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In this new version, the City clearly prioritized the event space hardscape across from the BPL. I guess only time will tell us if that was a good choice. The last version certainly seemed more inviting for casual users.

1) Cold batteries hold less charge than warm batteries. 2) Under winter conditions (snowy, icy tracks) more traction power is required. 3) Under icy winter conditions catenary wires deliver less power (for both traction and recharge). 4) Older batteries hold less charge than new batteries...

But best practice it to do layovers at a charging facility. MBTA plan for Newburyport/Rockport does not do that. They are asking for stacked performance degradation, and trains dying on their first inbound run on cold winter mornings.

1) Cold weather 2) Overnight layover 3) Battery charge fatigue Layer all those in and you need a lot of slack -- or you end up with Fall River line level performance.

Also, don't forget interest rates remain high. All that adds up when trying to pencil out construction margins. Projects simply do not pass the risk threshold for investment.

Yes, but the big difference is that CDG has a real high-speed rail network that reaches virtually every corner of France, and mostly a one-seat ride, directly from Terminal 2 at CDG. You literally take the escalator down to the train platform. Nothing in the NEC is equivalent.

To do this you need a real inter-city high speed rail hub at the airport (for example at JFK), like the TGV model at CDG. A multi-transfer rail option on conventional subway (which is very luggage unfriendly) is not going to get people to mode-shift from short hop regional air.

But to show the co-location, the CR stop name should change in parallel. Which would be fine.

Why all the concern about a CR and co-located transit stop sharing a name? South Station, North Station, Back Bay, Porter, JFK/UMass, Malden Center, Ruggles, Forest Hills etc. all share names. It is how you indicate they are co-located!

Or potentially a hybrid model where there is a Regional Rail passing track somewhere in the ROW between Porter and Union (assuming some part of the ROW is a bit wider)?

Yes, but to be fair, the green space in the design is the part still under construction (upper left of your image). Hardscape was clustered where it is in the design because of the way the park is used (only hardscape survives those uses).

I believe they are dealing with asbestos throughout the structure, which is driving the floor-by-floor dismantlement.

1) Green space is coming -- there will be a lawn in front of Trinity Church -- it is the part not open yet. 2) Not every park can accommodate every public constituent. Copley Square has never been a particularly kid-friendly space. It is OK to have adult oriented spaces in the city too.

This section on Page 20 tells you why the MBTA will not do fare free buses system wide: Cost Savings from Elimination of Contracted Fare Collection Equipment and Enforcement Personnel The MBTA is contractually obligated to pay for the fare collection systems installation, use and maintenance...

Which works well in locations where drivers know how to zipper merge -- which is not Boston.

Big challenge, unless you connect the Silver Line LRT into the Green Line, is you would need a yard and maintenance facility. It would be an orphan line like the Mattapan Trolley. Which is really costly to support relative to its transit value.

Of course the historical street car pattern in South Boston was exactly that configuration, Broadway streetcar connecting into the Tremont Street Tunnel via the Pleasant Street Portal. The configuration was easier then because before the Pike was built, and urban renewal reconfigured the street...

The hotel actually has an interlock and warning light on the door out to that patio from their bar that locks it out in high wind conditions. The wind can be quite vicious between the buildings. It throws the light furniture around.

Someone who lives in Boston needs to report it via 311 or the App; the City moves quickly on graffiti removal if it is reported.

Laws of physics tell us that there has to be a drag penalty on power requirements -- and the drag penalty is a fourth power effect, so a little drag cause a lot of excess energy use.