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Except Boston (and Revere) are not in the way here. (Half the site is in Revere.) This site is all approved. And Revere is throwing up housing like Everett around Wonderland. The developer just doesn't have any juice.

Suffolk Downs development cannot be tall or even medium height. It sits right under two Logan runway approach paths for 4L/22R and 4R/22L. It has severe FAA "hazard to aviation" height restrictions.

The as-of-rights zoning for this part of Harrison-Albany (Back Streets area) is 100 ft. 120ft if you can get a PDA approved (this would not qualify). 200 ft. PDA is possible only on the other side of Albany Street here. (The allowed heights vary a lot along different sections of the...

I would argue this happens in Boston where there is a logical candidate development to connect to. Many downtown stations don't have a logical connection candidate. Back Bay connects to Copley Place Prudential connects to the Prudential Mall North Station connects to North Station South...

Yes, it SHOULD be a normal course of business. But historically coordination has been very poor. Dotted lines on org charts do not mean people actually talk to each other.

Nice size for a Trader Joe's or Aldi's store.

This coordination has Eng's management written all over it. Historically these would have been separate shut downs. MassDOT: Sorry we have to shut the Worcester line for the bridge replacements. Eng: CR folks -- what work can you complete during this forced shutdown? Get it done.

There was also discussion of radar coverage during the Winthrop Center height question. That may be for separate areas of downtown. Also, while the FAA does not determine Zoning, the Boston Zoning Code does incorporate the FAA Determination of No Hazard to Air Navigation (or similar...

So am I misreading the effect of the façade alignment -- that there are vertical girders behind many of the glass panels? The offset panel work ensures windows are internally blocked?

Actually, you are going to need the Lynn Central Square designation, because the River Works flag stop will likely be relocated into West Lynn as a second Lynn regular stop.

I get it, but this is an great example of horrible cost-benefit analysis. Even the highway bridge alone is much cheaper if it does not need a 135 ft. clearance that virtually no one is using. We are insisting on keeping the 135 ft. clearance because ..... reasons.

Perhaps there should be a serious public policy debate about whether a high bridge is even warranted there. Isn't the only shipping destination remaining between the Tobin and the Earhart Dam the auto terminal. How much are we going to spend to keep the auto terminal there? I don't believe...

I return to the question I raised earlier, would rail on a draw (lift) span under the highway span be unbearable? How often is the 135ft. clearance needed? Would needing to open the span occasionally really be that disruptive to transit performance?

U.S. is also not self-sufficient in sugar. We import a lot.

The bridge itself almost always is built parallel to the current structure, with potentially some minor (or perhaps not so minor) land taking near the interface with the approach ramps. Any parts of the span that are stacked highway need to be rebuilt parallel to the current structure. For the...

My question is what clearance height do you have to provide over the Mystic, and can you get to that height with heavy rail compatible grades under the highway span? The current Tobin has grades that approach (I think this is true) 7% (above general highway recommendations today). Heavy rail...

Yes, there does seem to be some ability to bend the line close to the transition points (like One Dalton). Although the FAA may have already done that for the South Station Tower, and may not be willing to do more. I believe those mid-height zones are for clear radar coverage on the even...

They cannot build a tall res tower in the other locations south of the current tower. You enter FAA 300 ft. restricted airspace just south of the current tower. (In fact it seems they likely fudged the edge of the airspace restriction for the current tower.)

There is something really weird about the "unique coding" versus a "sequence of announcements". If the system really used unique coding mapped to unique messages, it would be self correcting (miss an RFID read, simple skip the announcement, and move on at the next RFID site to the correct...

I have noticed the announcement problem on the Blue Line. Train operators often come on the PA to correct the announcement.