It also occurs to me that this could offer a way to provide semi-RER service on Reading without having to fix all the single tracks. Run peak direction service on RER headways down the Reading, and then reverse back out to Anderson before heading down Reading again. Send a few reverse peak trips back up Reading, timed to pass the high frequency inbounds at the occasional passing track. Reverse the process in the evening.Aren’t circuits rather challenging from a dispatching and schedule-keeping perspective?
It's an option...but any time we talk about the "Riverbank" Blue extension this has to be reiterated:Ok this is nuts, but what about Blue to Harvard Square?
It would be all underground. Stops as follows:
Cleaned.....let's get one thing abundantly clear since it's obvious what target fixation is driving this:
Height has NOTHING to do in a vacuum with density. Density has to do with density.
That the unpaid special commission established by Chapter 5 6 of
the Resolves of 1943, and revived and continued by Chapter 8 5 of the Re-
solves of 1945, shall, in the course of its work, investigate the subject mat-
ter of current senate document numbered thirty, relative to the possibility
of removing the elevated railway structures between Everett, and Forest
Hills, and of constructing a subway loop from Boston through Everett,
Maiden, Medford, Somerville and Cambridge to Boston and to Forest
Hills in the West Roxbury district, the subject matter of current house
document numbered eight hundred fifty-five, relative to providing for
the extension of rapid transit facilities from the East Boston district of
the city of Boston to the city of Chelsea, the subject matter of current
house document numbered 1543, relative to the extension of the Wash-
ington Street tunnel in the city of Boston to Sullivan Square in the
Charlestown district of Boston and to Forest Hills in said city, and the
removal of the existing elevated structures, and the subject matter of
current house document numbered 1 5 5 5, relative to providing for the
construction by the Transit Department of Boston and the State De-
partment of Public Utilities of two double deck viaducts within the
Boston area to carry railroad, rapid transit and highway traffic lanes, the
lower deck of which shall carry railroad and rapid transit lines and the
upper deck shall carry a six lane highway, and of a rapid transit line north
of East Boston to Salem and beyond. Said commission shall include in its
final report to the general court the results of its investigation and study
hereunder and its recommendations in relation thereto.
SUBWAY LOOP AND REMOVAL OF ELEVATED STRUCTURES
(CHAPTER 54, RESOLVES OF 1946)
Chapter 54 of the Resolves of 1946 called for the investigation and report on the removal of the
elevated structures between Everett and Forest Hills, and constructing a subway loop from Boston
to Everett, Medford, Somerville and Cambridge to Boston. The loop as described in this resolve
would involve approximately fourteen miles of subway construction. Based on present day costs,
without any allowances for extraordinary conditions and engineering difficulties, the expense would
amount to over ninety-one million dollars. A large part of this loop would be circumferential, thus
encountering topographical barriers such as hills, valleys and rivers which surround Boston. A study
of the entire area demonstrates that radial lines, following the right of ways of the steam railroads out
of Boston, do not encounter such difficulties. Most of the proposed rapid transit routes suggested by
the Commission are radial routes and occupy a portion of the available railroad property. It is felt
that any belt line or loop service can best be accomplished by means of motor bus routes as feeders or
supplementary to the main lines. The only portion of the suggested loop outlined in the resolve
which this Commission recommends is a subway between the present Washington Street tunnel to
Dudley Street and Forest Hills.
This is roughly the route I get whenever I try to figure out a circumferential routing. It misses a few locations you'd rather hit (like Dudley), but so few other routings seem feasible to me. If I'm feeling adventurous I sometimes ponder sending the tail end up north from JFK out towards Marine Park (via either Dorchester St->Broadway or Columbia Road). I'm curious about how you're getting that routing through Cambridge though.North to South: Station Name (Center Point)
- ??? (Broadway @ Malden St & Revere St)
- Revere (Broadway @ Park Ave)
- Webster (Broadway @ Webster Ave)
- Chelsea (Broadway @ City Hall Ave)
- Winnisimmet (Broadway @ Williams St)
- Monument (Bunker Hill St @ Monument St)
- Community College (Austin St @ New Rutherford Ave)
- Lechmere (First St between OBrien Hwy and Cambridge St)
- Kendall (Ames St @ Main St)
- Copley (Dartmouth St @ Newbury St)
- Back Bay (Dartmouth St between Back Bay Station and Columbus Ave)
- Blackstone (Blackstone Sq)
- Boston Medical Center (Mass Ave @ Albany St)
- Newmarket (Mass Ave @ Newmarket Station)
- Edward Everett Sq (Columbia Rd @ Cottage St)
- Columbia (Columbia Rd @ Old Colony Ave)
- JFK/Umass (Mt Vernon St @ University Dr)
Cut and cover or elevated from beginning to Winnisimmet. Deep bore from Winnisimmet to Boston Medical Center, except possibly cut and cover under Ames St and also Dartmouth St from Storrow Dr to Tremont St. Cut and cover from Boston Medical Center to JFK/Umass.
Major reassignments of 111, 116, and 117 buses, mostly to circumferential routings.
View attachment 1600
View attachment 1601
This was actually my attempt at avoiding a circumferential routing. This is just supposed to be part of expanding the hub-and-spoke system into a grid, hitting job centers while adding a spoke on the north side of the harbor. A circumferential routing should be further out.This is roughly the route I get whenever I try to figure out a circumferential routing.
That's why I was leaning more towards deep bore all the way through that segment, even when running directly under Dartmouth. Put it below the fill, has to get under the Green Line, Mass Pike, and Orange Line, anyway.We're never blasting a tunnel through the Back Bay grid. Too many building foundation problems with the pilings in the fill (research what happened when they did the elevators at Copley...). If you want a crazy cross-town line, better to cut-cover under Mass Ave than try to finagle Dartmouth street.