General MBTA Topics (Multi Modal, Budget, MassDOT)

Stlin said:
Double post to add the following diagram that shows track and power segments between Kenmore and the NS Portal. I'm pretty good at digging stuff like this up, but I'm not entirely sure the T meant it to be publicly accessible.

View attachment 52320
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RandomWalk said:
That diagram is exactly what I wanted to find. The turn back is a separate power section from the tracks to NS, so it should be possible to keep them powered.
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Thus being able to turn trains at Science Park
 
cubbe8 said:
They have turned trains at East Somerville once for an emergency shutdown and it worked just fine.
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I'm not sure an emergency shutdown is proof that it works well. I'd be especially concerned with the long distance to the street for the forced transfer.
 
The EGE said:
  • B Branch stations are estimated to start construction in fall 2025, and C Branch stations estimated to finish construction in fall 2026. I have no clue why they framed it that way.
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One thing I just noticed about this - unlike previous updates, Blandford, Griggs, Allston, and Warren are listed as being planned for accessibility renovations. They're listed under the same entry as the other B Branch stations, though presumably they're not as far along in design.
 
Teban54 said:
There was also a scheduled E branch closure north of East Somerville in January 2023 (i.e. trains from downtown Boston to East Somerville, shuttle buses to Medford/Tufts). Not exactly what's being discussed here, but I have to assume that if scheduled short-turns can be used in one direction, they can be used in the other.

Plus, running trains north of East Somerville to Medford/Tufts significantly simplifies shuttle bus operations, beyond just needing fewer buses. You can run a single route from Union Square inbound, with an intermediate stop at East Somerville for E branch riders.

That's why I feel there has to be some work north of East Somerville to be done.
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There will be track work on the Lechmere Viaduct on July 13 - 14, but somehow it requires the whole GLX to be shuttered instead of turning trains at East Somerville?

1720276387722.png
 
as02143 said:
Isn't the truck pad at East Somerville/Yard?
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There is one there. Since it uses the same lead track from the yard and needs a reverse move at the same East Somerville crossover as any revenue service, I suspect it's just too much conflict especially with the T's track access policy under scrutiny.

(I think GLX has another truck pad at Ball that might be simpler to use, and the track chart suggests there's one just past Medford/Tufts but I can't find any sign of it on Google Earth)
 
Stlin said:
There is one there. Since it uses the same lead track from the yard and needs a reverse move at the same East Somerville crossover as any revenue service, I suspect it's just too much conflict especially with the T's track access policy under scrutiny.

(I think GLX has another truck pad at Ball that might be simpler to use, and the track chart suggests there's one just past Medford/Tufts but I can't find any sign of it on Google Earth)
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My suspicion is the same re: the track access policy.
 
themissinglink said:
www.bostonglobe.com

MBTA audit reveals gaps in safety training, inspections - The Boston Globe

The MBTA did not effectively train customer service “ambassadors” on operations and safety, and most station safety inspections were not completed on schedule, the report found.
www.bostonglobe.com www.bostonglobe.com
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Does anyone know when the red-shirts contract is up for renewal? Also glad to see DiZoglio auditing the T. The primary reason I supported Chris Dempsey for Auditor was his promise to do the same.
 
Would like if they audited the project management structure that causes cost blowouts... don't care so much about auditing ops. If anything we need more money for actual employees not consultants.
 
Longfellow said:
Would like if they audited the project management structure that causes cost blowouts... don't care so much about auditing ops. If anything we need more money for actual employees not consultants.
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From the article:
DiZoglio said the contract between the MBTA and Block by Block was signed “during a loophole period” when The Taxpayer Protection Act— which would have required the MBTA to prove the outsourced service would be at the same or better quality as internal work while saving taxpayer dollars — did not apply.

“Riders, taxpayers and employees deserve better management of a contract worth tens of millions of their public dollars,” DiZoglio said.
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I think the reference to the Taxpayer Protection Act is a good sign that the Auditor is targeting the contract management issues and outsourcing issues throughout the T. Station ambassadors is probably an easier place to start than a wholesale audit of something like the GLX, which hopefully will happen too.
 
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