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That’s crazy! What about the Blue, Orange, and Red Lines?

I love this discussion and so I’ll throw my two cents down. I love the idea of US-3 becoming I-293 for its freeway section between 128/I-95 and the current I-293 designation. Here’s where I’d shift the US-3 designation to accommodate this change: Continuing south on Concord St in Nashua to...

I see how this will provide a significantly improved connection between Boylston St and Comm Ave for those not in automobiles. I can see how that will help those making hyper-local trips, as a major improvement over the current options of navigating the current death trap or detouring via Mass...

This is great news! Next, I’d like to see the transitway extended to Hyde Square, at the expense of on-street parking on South Huntington.

That’s if one parks in the bus lane and gets caught repeatedly without ever going sixty days between violations. Unlikely. Here it is with a much more likely 60+ days between offenses: Fare fines: $0, $50, $50, $50, $100 … Bus lane fines: $25, $25, $25, $25 … If the time it takes for one’s...

Why does skipping your fare hold a larger penalty than parking in a bus lane? The latter is a more harmful action committed by a more privileged group, so it should hold a larger penalty.

Good step in the right direction. Here are adjustments I’d make, putting us in line with peer agencies: Include double parked cars blocking a shared general travel lane in the enforcement program. 12-month look back period for all vehicles, not just commercial. 60 days for non-commercial...

This is yet another reason why larger scale center-running bus lane projects, like Blue Hill Ave, or the multi-phase Columbus Ave project, are such a value-add. They are corridor, rather than short segments. Emergency vehicles can travel for miles over them unimpeded.

Thank you both for the added perspective!

North Wilmington was just rebuilt to be fully accessible. It cost $2.7 million. What makes this project 12 times as expensive?

Back Bay, South Station, and North Station should all be “airport quality.”

That makes sense to me. Thanks for the explanation.

Is there any chance that these resources could be diverted to a higher demand route next year, like a trial of an Inland Route Boston - NYC?

Just going to say that I agree with you, so you are not alone in being a YIMBY (I would vote for densification quite literally next door to my home) and also being opposed to this project. In a perfect world, 920 Centre would become part of the Arboretum, which is a gem worth preserving and...

We’re posting The Onion now?

I'm somewhat understanding of this position, as I agree that if automobile volume was left completely constant, it's better to be routed under something livable, than cutting through the surface. The issue I have with some automobile underpasses is that they can induce demand for automobile...

Absolutely, wholeheartedly agreed. Investments should be in: Northeast Corridor bringing it up to international high-speed rail standards, which would drive demand for other connecting services in New England. Inland Route with frequent, layered, high-speed service, ideally including a...

Diesels idling are horrible for everybody. Electrification would solve most of the problem and many other problems, too.

Even for your intended purpose of measuring frequency, the trip count metric doesn’t hold up when routes are restructured. It fails to reflect actual frequency or coverage for riders in corridors where service has shifted. In the case of the 86 and 109, the 86 went from 57 to 65 round trips per...

Let’s elevate this discussion a bit. Let’s look at the 109* as an example. The 109 used to operate 50 round trips per day and now operates 100. By your methodology, that would be counted as a 100% increase in service. The problem is, the round trips now are not the same as the round trips then...