>>1069660Responding to an old post here, but posting for my own future copypasta. Feel free to critique/call me a faggot.
The "lightest" rails are streetcars, essentially a bus on rails.
>at grade and run on the city grid>typically no right of ways and conform to traffic laws like a car does >comparatively low capacity>bus-like frequency comparative to a bus in the area >station architecture at every stop and is basically a high quality bus station >used less for transport benefit and more so for permanent rail line benefits (Shops and high density residential units are more apt to invest in an area with a permanent rail line versus a bus)
Light-rails are a step up.
>usually still at grade >usually have right of ways, don't have to worry about traffic, significantly faster>larger stock with a higher capacity >bus-like frequency >large station platforms>generally reliable transportation option, higher quality stock can be enticing to middle class users I see most US cities stopping here in the next 50 years.
Commuter rail
>sometimes at grade, sometimes separate grade in denser urban areas>strict right of ways>very high capacity, high quality stock (comfortable seats, cleaner) >usually VERY low frequency (Chicago Metra averages every ~40 minutes morning/evenings, once or twice throughout the day) >massive station platforms often with dedicated buildings to wait in>reliable strict transportation benefits Commuter rail is usually left over from existing rail laid in earlier to mid 20th century
Heavy rail, the whole ball of wax
>vast majority is at separate grade >strict right of ways >ultra high capacity (large stock w/ high frequency, usually aging stock though) >ultra high frequency (New York subways in midtown average every ~2 minutes @rush hour) >station platforms also at separate grade >generally reliableConfined to major US cities, with only the densest cities having expansive, integrated systems.
