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@TheRatmeister, I'll start by saying that your thoughts have opened up quite a few new perspectives and considerations for me, which I truly appreciate: The practical considerations of modifying (existing) Copley, especially w.r.t. building preservation This seems to push any Kenmore-BBY-BV...

As for the discussion of the 5 alternatives, with the caveat of replacing "need Charles St subway" with "need separation point X", here are some additional comments: My opinion on Huntington-Seaport is quite the contrary: I think the Full Pike Hugger is the best alternative for...

I'll focus on this, because I don't think that's true, and it affect everything else that follows in your comment. The main disagreement is feeding Huntington trains into Park St Inner (aka Boylston Inner). Important clarification: Below, I use "Arlington" to refer to today's Arlington...

My somewhat baseless guess is that it might also be a dispatching issue. Since Metro-North controls dispatching on the ROW, one can imagine Amtrak getting the short end of the stick whenever something screws up, thus affecting runtimes and meaning Amtrak needs to pad the schedules more than...

See, that's exactly what I thought when we discussed this. However, at this point I'm not sure if it's worth it. One of the four items below need to be done: Flip the flyover junction tracks south of Boylston, so that outer tracks at Boylston connect to Boylston St, and inner tracks connect to...

Since @Riverside made this post about the "Criss-Cross" GLR model almost a month ago, as opposed to the more traditional "Tripod" model, I had been doing some internal evaluations of the two, in an attempt to figure out which one is better. In this process, as hinted at in this comment of mine...

I'd expect taking the Providence Line to Ruggles saves you a lot more time on the LMA shuttles, and the shuttles can get stuck in traffic east of Ruggles too.

Yeah, I've personally come to the conclusion that SCR Phase 1 is more useful for occasional trips to the two cities (for leisure, family etc), especially for those who can't or prefer not to drive, than for frequent commutes. Don't get me wrong -- that has value in itself, as I can already...

Not that I know much about this, but: Wasn't this exactly how New York built their Second Ave Subway? IIRC, some critics say that was a major factor for cost blowouts.

My 2035 list. Rapid transit: Red-Blue Connector GLE to Hyde Square GLC stop consolidation Buses: BNRD completion SL3 extension to Sullivan Square SL6 launched between Glendale (or possibly Chelsea) and Kendall Rutherford Ave and Everett Lower Broadway busways used by SL6 (and SL3 for the...

Great thoughts overall. A few somewhat specific questions and comments: Can you point out exactly where the New East Side Interceptor sewer is? Is it running down the Big Dig / Surface Rd? (If that's indeed the case, then I agree that this factor shouldn't be a deal-breaker at all -- any...

To clarify, the thesis of my comment wasn't saying "Fairmount is underwhelming", but "other CR lines -- which are more suburban-centric than Fairmount -- may be exceeding the expectations of transit crayonists who are often focused on urban areas".

Not a direct reply to you, but my comment is more for people who were as confused as myself about what Phase 2 entails. (I had not been actively monitoring the forum since last October until now, so I apologize if this is common knowledge.) This is the tentative Phase 2-5 schedule in an update...

Coming back to this a bit: I have no intentions of sounding like a downer, but -- Does anyone else feel that Fairmount's ridership still feels too low, compared to other CR lines? We can generally agree that Fairmount is the only (fully) "urban" CR line. Its area served is also very dense and...

FYI, I wasn't able to find any schedules of a Lakeville-Bridgewater shuttle on either MBTA's website or TransSee (which pulls GTFS data). It's most likely just ghost code.

Not trying to nitpick, but keep in mind that Essex St is still much narrower than Stuart/Kneeland, and even if the tri-level Chinatown station is feasible, it will still be incredibly costly. Stuart-Kneeland offer you a much wider street to dig under (possibly even allowing C&C), a more...

Great thoughts from you both. I'll address this part first: The idea is to set up three completely isolated trunks: Nubian - Park Inner Huntington - Government Center Kenmore - Seaport Of the three downtown routes, Park Inner is the only one with a capacity constraint (or at least the most...

Semi-random question: How feasible is it to let Nubian feed into Boylston's inner tracks? I know, I know, it sounds crazy. But as it turns out, this is heavily related to a theoretical framework on GLR service patterns and capacity that I've started brainstorming. You'll see why once I get to...

Is this a Google Map of all historical bus routes and/or trolleys? Is it publicly available, or are you willing to share it?

Here's the catchment area of Comm Ave Newton that's being discussed, on the population density map: This is quite literally one of the sparsest regions in metro Boston, only after South Brookline. Even south-central Milton's main road corridors are denser. Notwithstanding Newton's reputation...