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You have to be careful with any design like this because it tends to create a lack of ownership towards the green space. It then becomes the responsibility of someone who doesn't care all that much, a government or landlord usually, and so it's a lawn because that's easy and boring. Creating a...

So far only one train appears to have made the trip at 50MPH.

Folding bikes or scooters? Sure. Full sized bikes? Definitely not, unless you want to attach a whole car filled with bike racks and even then you couldn't fit that many.

Speed, connecting to the already unreliable B branch, lack of density, and few opportunities for increasing density without demolishing existing homes. In my opinion, to really make it work: Each stop along the route would really need to be a bike Park & Ride, which while easier than a...

I think you could aim for maybe 400-500, more than that would be pushing it in terms of livability I think.

And just to give a couple examples of modern developments I like that would (in my opinion) be well suited to sites like Suffolk Downs or any vacant industrial lot, here is Ebbingekwartier in Groningen, which is a mix of row-houses and apartments, and here is Nordhavn in Copenhagen, which is...

For an even more dramatic case, here is Vinkhuizen where you can see highrises and fields from the same spot.

I don't think so? It's quite operationally complex and not super practical if you want the trains to, you know, stay still while people board. This was not a concern in the early 1900s. What I'm more sure about is that it's not a problem. Government Center operates just fine as a terminus for...

London has a pronounced green belt, the Randstad has the Green Heart which is relatively abrupt (and really most Dutch cities have quite sharp edges), Berlin stops pretty abruptly at the limits of the city-state in many places (even the East), Ørestad in Copenhagen (which is probably not an...

Some combination of going over switches and through a yard area, if I remember correctly. The Type 10s should help with the former, the latter is safety and/or regulatory related and probably isn't changing anytime soon.

The "operational flexibility" in question that is needed (presumably) comes from both capacity limitations at the Government Center loop, or from any other circumstances which may require trains to be turned at Park St, such as the diversion in question (realities of the track layout and running...

No, the Type 10s are designed to fit around the Park St loop. The T has stated that it's needed for operation flexibility with the current service levels, so removing it from service is not an option and altering it is obviously out of the question given the tight space underground. But using...

Just to go way back to the original premise of this discussion, the capacity of the Park Street loop, I'm not sure that's actually unknown. It seems like, at least for a 2 week period, 3 branches, so about 20-22 TPH, used the Park Street loop continuously. (I believe the D was turned at Kenmore...

The less wealthy ones don't (always) though, and the traffic data at Logan suggests this is a pretty high volume. As a (former I guess) suburbanite I can also say anecdotally that whenever I come back to Boston and fly into Logan, it's family picking me up at the airport. Growing up we used...

I'd like to revisit this map. What if as a modification to this, the crossover point is at Boylston instead? And one station or two, I'm not sure how much it necessarily matters but we'll say one. That still gets you the connections to the Huntington Ave Subway, which would connect to the...

"Area" means nothing by itself. You choose what area to include and what to exclude. I would argue for population density purposes forests and undeveloped woods (but not the neighborhood in the woods developments) should be excluded, just like it would be weird to say Boston actually has a very...

But not between Chinatown/Boylston (I'm going to call it Essex) and South Station, but between Essex and the portal at Tufts Medical Center. A portal which would not reuse the one under Eliot Norton Park, but would involve making a very sharp turn onto Washington St, or some other combination of...

I don't see how moving the Chinatown platforms west would reduce the amount of space available for an incline, if anything it would have the opposite effect, but given the limited space available under the station it would probably just stay the same. (That is to say, if you can fit new...

I'm sure it's possible, some of that space would likely have been used for a Post Office Sq extension. It would undeniably be steep but planners in 1913 seemed to think it was doable with the streetcars of the day, and it seems to have been backed up with the SL Phase 3 plans. I don't...