photo: July 2, 2007
The DC Metrorail will be celebrating its 43rd anniversary later this month, but one of its newer classes of rolling stock is no longer around to commemorate the occasion. WMATA exercised an option order on its new 7000 Series cars from Kawasaki in order to retire the CAF built 5000 Series trains as opposed to rehabbing them. Typically, a Metrorail car can have a service life of nearly 40 years if it is rehabilitated or overhauled after about 20 years of service. However, the CAFs have been lemons in a variety of ways since they arrived on Metro property. First, their delivery was delayed due to a variety of software and other manufacturing issues. Once they arrived, the CAF cars derailed more often than the other car classes (fortunately, within train yards except on one occasion), they also broke down more often than the other car classes. However, the CAFs left positive impressions on WMATA’s history. They were the first cars to feature the updated interior colors of Potomac Blue, Colonial Burgundy, and Chesapeake Sand, the first cars to have LED exterior destination signage, the first cars to have interior LED next stop displays, the first cars to be delivered with AC traction motors, and the first cars to have a module on the operator’s console to help troubleshoot problems on board the train.
The 5000 Series cars are also notable for being the first heavy rail contract CAF received from a North American agency. The company has won additional contracts in the US since then, including for the construction of MBTA’s Type 9 cars and Amtrak’s Viewliner IIs. CAF has also been contracted to build the light rail cars that will be used on the Purple Line in the Maryland suburbs. I’ve heard other transit fans complain about the quality of CAF products, and they also cite delivery delays on these and other contracts. However, I’ve been on CAF built trains in Spain and Italy in addition to DC. In my experience, the CAF trains I have been on in Europe seem to be well constructed and reliable.
WMATA’s 5000 Series cars were removed from revenue service in October 2018, although some are being used as part of work trains as of this writing. And while they may not be a part of Metro’s story going forward and didn’t even remain in service for 20 years, the CAF cars will always be a part of Metro’s history in the early 21st century.
For more photos of WMATA’s 5000 Series cars, please click here.
Location: Peachtree Center Station, Atlanta, GA
Operator of Vehicle: MARTA
Date of Photo: October 8, 2015
Tomorrow evening, Atlanta will be at the center of most people’s attention in the United States (and around the world as well) when Super Bowl LII kicks off at the Mercedes-Benz Stadium. Therefore, it seemed appropriate to draw attention to Atlanta’s transit system by sharing a MARTA photo for the photo of the month.
Although Atlanta’s heavy rail system is quite small considering the size of the metro Atlanta area and the amount of traffic congestion in and around the city, MARTA has proven itself to be quite capable when Atlanta has played host to large events. This is the third Super Bowl being played in Atlanta, and MARTA was critical in transporting spectators during the 1996 Summer Olympics. For the Olympic games, MARTA even oversaw an “add on system” of 1,400 buses loaned from other transit agencies to help ferry people to Olympic events. MARTA was even responsible for paying to fuel these extra buses! For this Super Bowl, MARTA is running continuous, 24-hour service from 4:00 AM on February 1st through 2:00 AM on February 5th, a total of 94 consecutive hours of service (the system usually shuts down overnight).
So whether you are rooting for Los Angeles or New England, don’t forget to root for the host city and its own transit system! After all, the 70,000 plus people lucky enough to score a ticket to the game wouldn’t be able to get there otherwise!