I did myself a gift: the Italian Atlas of Transportation. It's a very visual and informative atlas of all transportation networks, services etc., with a lot of informative and visually pleasant charts, graphs about service, infrastructure, demand, etc.
Another example: historic chart of the national mainline rail network with electrification and double tracking
Number of daily trains by section and by station, divided by type (regional or long distance)
A time chart for S7 suburban service in Milan with superimposed user number. You can clearly see the morning and afternoon peak to Milan, but also the morning and mid-day reverse peaks to Lecco, probably partly due to high school commuting
The complexity of service pattern on the Milano-Sondrio line on a typical afternoon, with several type of services: RE, R, S in the section near Milan and even some Eurocity
Rail network by # of tracks and type of electrification
Number of trains/day on long distance services.
Green: market
Yellow: subsidized
Some examples: train/day on the whole national network by section and by station, divided by typology

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More from @ChittiMarco

22 Dec
1/ After a little exchange here about the unsolvable problem of transit terminology, I decided to start a new regular thread over holiday period: "RAIL TRANSIT TERMINOLOGY"

Why? Just for the fun of opening up infinite, inconclusive discussions between transit nerds 👹 ImageImageImageImage
2/ I will try to jungle between European and NA examples, to try to understand to which extent it is possible to compare oranges with apples when we talk about the great variety of rail transit choices and why it's always useful to dig into details (looking for the evil).
3/ Importantly, I will take into account what I consider 3 main interrelated factors, the first being the most important :

1. urban insertion (how does a given alignement interact with the urban environment).

2. Type of rolling stock/rail technology.

3. Drivers of choice
Read 16 tweets
12 Dec
1/ Sometimes we frame technology choices in transit as value-driven choices (x is better/worse than y). This is somehow inevitable, as planning is a value-based, often prescriptive practice.
But we must try to debunk some preconceptions.

I'll try with trolleybus vs tramway
2/ To make it easier, I'll apply it to a concrete case. Again, it's my hometown, Bologba, a city that has envisioned to use both technologies to satisfy the demand of its trunk transit routes, and is finally going toward a mix of both.
3/ To begin: why buses, whether, ICE or electric, are not enough? The current bus+trolleybus network carries, in the urban core, 320k/day. But eight radial trunk lines, plus the inner ring, carry alone 234k/day, i.e. 75% of the entire ridership.
Read 19 tweets
11 Dec
I'm going through a very interesting breakdown of costs for Bologna's new tramway line. 237m out of 509m € are made of hard costs (that don't include signaling and electric).

Of that, the maintenance center/depot is 79m.

Actual tram RoW is 77m€ for 16.5km -> 4.7m€/km
The depot is somehow bigger than needed (40 places for 24 tramways), because it will have spare place for the rolling stock needed for lines 2 and 3. But it's interesting to see that the depot/control/maintenance center is almost a third of the "hard" costs
There is a also a station-by-station (fermata) price-tag. They are 42m long with a shelter, benches, vending machine etc. On average they costs 120,000 €. Interestingly, ESS (sottostazione elettrica) costs 250-350K/each
Read 7 tweets
10 Dec
I would add that standard station design doesn't mean "dull" or unpleasant. And another important aspect is that one must calibrate the design to the needs.
Brescia's metro costed 935M€ (including rolling stock) for 13.7km -> 70M€/km
It has nice standard stations w/o mezzanine ImageImageImageImage
The "secret" to keep costs down is also to adapt the design to the technology. It is the same one of Copenhagen metro (AnsaldoBreda/HitachiRail), with 3-cars train, 39m-long. A tramway.
And most sections out of the city core have been built with C&C, at grade/trench or viaduct Image
Even viaduct/at grade stations are simple, very minimalist but somehow pleasant. And with a train every 3', who cares. ImageImage
Read 7 tweets
9 Dec
My copy of @christofspieler's TrainBusesPeople is now out of reach, on the other side of the pond. But I just got by mail his "twin-book" by @cityrailways, full of numbers, facts and pictures about Italian rail(and wire)-based transit :-) Image
Like ridership of Italian metros, line by line... Image
And ridership and daily trains (one direction) on each section of HSR for Trenitalia and Italo. ImageImageImage
Read 5 tweets
8 Dec
1/I'm enduring a 14-days quarantine, and I have a lot of spare time. So I will bring you around in a virtual quick and non-exhaustive tour of the variety of "rural" housing typologies of Italy, because, sometimes, we say "rural" in a too generic way among urbanists' circles.
2/ Those types are the result of the interplaying evolution of the prevailing type of cultivation, in a given area (rice, wheat, orchards, etc.) and the related tenure (large monoculture estates vs small independent ownership vs communal shared land for pasture etc.)
3/ To clarify, I'm talking here only of the sparse, isolated farm-type housing, not villages, hamlets or other clustered rural housing, that is different story. Again, you can see the typical North/South, mountain/plain divide that is typical of the whole story of Italy
Read 16 tweets

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