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Not a direct reply to you, but my comment is more for people who were as confused as myself about what Phase 2 entails. (I had not been actively monitoring the forum since last October until now, so I apologize if this is common knowledge.) This is the tentative Phase 2-5 schedule in an update...

Coming back to this a bit: I have no intentions of sounding like a downer, but -- Does anyone else feel that Fairmount's ridership still feels too low, compared to other CR lines? We can generally agree that Fairmount is the only (fully) "urban" CR line. Its area served is also very dense and...

FYI, I wasn't able to find any schedules of a Lakeville-Bridgewater shuttle on either MBTA's website or TransSee (which pulls GTFS data). It's most likely just ghost code.

Not trying to nitpick, but keep in mind that Essex St is still much narrower than Stuart/Kneeland, and even if the tri-level Chinatown station is feasible, it will still be incredibly costly. Stuart-Kneeland offer you a much wider street to dig under (possibly even allowing C&C), a more...

Great thoughts from you both. I'll address this part first: The idea is to set up three completely isolated trunks: Nubian - Park Inner Huntington - Government Center Kenmore - Seaport Of the three downtown routes, Park Inner is the only one with a capacity constraint (or at least the most...

Semi-random question: How feasible is it to let Nubian feed into Boylston's inner tracks? I know, I know, it sounds crazy. But as it turns out, this is heavily related to a theoretical framework on GLR service patterns and capacity that I've started brainstorming. You'll see why once I get to...

Is this a Google Map of all historical bus routes and/or trolleys? Is it publicly available, or are you willing to share it?

Here's the catchment area of Comm Ave Newton that's being discussed, on the population density map: This is quite literally one of the sparsest regions in metro Boston, only after South Brookline. Even south-central Milton's main road corridors are denser. Notwithstanding Newton's reputation...

I do agree with @TheRatmeister that it shouldn't be a problem. The T is already planning for concrete, real-world goals of running 2-car Type 10 hyper trains on today's Green Line, so they'll have to consider the fact that they can't berth two trains on the same platform (even if they do now --...

I'd guess that's much more feasible than turning 25-40 tph at Park St, simply because the Seaport Transitway has a lot more options on the eastern end to terminate trains. Obviously I'm not a train operator myself, but AFAIK, a lot of the time-killers in terminal operations actually come from...

I'll get to the (excellent discussions of) SL Phase 3 engineering details at a future date, but just a quick nitpick on a particular point: An implicit assumption of your "4,000 vs. 7,800" is that you get the Marginal Rd subway for free (Back Bay - the Highway Interchange District), or that...

In response to @TheRatmeister's comment, I'll start here: The spirit of this plan seems identical to my 2x2 plan, in that both aim to enable all 4 connections between pairs of destinations: (Kenmore / Huntington) -- (Park St / Seaport). @Riverside also implied that while he didn't explicitly...

Something similar to this has been mentioned in my 2x2 plan (posted again here for convenience): Specifically, the N bullet (Magenta Line) basically does what you said -- except that I have N trains use Huntington Ave subway until Copley, then build flyovers for it to converge to the...

That's an interesting thought, but I would argue that Tripod can also do this if you feed the street-running segment into the Huntington end for through-running to downtown, as opposed to feeding into Kenmore and the Central Subway. (Of course, that requires you to get rid of the perfectionism...

I think the main point here that I didn't realize beforehand is: You're implicitly assuming some Huntington trains would regularly turn at Park St inner loop under Criss-Cross. Now with this detail, I'm fully onboard, and I do agree that Criss-Cross can still be a capacity boost even for...

For one thing, even under Tripod, the Tremont St subway (say, North Station to Bay Village) still sees much higher frequencies than the Seaport "branch". This is because Tremont will see supplemental trains from Nubian: in fact, most Tripod GLR proposals, including Riverside's and mine, have...

A couple comments on other topics being brought up: Engineering between Bay Village (Marginal St) and South Station (SL Transitway) I had previously raised some doubts about this segment in December 2023. At that time, the prevailing proposal -- before most people paid heavy attention to it --...

With that said, there is an alternative that lets you add supplemental service to Huntington under Criss-Cross. Presenting to you, a very quick and rough drawing of the 2x2 / "Full Criss-Cross" model: Disclaimer: The number of routes ("bullets") per branch matches my intentions. However, the...

Hey guys, I'm back! I've sadly been away from all the excellent discussions (both in this thread and elsewhere on archBoston) the last few months, as my IRL schedule simply didn't allow catching up on everything on this forum. I'll gradually dig through several months of archives, so you can...

A problem is that part of the T12's intention was probably to connect Seaport, as a destination (employment or otherwise), to residential areas of Roxbury and possibly further west. Stopping it at Andrew would break that, and in general, would make it a "neighborhood to neighborhood" route that...