FWIW, here's the MS Paint renders for how you'd do the GLX-Waltham branch. Keep in mind this will be one of the very
last linear rapid transit expansions mounted on the priority pile, because :15 Fitchburg Line Urban Rail to 128 is 1-2 generation's worth of growth in itself before any added gear is necessary. So we're not going to debate the pearl-clutching of the Belmont NIMBY's circa 2047 because that's beyond the realm of prediction. Nor are we going to debate service filets in the Central Subway or where this lands on the priority pile. Strictly a how-to explainer.
1. Split from Porter + Watertown Branch.
Same un-edited slide from the H2O Branch post. Where it says "provision for Waltham" you have a flat junction then tracks continuing under the Parkway. All builds Watertown & Waltham hug the south side of the Fitchburg ROW by necessity.
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2. West Cambridge (don't call it Alewife!!!)
Under the parkway alongside Terminal Rd., same place the 'zombie' CR station shit sandwich keeps getting proposed. We do
not name-check this stop as "Alewife" because absolutely no one in their sane mind will be walking close to 2000 ft. up/down switchbacks, crossing Cambridgepark, and going through the labyrinthine busway entrance to transfer to/from the Red Line when supremely well-integrated Porter superstation is the next goddamn stop. Nor are we spatially taking this off-alignment to try to shotgun some ham-fisted uni-facility integration between the two; the results would be a godawful mess. Debate that in the God Mode thread. This stop is mainly for the Concord Ave.-side redev that's a little over-long walkshed to Red, with "nice-to-have" footbridge to Cambrigepark and egress to Terminal Rd. for the Mall and anyone who wants to hoof it easily to this branch's next-nearest stop while Fresh Pond Station is locationally exclusive to the H2O Branch. Path renders are all TBD/approximate, capturing the general gist.
That's it. Added convenience...not megaproject. Megaprojects aren't necessary when Porter superstation is the center of the transfer universe.
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3. Belmont
Hills Crossing @ Blanchard Rd. was a B&M stop until 1952. Straightforward grade separation of this nasty crossing by elevating Fitchburg+GL onto a rail bridge. ROW is wide enough to accommodate path to Belmont Ctr. despite quad width, since original Tk. 4 once began @ Belmont Ctr. station. Though may require some embankment stabilization on the north side for path. Green-eats-CR @ Belmont Ctr.
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4. Waverley
I'm not keen on an intermediate stop behind Cityside Subaru per the T's loudly rejected plan to combine Belmont Ctr. & Waverley CR at the midpoint. Stop spacing would be awkwardly close even on rapid transit. If worthy-enough TOD comes to that auto-scuzz stretch of MA 60, infill a new platform as needed because it's easy enough. Just in the absence of compelling development, I'm going to leave that as optional/surplus-to-requirement.
The ROW narrows enough between Belmont Ctr. and the west approach to Waverley that path must be relocated off-alignment, Aside from some *minor* wetlands concerns for the re-join to ROW past Moraine St., the rest of the way should be fine as before. Note that path switches sides @ Beaver St. underneath the eliminated grade crossing. Waverley was a 1955 B&M grade separation that created a 2-track cut where a 3+ track at-grade ROW used to exist; must do some cosmetic widening of the cut. Green-eats-CR at the stations. Clematis Brook a pre-1978 CR station location reanimated for spacing and bus transfers.
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5. Waltham & the ROW switcheroo
The Central Mass ROW (landbanked 1987) must be reactivated to re-route the Fitchburg Line around Waltham Center, where the active ROW is only 2-track wide. The Central Mass/Fitchburg Cutoff rail trail ends up getting swapped to the GLX ROW more usefully to Waltham Ctr. and the Charles paths, as LRT can pack a little tighter to create room in the existing space. This is why the trail switches from north to south side of the ROW @ Beaver St. in the previous slide. Hands-down superior a path routing vs. the Central Mass, so an upgrade unto itself. On Central Mass 1 private crossing (least-concern) at a condo complex, and
Hammond St. crossing has difficult elevation and packed surroundings for an attempted elimination so may have to stay. Waltham Highlands Station (see Hammond St. Street View linky for depot building @ left with preserved tracks) was here in-service to 1971. *Possible* reactivation as a limited-service Porter-128 flag stop spacer because it might make the crossing easier to handle...but utilization would be extremely minor so likely omit.
Beaver Brook (like Clematis Brook a pre-1978 CR station) is in-situ reactivated for a GLX spacer and buses. Assume it's
unlikely Waltham Ctr. will be grade-separated because the ROW can't be trenched in the Charles floodplain and the City is probably not going to want a multi-block Chinese Wall embankment. However, the fact that LRT can share traffic light cycles means traffic impacts will be waaaaaaaaay better with the mode switch than they currently are on CR. So you probably will not need to eliminate the crossings in any absolute sense to begin with.
Priciest part of the whole project is the Central Mass reactivation, and most controversial because of close abutters (though Waltham writ-large would be firmly in favor). Assume GLX wholly replaces :15 Urban Rail to 128 and the :30 Wachusett RUR patterns are simply expressing thru Porter-128 to pick up valuable time on its system-longest schedule.
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6. to 128
ROW's reconvene @ the 128 superstation, depicted on the most oft-proposed site. Includes a side path to deleted Kendal Green station on available Weston Town DPW land. If the CR station comes first, the GLX platform supplants the CR station's platform and a new CR platform is offset on the Central Mass approach other side of the brook. Already assumed that current proposed CR station will have driveway access from both US 20 and MA 117, and that the 70 bus will move its terminus from Stow St. to here.
Relocated trail snakes through Charles parkland and cemetery before bolting back to GL ROW @ Brandeis. Riverview is a pre-1965 B&M station...spacer + bus transfer at a major river crossing.
Brandeis is an
optional crossing elimination because it'll be low-concern due to the shared signaling. While plenty of U-owned land all around, you'd have to do a little bit of curve-straightening outside the ROW property lines to have a rail overpass with abutting embankmentstation. Likely doable, but dependent on third parties so for assumption's sake we're omitting here as a fail-safe. On Central Mass 128 overpass must be rebuilt @ 2-track and made taller so ROW @ Stow St. @ 117 has proper elevation for overpassing. Border Rd. has an existing widenable path underpass (depicted here), but running room from 117 to change elevations may be too short so might switch to rail overpass instead. As per last slide, the grade separations drive up the cost of the CM relocation because of quantity of new bridge structures required, although all are conventional-construction on a currently inactive ROW so have no staging cost bloat.
Storage yard in the remediated sand pit area by the Central Mass/Fitchburg crossing. Fitchburg Line returns on-alignment @ the current CM rail bridge. We are
not assuming any future Commuter Rail reactivation of the Central Mass because it's a middling prospect at-best, but 128 Station is fully compatible with an immediate branch split.