Boston Landing | New Balance Complex | Brighton

Dear God you've gone off the rails.

Lets review the conversation:
Person A asks about the idiotic shelter configuration
Could someone explain the shelter arrangement at an open air platform like this?

Why the huge gap between shelter areas? Why the separation of the first shelter from the access to the platform. Is there a reason why the shelter roof could not cover the entire platform. This is New England -- it rains here, it sleets here, it snows here pretty regularly.
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You then provide a decent excuse:
Commuter rail specs do not call for a complete canopy like rapid transit specs do.
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And then make a completely incorrect statement:
You're still lucky to get a prefab bus shelter's worth of space on an upgraded NJ Transit or SEPTA commuter platform
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And include something incredibly off topic

because those states simply don't go as far above-and-beyond the federal ADA law as Massachusetts does.
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Again, lets review the original point:

This is New England -- it rains here, it sleets here, it snows here pretty regularly
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ADA has nothing to do with the weather. Nothing.

I then correct you by showing a new build NJ Transit station. 2016 vintage.

You then provide a series of pictures which hilariously discredits your original lie:

You're still lucky to get a prefab bus shelter's worth of space on an upgraded NJ Transit or SEPTA commuter platform
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And rather than accept the facts, you fly off the deep end:

We are talking about state-level accessibility standards, not ridership.
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Again, we're talking about weather and shelters.

Next time, sit down and follow the conversation, and when someone points out that your statement is wrong, act like an adult.
 
F-Line to Dudley said:
What is so hard to understand here when the "rapid transit oriented" Indigo sets will stop under the canopy and the super-long Worcester tyrannosaurus sets that are "very much not rapid transit oriented" will not? The Indigo trains will run 2-4 cars long and have door slots closest to the canopy and the covered exits. The stop is not going to 'graduate' off the push-pull schedule the second Indigo gets implemented. There's thousands of jobs going to be anchored at that site. NB, WGBH, and others want this in part because they can tap MetroWest hirees. The Worcester Line service layer cake is going to be so thick with hyper-local Indigos, local-local Framinghams, semi-expresses, Worcester super-expresses, and Amtrak intercity that NB is going to appear on larger variety of long-haul schedules over time...not smaller. The only evolution going on here is "more like the New Haven Line with each passing year".


Further...150 is the mandatory minimum in the Mass Architectural Board spec. The MAAB's accessibility mandatory minimum that the T conforms to, not the T's own homegrown policy. The MAAB's job is to enforce public access policy; it is not their job to dabble in transit policy like "X feet of canopy for ridership Y ridership on Z schedule densities" on a sliding scale. If they were doing that, they'd get picked apart in court challenges by every building developer looking for an ADA loophole with funny math about their pedestrian traffic. They set the mandatory minimums by mode, not schedule. So when the same mode has to serve Yawkey and Shirley, mandating a rigid 800 ft. of platform (to cover any systemwide train length on the mode) with matching length of canopy means nobody ever attempts to fix the non-ADA backlog across the system because that's too extreme a cost premium to force-fit across the system. And then we get worse accessibility as a result, and the MAAB has failed at its stated job.

Anyone can build >150 ft. if they want, and in this case that was NB's self-funding decision...not the T's...to do it at X ft. There's no need to complain about abstract perfectionism in this case. Point to the actual problem of execution here with who's fronting the money, and why it's that important for every train--RT-like and not-at-all RT-like--that'll be using this stop. Also, since commuter rail mode already gets relatively luxurious canopy standards compared to bus or surface light rail (which gets categorized like high-use bus)...if you're going to complain about rigid standards and what is or isn't getting enough attention, you're picking the wrongest mode to bitch about because bus/LRT is the ridership load-bearer that needs way way better shelters.
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The station has two 100'+ platform canopies that directly connect to the protective cover of the pedestrian bridge stair and elevator at the West end, and direct uninterrupted cover for the elevator on the East end. It seems like this makes it exceed the requirements talked about here. It also has a fully enclosed pedestrian bridge, something that will provide snow and wind protection during the coldest days.

The station was also designed as a center platform station, this, inherently, makes it difficult to build any enclosed shelter areas on the platform. The primary reason for this is the dynamic envelope of the CR trains and accessible routes in and out of the station. Remember that when you are located at the center of the platform you still need to get to an exit in under 2 minutes. When you have pinch points produced by platform structures those pinch points are whats being used in the egress calculation. Because of this combined with the dynamic envelope of the trains, the 3 tracks already proposed for this site and the limited space to work with my guess is they were limited on the options to provide any enclosed shelter on the platform itself.

Every project has its challenges but all in all I think this will be a wonderful addition to the community with or with out enclosed shelter!
 
Remember folks, jass doesn't need facts. You just have to believe him because he knows everything.
 
Maybe this merits it's own thread, but a Banker & Tradesmen article indicates the Stop & Shop next door to Boston Landing wants to put up to 1,000 units on their property (immediately adjacent to the new commuter station).

The grocery chain owns four parcels covered with surface parking and a 101,775-square-foot strip mall anchored by its supermarket. A real estate executive for Stop & Shop parent Ahold USA has met with abutters to brief them on plans for approximately 1,000 units of housing, said Carol Ridge Martinez, executive director of the Allston Brighton Community Development Corp.

...

Stop & Shop did not discuss specifics of the size or design of the project, he said, but zoning in the neighborhood allows for buildings up to 13 stories along the Turnpike and floor area ratios from 3.0 to 4.0.
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UPDATE: Just saw datadyne007's post in the Allston/Brighton Development thread.
 
TomOfBoston said:
Remember folks, jass doesn't need facts. You just have to believe him because he knows everything.
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No, not everything, but I do know more about NJ Transit than F-line. That is a fact.
 
I am surprised there has been so little progress at the site of the Celtics practice facility. And still no news on the hotel which I think is an important part of this development.
 
Found this render lookin around on google.

From WCVB.

41577790-boston-landing-render-jpg.jpg


This building fits between the newly designed celtics practice facility so it was envisioned afterwards. I havent heard anything about it though.

It fits in the gap that can clearly be seen in the Celtics render.

03-BL_Main_WestPike-1.jpg


Middle tower appears to be 60 guest st.

Boston+Landing+Site+Plan.jpg
 
Anyone Skate and have a desire to see the inside of the Warrior Ice Arena [aka the Bruins Practice Facility at Boston Landing] -- well you can go -- its available fairly frequently for public skating -- see the following Tweet from today

It's time to work off those Christmas cookies and come to public skate today from 1:00 - 2:50 PM! 🍪 Bring your family and friends!

C0m_PDSXUAEGjpy.jpg
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Wonder if the Celtics will let people shoot some hoops on the "parquet junior" when it opens
 
This is pretty cool how its going to be the sports city area of Boston. Theres a lot more to come. Kinda Dubai-ish, but I don't see it much different than the Longwood medical area...etc.
 
I'm a week late, but Secaucus Junction is a horrible example of an unsheltered NJTransit station. The Northeast Corridor platforms have about 900 feet of fully sheltered, wall (with open window) enclosed length with another 200 feet unsheltered. The Hoboken-bound Main/Berken/Pascack/Meadowlands platforms have ~550 feet of covered shelter (including 150 ft below the turnpike) compared to ~225 ft of uncovered length.

I use the station whenever I visit family in Northern NJ to get from Penn Station to the Pascack Valley line, and I have to say it's a better station than any we have on our entire commuter rail system. The only downside is the lack of platform to platform access between the NEC and Main lines. The concourse is above all of the tracks, so transfers require a significant walk and three extra tall escalators just to make sure passengers use the faregates to the NEC. There's been several occasions where I've had to make a frantic sprint to catch an outbound Pascack train when coming from the city (including several occasions where I got to the platform as the doors were closing, forcing me to wait 60-90 minutes for the next train).
 
oyhimylm said:
I'm a week late, but Secaucus Junction is a horrible example of an unsheltered NJTransit station. The Northeast Corridor platforms have about 900 feet of fully sheltered, wall (with open window) enclosed length with another 200 feet unsheltered. The Hoboken-bound Main/Berken/Pascack/Meadowlands platforms have ~550 feet of covered shelter (including 150 ft below the turnpike) compared to ~225 ft of uncovered length.

I use the station whenever I visit family in Northern NJ to get from Penn Station to the Pascack Valley line, and I have to say it's a better station than any we have on our entire commuter rail system. The only downside is the lack of platform to platform access between the NEC and Main lines. The concourse is above all of the tracks, so transfers require a significant walk and three extra tall escalators just to make sure passengers use the faregates to the NEC. There's been several occasions where I've had to make a frantic sprint to catch an outbound Pascack train when coming from the city (including several occasions where I got to the platform as the doors were closing, forcing me to wait 60-90 minutes for the next train).
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it's surprising how many stations along the NJT NEC are substandard. Hamilton and Trenton are very good (Trenton got the big renovation a few years ago).... but updates for Elizabeth, Princeton (and other) stations are badly needed.

NJT Coast Line stations, including Long Branch, Red Bank, Little Silver, etc are also quite lousy, considering the number of passengers they serve. Asbury Park is dingy, but at least, you can grab a cup of coffee and get warm.


edit; $55M update coming for Elizabeth Station.... That's more like it.

http://www.nj.com/union/index.ssf/2...55_million_redesign_of_elizabeth_station.html
 
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