Die Erweiterung nach Osten eröffnete in zwei Etappen, zuerst im Mai 2001 das Teilstück bis zum Umstiegspunkt I-880/Milpitas Station, gefolgt vom Stück bis Hostetter Station im Juni 2004, wo zeitgleich die „Capitol Light Rail Extension“ bis zur Alumn Rock Station eröffnet wurde.Am südlichen Ende erfolgte der weitere Ausbau auf einem neuen westlichen Abzweig von der Innenstadt San Jose zum Umstiegspunkt Winchester, eröffnet am 1. It’s been improved by recent works, only to rise from abysmal to rather poor. I doubt that is the case with Septa.Note that Muni was (before Covid) running a 1:6 split, since in addition to the five branches the ‘S’ shuttle has existed for a while and is not a creation of this plan as Jarret suggests (I’m not sure if there was an S back in ‘89). Some light rail systems, such as the St. Louis MetroLink, allow bicycles on the trains, but only in the rear sections of cars. Finally, on November 20, 1982, the Muni Metro subway began operating seven days a week. Muni has floated extending the J to SF State, but the neighbors freaked out at having a train on a track in the street median; so the Ms still run mostly empty between there and Balboa.So, here we are in the 21st century barely exploiting “multiple unit control” invented in 1898 for streetcars in Richmond VA.As to re-routing the J onto Market St, MUNI is in delivery of many more cars from Siemens; surely having 24 trolley pole equipped (usable on ALL lines ) units for the J which can be covered by 12 with a 100% spares ratio.Getting TWU to agree the necessary changes in contract terms will not be a cakewalk, but, bluntly, is far fairer to riders than the proposed service degradation.Well, I have no stake in this particular service, and I haven’t seen the origin-destination data, so I couldn’t speak specifically as to how I’d view this change from the perspective of a planner. Muni Metro is the United States' third-busiest light rail system, operating a fleet of 151 light rail vehicles (LRV) with an average weekday ridership of 173,500 passengers. If I were Muni planners, I would try and see if just one route could be taken out of the subway segment first, and see if that improved the reliability sufficiently, before trying to force transfers from additional lines.Good match of market, but those same autocentric NIMBYS vetoed the idea when Muni floated it a couple of decades ago. It’s a half-block walk from BART. Das normalspurige Streckennetz umfasst mittlerweile 68 km mit 62 Stationen auf 3 Linien und wird durch die Santa Clara Valley Transportation Authority mit niederflurigen Straßenbahnwagen betrieben. East Link trains will still go north, and the West Seattle trains will go north. These are the segments that have been cut from the main line, so they are probably the inconsestent. There are also issues that Matthew alluded to. In general this pretty good in terms of length (for surface areas).I remember several years back reading about muni potentially reworking their surface tracks on market street in order to allow for surface running when the tunnels are out of service..I think the plan is for the most part rational, but it irks me that the J can’t continue along market on the surface. Bridging over I-280 has been proposed but nobody’s really drawn a sensible, better terminus, just renderings with glass roofs (ain’t gonna cut it).Is there any merit to matching the J & N with a forced transfer at Church, or is there too much demand imbalance between the two branches?The N serves UCMC, the second largest single destination west of Civic Center after the M’s SF State. Includes schedules, route maps, and fare information for bus and light rail services. Note the r0ute letter names in the lower left. Muni still needs to fix the priority problems in the Sunset (as does SEPTA in West Philly) but a loop under Embarcadero/Harry Bridges Plaza seems a needed, long term solution. Face coverings required. Der ÖPNV in San Jose war bis in die 1980er Jahre nach und nach zurückgeschraubt worden, selbst einige Busrouten wurden auf ein Die VTA Stadtbahn fuhr erstmals im Dezember 1987, das erste Teilstück mit 9 Meilen (15 km) wurde im Juni 1988 fertiggestellt und reichte vom nördlichen Santa Clara (im Zentrum des Silicon Valley) schon durch die Innenstadt von San Jose.
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