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These probably are not actually timber, typically an engineered composite plastic that can look like timber. They have longer life cycles because they won't crush, split, or decay; better strength than timber, and are able to absorb impacts and deflect then return to their original position.

Not only does Tower A have widespread asbestos, it's also at the end of its useful lifespan. Re-use would have required all of the visible exterior to be removed/destroyed just to be able to sandblast the steel. I believe the plan is to at least preserve and display the cast stone "Boston &...

There are something like 800+ OCS poles along both branches of the extension. A portion are mounted on top of foundations with a base plate, but the vast majority are set inside drilled shafts (you can see both in the photos above). The poles mounted on base plates should be pretty consistent...

They're dealing with a very narrow corridor from right-of-way constraints where fitting fencing and OUC poles between the commuter and light-rail came down to fractions of an inch.

Technically it's called a "cable trough" and is a 3-sided precast piece with a cover.

I believe the modular wall was originally planned for the other side of the path next to the ROW, but there were some issues that required they move it and prop up the path instead. By that time the track retaining wall was already in place.

I walked from sullivan square station to that office at the end of innerbelt road many times. I think I would consider those to be culverts - they're just not for water in this instance.

I don't think so. The MWRA truss is weathered steel while the new pedestrian truss is galvanized.

Those are inverted T-Walls. The "corrugated things" are the stems for each T-Wall block and they interact with the (future) backfill through friction to produce a resistance to the earth pressure that's on the back face of the panel. It's the same concept as other mechanically stabilized earth...

This is correct. Chester Avenue is an access point; but the path will continue at track grade underneath Cross Street as well.

The CR and GL have different requirements for horizontal and vertical curves, as well as clearance under bridges, etc. I'm sure they tried keeping the adjacent lines as close in elevation to each other as possible, but curb walls inevitably were required.. especially considering the need for...

Those are supposed to remain and be restored!

I believe the plan is to replace the timber retaining wall with a MSE wall system and not encroach very much past the current timber wall limit.

You would have to consider the depth of the girders as well which will sit on top of the pier cap.

They actually are for OCS support. There are several retaining wall soldier piles on the green line side of the main corridor that will also support OCS as well.

https://www.evergreenwalls.com/products/evergreen-wall-macro/

I believe the plan is for the existing abutment to the south to remain as it is. It was already cut down in height and will now act as a retaining wall between the sidewalk/bikeway and the slope to the new abutment.

Nah, this photo is on the south side looking north. The MSE wall is for the grade separation between the community path (above the wall) and the entrance to the community path (pictured), they'll meet farther south from where this photo was taken - which is also where an entry to the station...

As they excavate away the berm they also install temporary lagging (appears to be welded wire and shotcrete) between the piles on the way down to track grade, then the permanent precast panels are installed later.

Also they need a level platform to sit on. Most of the drilled shafts on the southwest side of the corridor are getting installed through what is an existing slope. Imagine a right triangle - and trying to drill straight down while you're perched on its hypotenuse at a 45 degree angle.