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That's just bizarre. Beverly-Rockport is 17 miles (Newburyport is similar), 34 miles is well within the range of nearly all but the smallest BEMUs. If we're doing BEMUs that's likely the optimal option.

I have to imagine they'd at least go as far as (South) Salem, hopefully Beverly. At that distance I think it should be possible to run BEMUs the remaining distance without stopping to charge.

I think the distance between Inbound/Outbound should only be 230ft, the length of the platform, but yeah still an average of 595ft, more than 2 minutes walking. If you shifted the mid-block station over further, that would obviously help a lot and possibly get the average transfer distance under...

Also, if you exclude Boylston, are there any other underground stops which don't allow for triple, or maybe even quadruple Type 10s?

More thoughts later, but I think it's worth pointing out that this "terrible" transfer is really not that bad. It's around 400ft walking, or around 100 seconds. It's pretty comparable to the long transfer at State, which we know people use. For a transfer that would (mostly) just be used for...

I have seen 4 car CRRC sets on the tracker, I'm not sure if that's a mistake but it certainly seems like they've been running those on occasion too.

I don't hate it in theory, but the current setup effectively disenfranchises all but the most dedicated and least preoccupied. If we care about continuing what is really a uniquely New England form of governance, we'll need to modernize it somehow and I don't necessarily think a move to...

Newark and BWI (And TF Green I guess) already have this, PHL would be easy to add since there's already a rail line through the airport, DCA would be easy since the VRE is right next to it, LGA could be added with a shuttle bus or APM transfer station above Astoria Blvd, and JFK could be added...

Well, yes NYC airports should have better connections. But ideally those short flights along the NEC shouldn't be happening at all. Better rail links for NYC area airports also furthers this goal, allowing the same Boston-NYC-Wherever connection but without the domestic flight, or more likely...

If your point is that it's a shame it won't be preserved, I don't think I agree. I highly doubt anything substantial from 1928 is left on the car, and by now it's probably more a hodgepodge of spare parts and scrap than anything historical. It's historical relevance is little more than a fun bit...

I mean the issue here, and I think @Teban54 is generally getting at the same thing, is that the Commuter Rail station probably should be called Chelsea, but it's really weird for the SL3 stop, which just went through (or at least near) the center of Chelsea to also be called that, it should be...

I think it's just wide enough until you get to Porter. From there you'd either need to build out, up, or down. Up is probably best from a cost perspective, out or down is probably best if you want to continue on to Belmont and Waltham.

I'm very happy with the names on the GL branches, most of the others (that aren't just reversions to earlier station names) are ehhhhhhhhhhh, to say the least. I'm very happy with Jumbo Junction though. The ones I'd personally change are: Red Line: JFK/UMass reverts to Columbia Kendall/MIT...

What if we renamed every single stop?

I say "apart from the tails" because they're separate from where you put the ring, for the most part. You could connect the Charlestown/Chelsea branch or the South Boston branch to the outer ring too. I agree they're very important corridors for rapid transit expansion, but they also don't...

Generally the type of person to post a silly idea in this thread is also the type of person to rigorously examine said idea, relevant history, and relevant alternatives. Apparently ziplines have a slope of 3-6%. So from Boylston Station to Beacon St @ Arlington St, you'd need an elevation...

The problem with any "Inner Ring" is that you run into problems from geometry rather quickly. Once you go ~35% the way around a circle, it's faster to go through the middle. Therefore, the bigger the loop the more journeys are faster to make along it. Of as the distance from downtown increases...

Probably wide enough for elevated supports though... It's neither a pro nor con, it's a different route serving different places. The pro is that it serves one place, the con is that it doesn't serve the other place. If the projects aren't mutually exclusive those roughly balance out. If...

I'm honestly not super unhappy with this proposal. If you can link into the NE corridor I really think that could be merit enough by itself as a way to move away from air travel. (IE, someone gets off their Delta flight from Rome or wherever at Logan, then gets on a train to NYC rather than...

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