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This is what I've been stuck on. IMO the clear continuation is Red-X via Cabot Yard. But that would obviously entail modifications to all the stations on whichever RL branch you choose, plus it makes Old-Colony double-tracking harder since you now need to maintain four tracks. through JFK and...

I think the biggest difference maker would be a new fountain. I don't think there's any better way to liven up a space.

On the one hand, great building. On the other hand, that's a lot of dead space. Pretty dead space sure, but dead space nonetheless.

I've been wanting to do a version that aligns Copley and Back Bay for that nice clean 39 line for a while, but I finally made it work. The main drawback is that it nearly doubles the spacing between Mass. Ave and Back Bay which looks a bit awkward. Is it worth it? I'm still not sure.

Hasn't it been delayed an indeterminate amount?

Re: Gradients and inclines limiting station sites: There's no rule that says a station has to be at ground level. It can in fact be suspended under a bridge. Obviously in that case the 1% maximum platform gradient rule applies, so you'd want to start the incline for the rail portion of the...

Again, you do not need any of this for 6%. If we were talking about 10% that would be a different discussion, but we're not. If high-floor "Light rail" vehicles can do it, then you can have subway trains that do it. Or just build a high-floor "light rail" line/medium capacity metro.

Not from 4%. 6% is roughly the next step up, and is absolutely doable with (beefy) subway trains.

That's a pretty conservative estimate. If we're assuming that any line over a new bridge is a standalone line, it will need new rolling stock which can be designed beefy enough to take steeper grades. Yes it is more expensive on the rolling stock procurement side, but likely far cheaper on the...

Partial map courtesy of @Teban54

...during rush hour? Somehow I'm doubtful that applies to anyone besides workers. (And as discussed previously, some kind of access to Longwood would need to be maintained.) Also, again apart from workers those are big inelastic sorts of demand. Sporting events and shows will draw people in...

...and we're supposed to care why?

I've always preferred shortening the overpass rather than entirely removing it. Connecting it to a Pike exit rather than Storrow eliminates many of the negative effects on the city but still retains highway access for Longwood which I agree is important.

8/27, Big Birds at Logan

Warsaw has several tram lines where buses also run.

Fixed although it looks like ass and is terribly confusing.

I can find some companies that claim to do TBM reuse that seems to involve digging it up again, presumably leaving it down there isn't different. Even if it needs significant refurbishments not needing to dig the shaft and having the big parts already down there probably makes it worth it.

Pretty big mistake (15 doesn't go to Savin Hill) made it onto the Wards Maps merchandise, the map hasn't been posted on mbta.com yet so we'll see if it gets fixed before going officially live.

This metric will naturally rate any station with bus-bus transfers very, very high. I'm just adding all ons+offs in the outbound direction, so someone transferring from the 8 to the 23 at Nubian gets counted twice for example. That's why Forest Hills and Nubian are so high.

You are correct although I did intend to exclude that one as well, I guess my brain is still living in 1987. It scores almost 5 times higher than second place and makes the question considerably less interesting.