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The nearside/farside difference between the first round of designs in 2024 and the final designs is Dean EB, St Paul WB, and Hawes EB. Platforms at Englewood EB, Dean WB, and St Paul EB are getting moved farside; others were already farside. (I guess Tappan WB is technically nearside, but that...

No, commuter rail trains do not stop at Hynes, only the Green Line.

Anecdotally, city business owners almost universally drive to work, and because of that they believe their customers (and employees) do too.

Some notes from looking at the presentation: The current proposal maintains a continuous Sullivan-bound bus lane, while there will be an Everett-bound gap from Beacham to Sweetser Circle. They're actually cutting the Everett-bound bus lane back from its existing length at Sweetser Circle...

BNRD currently calls for the 80 to terminate at Davis, with the portion east of Powder House Square discontinued. That makes sense to me - Davis is a bigger destination, has more frequent rapid transit, and has a dedicated busway. It also calls for the 94 to be discontinued, while the 96 will be...

Very curious to see what this involves. I can't imagine bus lanes on a street that's 40 feet with with an existing bike lane. Maybe some queue jumps? The current plan only has the worse-than-every-30 route 80 on Boston Avenue. The 94 and 350 are scheduled to go away with BNRD. The 96 currently...

I think the time to do it would be after a big push to get bus lanes in Roxbury and Dorchester. Get Columbus Phase 2, BHA, Seaver, Malcolm X, and at least something on Warren and in the LMA. Then you can say "oh look, we've got so many routes using these busways, we don't want to put them all in...

I can't find anything from 1923 about the proposal; it doesn't appear in the Globe (that I can find) or the BTD annual reports. The 1926 Report on improved transportation facilities in the Boston metropolitan district mentions the proposal briefly...

And that's Cape Cod, a longstanding vacation area that merited multiple daily seasonal trains from NYC until 1959. The only direct service I'm aware of from NYC to Newport/Fall River/New Bedford was the once-a-week Harpooner, operated summers from approximately 1929 to 1932, which ran as a...

The current NETransit roster indicates 443 active cars (146 flats and 197 bilevels) with 376 required for peak. There are 96 passenger locomotives available with 66 required for peak. (Why are they renting additional locomotives?) Obviously not 100% of those are available at any given moment...

Almost all correct - just a few remain!

Today's quiz is all about transfers. The collection of historical streetcar maps on Commons may be helpful. For the purposes of this quiz, the "downtown area" is as shown in the map below. "Surface lines" are streetcar lines that did not enter the subway (i.e, not Green Line branches"). The...

It would also be very difficult to maintain subway-quality service when it's dependent on the exact timing of multiple through-running lines (since the frequency of such a service would be much higher than any individual southside line). Minor variations that aren't an issue for 15-minute or...

Interesting idea, 3decker! Ratmeister's concerns are valid; I'll note that mainline rail also: Has heavier rolling stock that's not ideal for stopping as frequently as light rail or metro Requires more crew per train Has longer trains (because train are designed for primarily sitting...

And of course there's the 1915 East Boston plan, which called for a giant new port where Logan now is, a major expansion of Wood Island Park, Blue Line branches to Chelsea and to the BRB&L, a freight rail tunnel to South Boston, a road tunnel to downtown, and much more...

There were a number of different 19th century plans for the South Boston Flats. This one from 1866 would have also extended the wharves near Rowes Wharf towards a realigned Fort Point Channel:

If the problem is salty water pooling at crossings, it seems that an effort to slightly change the grade of offending crossings - so that they're slightly higher than the surrounding roadway - might be useful and relatively affordable. And/or target these crossings for drainage improvements.

It seems to be random, often midblock, as if the computer locked up and a human took over. No obvious pattern from what I've seen.

2004 PMT, pages 5C-68 and -69: https://web.archive.org/web/20110928225806/http://www.bostonmpo.org/bostonmpo/pmt-old/PMT-4.pdf While I'm a bit suspicious of the projections, the area is very different than it was in 2004: In 2004 the triangle was mostly commercial clustered around the Red...