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Page 2-15 of the Phase III Draft Environmental Impact Statement details at length why combined station at the mid-block was rejected after being evaluated. No overall cost savings over the 2-station option, owing to the extremely complicated mezzanine level connecting walkways to GL-Boylston...

Except "one EMU to rule them all" is exactly what they're pitching in lieu of touching any incumbent electrification or signaling schemes. The Effective Transit Alliance, which is cross-pollinated with many of the same stakeholders as the Transit Costs Project, puts the M10 uni-design as the...

Probably a lot, because 25 kV requires twice the electrical clearance of the current 12.5 kV from overhead structures. Metro North inventoried years ago lots of overhead bridges on the New Haven Line that would conflict with a voltage change, and the North and East River tunnels feeding Penn...

Alon Levy wrote about the 16-car trains a few months ago, and went into deep detail on the required station renos: https://pedestrianobservations.com/2025/02/19/16-car-trains-on-the-northeast-corridor/ You're absolutely correct: the math doesn't add up for a legacy-system retrofit. They're...

It's not the existence of EMU's; that's duh-obvious for every member agency and should be a piece of cake if a couple laggard agencies would get on with reforming themselves. It's the "one EMU make to rule all of NY/NJ" that's a real eye-roll. They want multiple thousands of units of this...

The 4-car trains are only running at rush hour, and only from the old 01500/01600/01700-series. There are 30 active CRRC's/5 sets.

First pilot car is not due from the factory for another year-plus.

They'd punch through the fill and retaining wall on the northerly side of the Prospect St. bridge with a reinforced double-arch, then move the abutting Eversource equipment back 10-15 feet. Webster Ave. bridge is a question mark for the overall width, but the GLX tracks would be back...

No. The towns have pivoted to the Mystic Highlands Greenway along adjacent streets and completing the Wakefield-Lynnfield rail trail on the ex-B&M Newburyport Branch as first steps. The T is probably going to be a bear to deal with about claiming their drainage ditch for a path and relocating...

They're totally dodging the most important question: Readville Yard 1 temp layover provides more total space than Beacon Park, so why are they planning to abandon it when the Yard 2 VMF and layover are complete? They're literally throwing away an investment to dig in on Beacon Park layover at...

Melrose and Wakefield have expressed a desire to study shared use path along the Reading Line from Banks Place (driveway to Oak Grove) to Reading. It would have to switch sides of the ROW a couple times and ramp down to street level at the Lynn Fells Parkway rail bridge, but there's adequate...

If they want quiet zones, they have to be prepared to spend more town-level $$$ (and pay more town-level tax to do so) for extra crossing safeguards on town-control streets and wait out a federal approval process. Quiet zones are not the state's or MBTA's bag. Bitching at them about it is...

They might have to take a sidewalk/path from the adjacent condo complex to make the new outbound side platform fit, but yes it's fully feasible. And they probably don't have a choice given that the odds of an opposite-direction meet with branching :15 service are so high.

That's the crossing 400 ft. adjacent to Abington station, and it was an inbound so the train only moved 400 ft. very slowly before colliding. Not a quiet crossing, either, so it got the full horn show. Gates stay down at this crossing when the train is at the station because there's no DTMF...

Don't be surprised. They're clueless about how to design the thing any better, so are just circling the wagons around an unworkable design and adopting an "us vs. them" battle mentality when they get called out on it with basic facts. Instead of trying to amble their way to consensus they're...

I dunno if there's that much to be clawed back just by deleting lanes. If it were that stark a difference on final configuration price tags, you probably would've seen more consideration towards that by now. You could, however, free up quite a bit if the requirement to preserve all lanes...

The Porter platform would have to be double-track to fit :15 service on the inner Fitchburg Line, and that puts you immediately out of space here to squeeze the Green Line at-grade. There will definitely be opposite-direction meets around stopped trains with a schedule that dense. The Salem...

Yeah. Keeping the CR mode operating--and operating at nearly full double-track capacity--during the week throughout construction definitely widened the clearance tolerances a lot for that project. The most they could do around a weekend outage was temp-move short lengths of CR track around...

https://www.masstransitmag.com/rail/news/55286006/me-proposal-for-passenger-rail-to-bangor-loses-steam-in-committee Downeaster to Bangor study bill just got defeated in Legislative committee again for the second year in a row. NNEPRA and MEDOT lobbied heavily against it, so it didn't stand...

GLX adopts the Commuter Rail Design Standards Manual for its horizontal clearances, so there wouldn't be a mode difference for new construction. Applying math to their schematics for tangent double-track, 49' would be doable if the drainage channels are engineered directly underneath the tracks...