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Considering it hasn't been announced which company will be the operator going forward, I'd assume Liberty is getting a real run for its money in the bid process.

If they end up keeping the BxM4C in some capacity, they could easily convert a few 500's to suburban seating.

Bingo. Humans are creatures of habit and until you create enough value to change a specific habit (regardless of 'having more information'), most rationale goes right out the window. A guy I know stood to directly benefit from GCM. He avoided the new terminal for months after opening simply because he preferred Penn for inscrutable reasons.

Any murmurs around the next Bee-Line operator? If memory serves, the deadline for the next operator or at least the final round is due in a few days.

Just read through most of the requests for clarification, seems like the new (or incumbent) contractor won't be selected till Feb 2024.

From an Urban Design, the 'business parks' segment isn't enticing at all. The bus intervals only support typical working hours and there are so many easily accessible highways. The promise is there but it would require WDOT to try something different.

Could you share the details about this? That link points to a portal requiring credentials. Thanks! Never mind, didn't realize I could create an account. Thanks for sharing

If the signal blocks were closer, this could allow slower-running trains to operate closer to each other. I think a combination of well-orchestrated train movements and supplemental bus service could quickly meet demand.

This is a different kind of nuts. What is the bottleneck at Meadowlands that would restrict an expansion of the rail line?

On point two, I'm assuming your thought process is to route MNR trains to GCM purely for optics? So that GCM can have better utilization?

Are there any US agencies with a similar infrastructure as MNR/LIRR that have successfully supported European-styled cars?

Spot on. What happens if there is a sweeping shift in commute patterns and there are more people willing to take the shuttle than what the 1-hour headways can provide in terms of capacity? If the answer is add more service...you get where I'm going... I get the idea of using the shuttles as a 'soft-launch' (I did a lot of those during my retail days--they are incredibly helpful) but, IMO, the soft-launch window should have been full service during the 2 weeks leading up to the holidays when passenger volume was lower but was still large enough for a shake test. Whatever results from this limited shuttle will not paint an accurate picture.

At this point, and aside from 'ceremonial reasons', there's no need to open if it's not 100%. They should scrap the whole shuttle plan and just wait to open in its entirety vs a piecemeal that doesn't serve the target audience.

I'd like to know this as well.

Absolutely agree. Isn't the current fare model: Free transfer when transferring to a local route and then full fare required on both segements when transferring from local to the 4C? This alone would keep me away.