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Are the single track stretches on Newbury/Rockport and Fitchburg more significant than the wildcat express operation on Lowell?

EWR has a rail station to facilitate connections between intercontinental flights and NE corridor trains.

How much legacy pre-1924 streetcar infrastructure is there on the Blue Line? Is it enough to significantly decrease the cost of converting to LRT compared to a heavy metro that was never a trolley line in the past (MBTA Red Line for example)? Does @F-Line to Dudley or anyone else know any...

The parking lot at Riverside is hardly a piece of priceless irreplaceable infrastructure.

I think building a CR infill station in Weston at "Norembega Junction" with provisions for future extension of Riverside trains makes the most sense to me.

Would the Star Market in Newtonville provide any challenges?

How crazy would it be to consign freight movements on track 61 to street running along the bypass road? Is traffic on that road heavy? How frequently would freight trains travel that way?

Is there an engineering reason why the blue line couldn't use its pantographs on a hypothetical at-grade ROW beside the Esplanade? Doesn't Chicago operate grade crossings with heavy rail rapid transit?

Officially, the final inbound train from Dulles leaves at 11:08pm Sunday-Thursday. Compare that with Braintree's final inbound train at 12:05 am. An extra hour of service really counts for a lot.

I live and work in College Park and it has been really exciting to see the platforms and shelter standing at Riverdale Park North–UMD station. Despite the delays and cost overruns, I am still looking forward to riding this train when it is complete.

Are you talking about the unpaved lot that Lincoln residents use to park for free?

Is there enough space underneath those bridges for two tracks AND catenary wire?

I think it has something to do with the vertical clearance underneath the bridges on Jackson Street & Newton Street

Do you have a link to the previous discussion? I'm having trouble finding and I am curious to read it.

The WW bridge is a moveable bridge. I wonder what differences there are (if any) between the clearance requirements on the Mystic and Potomac Rivers. :unsure:

The Woodrow Wilson Bridge along the Washington DC beltway is another example of a road bridge that was built with extra space for a hypothetical future metrorail line.

Would the cost savings from full integration of high speed line operations with the green line be trivial?

Dedham-Mattapan-Ashmont LRT plus a Needham Green Line Branch would cause endless frustration as amateur urban planners on the internet try to crayon a connection between the two.

Due to the assymmetrical demand, a trainset ideal for Springfield and points south will not be ideal for points north or east. I guess there is the option of having Worcester-Springfield trains continue north to Greenfield and Vermont, but there would still be the desire to do a 3-way timed...

How difficult are the logistics of a 3-way timed transfer between trains going to Vermont/Boston/New York at Springfield?