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The Lynn Planning Department certainly hope there will be many more: South Harbor Implementation Plan: https://lynnincommon.com/ship Soon there should be a North Harbor Implementation Plan, and hopefully a Lynnway redesign with bus lanes.

I thought that was the entire point of creating more of an event space along the St. James and Dartmouth Street edges (hardscape). Maybe we just need to wait a month or so for more "outdoor season". Most of Boston's outdoor activities are seasonal (although we need to do better about winter --...

So far it is a hotel in name only. Never seen a single guest in all these years.

I think it is just the effect of astronomical real estate values. There is a tipping point where it becomes viable to fill in the gaps in the urban fabric. I have seen this cycle through neighborhoods. South End was first (with only a few gaps); South Boston was next with a lot of these small...

I believe the open arches are necessary for air flow. You have diesel engines idling in the terminal. Close off the airflow and you could have some really bad outcomes.

Same, I tend to drive to Wonderland for the same reason, even though I can walk to Lynn or Swampscott stations.

Good point -- and the other factor is schedule. Until frequency of service is addressed, there will always be a upper limit of ridership. You really have to get to regional rail levels of service (like Metro North) to have full trains on weekends. My mindset about using Metro-North versus...

Agreed, understood. But I am not sure it is low enough. Are trains running close to full on weekends and holidays?

I know we don't think of pricing this way in transit, but we really should be trying to drive fare structures that maximize the use of available seats. (Recognizing that the price is only one issue -- frequency is the other big one.) The trains are running, empty or full.

If only there were a way to quickly bring more people to the neighborhood businesses that doesn't require more parking? A high capacity vehicle with a lane that bypasses traffic -- such that you move more people, faster, with fewer cars? What could that be?

This may be the first time I have seen planning or development renderings that admit we have winter here in New England!

Which exists because bus drivers working in Greater Boston have to earn a living wage to be able to actually live in Greater Boston. Versus college kids are living in the dorm (pricey, but paid for either by parents or massive student loan debt).

Some of the ferries have been leased as new routes were tested. As the routes become permanent, I believe the MBTA is buying the ferries used on those routes.

I would be willing to bet that a big driver for the cost is trying to keep the line and street mostly open during the construction. It is a tight, busy transit and traffic corridor, not a greenfield site. If we were willing to take the transportation hit of closing the corridor for six months...

OK, but you actually made my point, and the one noted above that I was commenting on: the title of this thread does not well represent the building pictured at 575 Albany Street. That building is NOT The Smith at 660 Harrison Ave. (And in fact The Smith does not use the Harrison Ave address...

It looks like a couple different (related?) projects between Harrison and Albany along E. Dedham Street have gotten conflated.

I believe there is supposed to be ground floor grocery retail space in the new building planned. Hopefully something similar comes back in the new building. There really wasn't any reason to try to salvage the current building -- it's a bit of a mess.

I think the last shutdown completed the trackside installation work. But I suspect (since the T is claiming work is not done) there is still back-office, Command Center, and testing work in process.

I acknowledge all your points about Phase 3 being a mess -- horrible concept as BRT. But I still insist that the bigger point is that the Big BRT Hype was actually a BRT Lie, because the service being built never qualified as BRT. The service serving the former elevated Orange Line (SL4/5) has...

I think BRT Lie is a better characterization, because the SL4/SL5 service has never passed muster as BRT. Real BRT has a dedicated right-of way that cannot be infringed on by traffic. The best BRT systems have level, all-door boarding; protected, fare control stations; signal priority at all...