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Where does all the traffic go then? The Tobin carries 85,000 cars per day and obviously there’s no clear transit alternative on the alignment. There’s no way the Revere Beach Parkway can handle all that traffic.

Why are they starting construction now on a pinch point south of East Taunton? How could this not have been predicted, or am I missing something?

How does extending the third rail one stop further make the line more resilient? Does the OCS need to extend a certain distance past the last station it's used at or is there is there a substation specifically for the OCS that's vulnerable?

Do you know of any plates/plans of the subway between Arlington and Boylston stations? I’ve been looking for those to see how they provisioned in the post office square extension.

Can the launch pit be in the middle of the alignment? I was under the impression that there had to be a pt at the starting and end points of the length of the tunnel.

They would have to look at using a large enough diameter to fit the stations within the bore. That should mitigate the concerns over the adjacent foundations and leave a larger margin for error. Of course, the head houses will need to be excavated but I think there’s room for that at Washington...

Do you know/did it state in the report if the existing buildings are bearing on spread footings or if there are timber piles underneath the footings that are not shown? It also appears in this section that the station construction was to use slurry walls, similar to big dig technique. Was that...

Doesn’t the Park St loop have too tight a radius for Type 10 vehicles? If trains use a loop there to turn back I think it has to be a reactivated outer loop, which will interfere with GC/north bound trains and thus reduce capacity overall.

I'm glad we're revisiting the Essex St subway route, IMO the superior routing for a Seaport light rail connection, albeit with clear engineering challenges. Here's how I think we can achieve a crossover point at Boylston, with inspiration from Riverside's post and SLPhase3 plans on the last...

My gut tells me they’re downplaying full electrification until they come up with a concrete plan of how to phase it into existence. Even if they’re overestimating the total cost of stringing up wires, it’s still a monumental task to do so systemwide. BEMU’s will have to be rolled out as an...

The other way would be to tunnel a single track of commuter rail underneath the existing footprint. Not easy and I agree the options that you’ve outlined are highly unlikely, but I think it’s worth exploring when put up against a new flying junction to merge the red line tracks

There’s enough room to add an island platform and double track at JFK/UMass without taking any red line tracks, so long as there’s some road dieting of Old Colony Ave and a reduced footprint of the busway at the station. I think it would be shortsighted to take away any red line tracks, as...

Say in a Phase 1 urban ring world where the tracks are cut short at East Chelsea like depicted above, would it be beneficial to maintain a shared LRT/BRT ROW to Chelsea? I would think you want to maintain the SL3 right up until a TWT rail connection is built to connect to the transitway.

I believe @F-Line to Dudley mentioned that on this board at one point

Despite the high cost, the garage will pay for itself rather quickly. It will be a cash cow for Massport for a long time after it’s paid off. Note that, to offset the increased traffic, they are also expanding mass transit options in the form of increased Logan Express, silver line, and...

I like this. It also keeps with the spirit of the silver line phase 3 (albeit above grade). I would consider routing via High st though instead of Atlantic. I recall seeing a proposal to turn that into a bus only road to be shared with the T7, which I think would be pretty cool and useful.

I’m not sure what you think would be a better solution. Wouldn’t it be better to have signaled crosswalks at all of the ramps? A SPUI or DDI will include this and the current layout doesn’t have any (at the ramps or roundabout). Either proposed option would be a major improvement over the...

As of now, the circle gets completely backed up during rush hour from everyone trying to go around the circle from Morrissey to get on 93N. A more regimented left turn at a signalized intersection, plus the two lanes on Columbia dedicated to 93N (as shown in the documents) could solve this. I...

As long as no one’s smoking on the trains I’m fine with this…

It’s my understanding that Main, Broadway, and Binney streets will have to be at-grade regardless of mode. It looks like there’s enough room to bridge/pass under Mass Ave for either mode as well. I think the main argument is that light rail will be able to interface with traffic better than main...