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I guess Middleboro will miss out on the opportunity for state grants & maybe the T should just cut service there too?

That's the difference between an ideal model system and the actual physical and human geography of a location. The activity and development patterns match the physical geography -- which means that there's a "former OL" activity spine, Columbus Ave spine, and a Warren and Blue Hill Ave spine.

I think for safety you want no turns on red all the time rather than some of the time based on the signal timing?

I like the graphical-ish of those things but I don't see why you would want them to LED signs vs retro reflective standard signs.

Does the broken concrete have something materially to do with the crash?

Right, with the CT2 and 47 to LMA and CT3 and 47 to BMC, the connections are Ruggles for anyone along the 22 are much more favorable than chancing the connection at Nubian to the 1.

Doesn't apply - but many of the state roads' intersections are no turn on red. Mem Drive at JFK, included. That being said, I think BOS2BON is not saying anything about turns on red, rather, when Memorial Drive has the green, all the right-turners fill up the bridge. Makes sense to me, as...

Don't be so train-brained. The reason the 22 goes to Ruggles is all the bus connections at Ruggles. Any modification to that means the trips connecting at Ruggles to the 22 becomes like a 3 seat trip from a 2 seat trip.

This is so annoying - Union Square continues to get the shaft during planned and unplanned GL closures.

This does cause me to remember that I've always wondered what the main sources of the schedule variability of the B branch is. Clearly the Central Subway drives variability outbound to BC, but, what's with the variability inbound? Does the T not manage departures at BC so well?

school trip, no?

Wonder if the feds would ramp up a rail electrification program with a 90 (or 80) fed - 10 (20) state/local split in the vein of the interstate highway program given how promising this works for such a corridor?

I don't know if you've seen the City of Boston's plan to eliminate more than half the parking on Cambridge Street and quite a bunch of parking where they add bus lanes on Washington Street...

just the GLX or also western branches, too?

Any of the streets that had elevated rail in the past would seem candidates. That being said, there are places where they do double-stack elevated rail which would seem like something to consider in Boston with our narrower streets and air rights.

As much as Jane Jacobs gets criticized today for being fairly NIMBY, her read on the benefits of agglomeration in an era of White flight and city center disinvestment, still rings quite true. City's work because they bring people with many skills and knowledge close together. For business...

My recollection from the before-GLX times was that the disruption of turning trains at North Station for westbound trains was pretty significant. I used to transfer from the OL to GL at North and you'd often sit there waiting for a long time while a C train turning at North basically ended up...

As much as I've wanted the bike lanes in both directions there - I think the biggest issue on Charles St in Beacon Hill is actually how bad the sidewalks are and the lack of loading zones. It's wild if you do StreetView on Charles St - so many metered spots and very few actually usable spots for...

Fundamentally, resources. The T is organized to not care as much about bus service as it does GL. I hope with the Better Bus now Bus Transformation process, they can make the case that the T need to reorganize and fund more bus dispatchers, new technology, and communication staff.

This is also a problem for express Green Line when they're making schedule adjustments.