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If we're reducing 93 to 3 lanes I think it would be more reasonable to maintain the current width but convert one lane from each side to a shoulder. I could see an argument for SCR or Cape Cod trains skipping JFK and Braintree, but we don't really need to quad-track the line to do that, a...

And again, this is not actually a new concept. JFK/UMass was not originally on the Braintree branch. It was added as a stop 11 years into its existence, again adding about 90s to the journey time between Quincy and Boston. There were in fact no riots in the streets of Quincy demanding that the...

Timed transfers, even done in the Netherlands, slow down a service to make it more frequent. I somewhat frequently take the train through Zwolle which has a timed transfer to give each destination pair a half-hourly service, and the stop lasts somewhere around 3-5 minutes most of the time. I'd...

Absolutely, I still think elevated over Alford/Broadway is the better alignment for proximity both to Encore and redevelopment of the Everett Hellscape™ I don't think it does, I would argue navigating Sullivan and the Charlestown Garage is more challenging IMO. If you don't want to be stuck...

No it just plainly isn't. Adding 90s to a subway trip doesn't "force" anyone to use the Commuter Rail. Again, 90 seconds. That's the amount of time that anyone would be making a fuss over.

Presumably they mean that ridership is outpacing expected demand.

I think you're right about it being possible to make JFK work. But JFK isn't the problem, Savin Hill is. You would either need to demolish or at least take the backyards of a dozen homes and two apartment buildings, or take a lane from 93, which already doesn't have a shoulder in that section...

Yes but my point is that those South Shore commuters getting on at Quincy Center and Braintree would have the option for an even quicker commute that many of them don't have now because of the limited CR capacity. Also the time difference here is like 2 minutes at worst, probably more like...

But it benefits South Shore commuters too, more of whom would have the opportunity to take the CR and skip all the Red Line local stops going into downtown.

Then there is even less reason to be worried about expansion.

If we're just running a viaduct, it's not that bad. People would certainly hate it but in the grand scheme of things done to places it's reasonably low on the harm levels. If this were a way to connect two sections of elevated rail on open ROWs or wide streets, I would consider it to be...

That's a lot of new ROW for the western route compared to the easy way of just building a spur off the Hartford Line along the Bradley Connector.

Because it's plainly not necessary. Let's reserve two tracks just for Amtrak, so 8 for CR. If turnarounds take 30 minutes, which is very long for peak periods, that would limit North Station to 16 TPH. That's still enough for 15 minute service to Lowell, Fitchburg, and Haverhill, and Beverly...

It's not immediately easy to tell, but it seems like this part is not necessarily a problem anymore. High cost and charging time remains an issue however.

The video showed the train absolutely packed full of MBTA staff, so I'm not sure that means much.

Bunker Hill Flag, end of story. Related to the New England 'Pine Tree Flag' but also clearly distinct. An Appeal to Heaven is super badass though.

Even that height isn't enough to get over buildings in dense areas, guesstimating on Google Earth suggests the viaduct at Northgate is around 3 stories tall, there are a lot of buildings along Broadway that are that tall or slightly taller. (We call them triple-deckers for a reason after all.)...

Viaducts on the 2 Line in Seattle are about 35' wide, Broadway is around 65' wide (building to building). This could be brought down to 30' like the Market-Frankford Line in Philly, but I don't see it going much narrower. What does a 30' wide viaduct look like on a 65' wide street? Like...

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So why are they using low floor vehicles then?