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Yes, but seems more or less back on track. It is really out on the edge technology -- although the delays seem more political (NIMBYs) about the tunneling and station locations, and some geotechnical bad luck (unstable ground where tunneling was needed). 90% of the line from Tokyo to Nagoya is...

Reporting yesterday on Japan's new 310 MPH (yes MPH) Maglev train in trial. Tokyo Shinagawa-Nagoya section of the line is scheduled to go into commercial service in 2027. Extension to Osaka is planned.

Station can be as high up (or as far underground) as needed. There are no fundamental engineering issues. It is all about cost. Every foot above or below ground level adds to the vertical access and construction costs. And there are certain thresholds with step function jumps in cost due to...

I made the same proposal up thread. A lift bridge for the rail line directly under the Tobin replacement. Keep the rail line down a reasonable level, avoiding the grade issues. I guess the question is what is the ship traffic frequency under the Tobin and how often would the lift need to be...

That Charlestown stop placement is much better for tourists that residents. You have high density residential (Bunker Hill Development, Domino Development) and high density employment (yes Spaulding, but also the massive MGH research campus with several thousand employees) out at the far edge...

One big challenge for permeable paving systems is they require consistent maintenance -- using a regenerative vacuum sweeper system to clean out dirt and debris that clogs up the pores. Also permeable pavement is about 20% more expensive to install (not including separate drainage cost for the...

The biggest problem I see with the long, 6% grade approach is you end up not servicing the significant potential rider base near each end of the bridge. Or you have to try to site stations way up in the air with very expensive access issues (and the stations themselves need to flatten out the...

Generally the next step up for grades is a cog railway or a cable-assisted loco. Effective but very slow. Also lots of maintenance (lots of mechanical wear and tear).

The Bay Village ramp is too far east to help much with Longwood access.

I get your point. Perhaps a better phrasing would have been no incentives in any form for prompt delivery of the project. It feels like "deliver whenever, we don't care".

And Philly, DC, Chicago, LA and Portland OR. https://www.amtrak.com/station-lounges

I agree that the Pike access points generally fix the issue (although the Pike is no dream route to get to I-93 North or Rt. 1 North through the O'Neill Tunnel). A big challenge is no one has been able to find a location for these access points that is generally acceptable.

I understand the desire to eliminate the Bowker overpass. But it seems really problematic without also adding an Eastbound entrance/Westbound exit for the Pike someplace in Back Bay or Fenway. Otherwise you are reducing regional highway access for a significant, economically important...

Got it -- and yes, the bus door clearance is tight.

One can absolutely smell a contract with no late delivery penalty clause.

The Type-10 boarding height is low-floor, so only raised about 8 inches. That should work for bus boarding (I guess)? Buses stop at curbs that can be nearly that height.

Does anyone know how the fare gates at South and Back Bay Station will work for Amtrak tickets. (Yes, I know you scan them.) Amtrak tickets are for parties not individuals, and can have up to 8 passengers per ticket. Will the fare gates stay open long enough for a family with 2 adults, 3 kids...

At the time there were pretty serious discussions of MIT and Harvard merging.

I just wanted to comment that Amtrak is not handling the Acela NextGen transition terribly well (or at least not very efficiently). I have tickets for Acela round-trip travel to NYC for around the winter holidays. I have received three (3) separate ticket updates in the past week involving...

August 23rd Open House about the effort.