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If the proponent wasn’t proposing underground parking under literally every building (net 3000 new spaces) I would agree with you. Their own analysis predicts the addition of 1500 new peak hour vehicular trips, enough to overwhelm Columbia point even if the roadway network wasn’t already...

For greenfield development in the Midwest, admittedly not terrible. Though in typical MDOT fashion, no accommodation for non-motorized users. The problem with doing something like this for K circle is that it would be about four times the size, significantly lengthening the pedestrian detour...

Very suboptimal from a pedestrian perspective due to the circuitous routing. Also God help the guy unlucky enough to have to design the vehicular guide signs.

However, l whole heartedly agree that it is ridiculous that it costs $9.40 to travel from Reading to DTX on CR VS $2.40 from Braintree and Riverside when the latter two have objectively better service with rapid transit. In what world does worse service warrant a 400% premium? Personally, its...

While l agree with most of it, the presumption that 100 MPH operation could be achieved on the inner Haverhill line strains the credibility of the whole report. Even if the track geometry allowed it, with the five Melrose-Wakefield stations averaging a mile apart (plus all the grade crossings)...

Wow, the recommended alternative in that report is cut and cover the whole thing. Maybe this time around the alternative analysis was actually done to select the best alternative instead of sandbagging the whole thing (shocking l know).

Approval yes, but funding not necessarily. Town might have thought it could have been done cheap enough that they would only need to get an access permit and (at least mostly) fund it themselves. Same process as when a town or developer wants to connect a new street to a non-limited access state...

The weaving condition is caused by exactly that. Functions the same as the inner ramps of a cloverleaf, except some Washington St entering traffic stays within that lane to exit onto 93 S, further complicating the weave for 128 N - 93 S traffic. Thats why this flyover in the most recent...

Im assuming primarily local traffic with minimal effect on the 128 or 93 mainlines. The queues on the Washington St on ramp are brutal, in addition to the slog of lights South along Washington, especially the LT movement at the on ramp. Reading between the lines of the feasibility study, it...

Nope, Nope, Nope. Splicing a new ramp on to an existing one at an entrance gore is about the worst thing you could propose, not even considering the speed differential from the tight curve up the embankment. Also the 93 S breakdown lane is already stripped as a travel lane. Don’t know how...

Bog standard third rail electrification for mainline rail, like in NYC, southeast England, and Berlin would be the equivalent. Pre HS1, even Eurostar trains ran on legacy third rail power from London to the Chunnel. Not sure if FRA allows new third rail grade crossings (Metro North, LIRR, and...

Agree 1000%. I was stopped for 5 minutes at Chinatown last week while the motorman helped a disabled passenger. The beeping was seriously making me consider walking to Wellington. Even listening to music couldn’t drown it out. As far as helping the visually impaired, since the beeping is so...

Looks like it took a chunk out of the platform too. Per MBTA Twitter, “Delays of up to 20 minutes due to a train with a mechanical problem at Broadway.” (Lol)

The T is finally replacing the ancient jointed rail on the Haverhill line from Oak Grove to N. Wilmington. No inbound service south of Balardvale from 8 AM to 5PM for the rest of the fall. https://www.mbta.com/projects/haverhill-line-rail-replacement

The block with the Dunkin is now a hole in the ground and Middlesex Ave is shifted with barrier. Forgot to grab pics but looks like this is officially underway.

That bridge is being reconstructed as a component of the Pike -128 interchange improvements project. Complete superstructure replacement but more or less retains the existing abutments. Existing 37' horizontal clearance to remain. Unless that changes, GLX Auburndale is probably dead for the next...

Another issue in addition to those mentioned is maintenance. Typically, highways are only resurfaced; only the top1-3 inches (out of a foot or more) of asphalt are milled off and replaced. The finished product is essentially good as new and remedies all cracks, potholes, etc… if done at the...

If the Pike ended in Allston, the odds of at least the southern half of the inner belt being built probably rise substantially. Politically it would have been much tougher for Sargent to implement the highway moratorium if it explicitly screwed the western burbs by permanently truncating the...

Eh, probably not. The transition would be jankey and would limit future options to fix the circle to make it less of a death trap for cyclists. Not to mention there could be structural considerations none of us are privy to. One thing to yank a beam for six months, another to do it permanently...

Honestly, after 93 is fully open sometime today, the traffic impacts of this aren’t going to be that significant. The beam the truck hit is completely toast and will be removed along with the ~8 or so feet of bridge deck it supports. In some of the pictures you can actually see that the beam...