Can't be sure without design level data, but I'm thinking elevators could be squeezed in to meet ADA requirements, with ramps/stairways/escalators for non-ADA traffic. It looks like the service road between the tracks and the casino building would need to be preserved, It's currently 2 lanes and maybe could be narrowed to one lane in places to make room for a passenger station platform on the east side of the tracks. This is all speculation without a topo site survey and determination of the casino/hotel operations, but looking at Google Earth I'm thinking squeezing a set of platforms with stairs/escalators/ramps/elevators at the south end of the platforms may be possible.Could gambling help them out of ADA requirements?
Can't be sure without design level data, but I'm thinking elevators could be squeezed in to meet ADA requirements, with ramps/stairways/escalators for non-ADA traffic. It looks like the service road between the tracks and the casino building would need to be preserved, It's currently 2 lanes and maybe could be narrowed to one lane in places to make room for a passenger station platform on the east side of the tracks. This is all speculation without a topo site survey and determination of the casino/hotel operations, but looking at Google Earth I'm thinking squeezing a set of platforms with stairs/escalators/ramps/elevators at the south end of the platforms may be possible.
For the nth time...NO.
The slope of the tracks here is 3%, and that is 100.0000000% illegal for a platform under federal law. There is no "looks" test to be had here. That's the slope...and you do not get a legal permit to build a platform at that slope.
How many times does this need to be stated before it sinks in???
Flatten it?
The Seattle bus tunnel was changed into a combo bus and LRV tunnel without too much trouble. I'm not sure if the concrete floor of the Silver Line tunnel would have to be totally ripped up or not to install LRV tracks into the tunnel's concrete floor. It depends on how the original concrete floor was built, and also on the vertical clearance requirements of the LRVs and catenary wires.I apologize in advance if this has been covered before in another thread, but I can't seem to find it. Leaving aside for a moment the onward connections, (SLs 1-3) just how much work would actually be required to convert the existing Silver Line tunnels to LRT, given that was always the plan? would it be as simple as laying track, upgraded catenary and installing signals?
Given that once the type 10s arrive, only half of the type 9s will be sent to Ashmont/Mattapan, and given the 15mph speed limit the SL hits in the tunnels... I would assume that its feasible to set up some system where you hold trams/buses for coordinated transfers at SL way. It could be that actually reduces overall travel time.
(also, how hard would it be to tunnel under Logan to the SL3 / Coughlin Bypass RoW?)
This actually might be crazy too, but if we're thinking about maintenance facilities and keeping costs to a minimum... Presumably the Type 9s will be maintained at Mattapan Yard once they go there. If you're already putting in track for the SL2 loop, why not just connect to Track 61, and get a road/rail shunter or heavy duty hi rail pickup to pull units down the Red Line, via this switch, to Mattapan overnight, when the red line isn't running for anything heavy maintenance wise? Otherwise, just park the fleet at a couple of stations for overnight cleaning etc. If the LRT/HRT wheel profiles is an issue, some sort of flat car and transfer at Ashmont should still work.You'd likely lay tracks over the whole SL2 loop (since your maintenance facility will probably be out that direction anyway), and run SL2 + SLW short turns on rail. Extend SL1 and SL3 to DTX (or North Station on a Congress Street BRT) using Summer Street bus lanes.
This actually might be crazy too, but if we're thinking about maintenance facilities and keeping costs to a minimum... Presumably the Type 9s will be maintained at Mattapan Yard once they go there. If you're already putting in track for the SL2 loop, why not just connect to Track 61, and get a road/rail shunter or heavy duty hi rail pickup to pull units down the Red Line, via this switch, to Mattapan overnight, when the red line isn't running for anything heavy maintenance wise? Otherwise, just park the fleet at a couple of stations for overnight cleaning etc. If LRT/HRT wheel profiles are too different, some sort of red compatible flat car and ramps shouldn't be too hard.
Yeah, fair. Trucks work too.Also think we're vastly overestimating the size of the yard needed in the Seaport. All maintenance for trains thru-running to the Transitway is going to be handled at Brickbottom since GLX and/or the future Urban Ring are the most logical pair-matches, and North Station Yard can be the cut-in/out point for shift change pulsing. The turnback yard in the Seaport can probably suffice being barely as large as Lake St. at the end of the B...probably with no garage or anything whatsoever. You could probably fit it in the Silver Line Way parking lot or some similar-sized asphalt slab elsewhere.
Yeah, fair. Trucks work too.
However... The central premise was what would it take today to convert just the existing silver line Transitway tunnels to LRT, assuming no onward connections. SL2 might be easier to just lump in, but otherwise this would be isolated. (I figure once you've got this segment, you've got more impetus to connect it to the rest of the system)
I'm curious then - if SL2 rail-stitution is included, how would a stretch along Northern Ave & Tide St work between Silver Line Way and Dry Dock Ave? Would it be unidirectional or two-way? If just one way, it would require taking some portion of lane, bike lane, or sidewalk. My closest similarity to this is the unidirectional loop at the end of the Blue Light Rail on the LA Metro in Long Beach.
Would there be any hope in trying (again) to push SL service on over into South Boston proper, with light rail out to City Point for example? Or is the resistance to transit there simply too strong to try? My impression is that, before the pandemic, the bus routes out there continued to max out at rush hour.Probably by bisecting Massport properties on the Haul Rd.-Harbor St. block and right before the Northern/Tide intersection. And/or using Design Center Pl. as the start of the super-loop. Depends on how faithfully they want to recreate SL2's current bus routing block-for-block. There will in all likelihood be some minor deviation from the current route through the Northern/Haul Rd. rotary with the mode switch, within inter-stop spacing tolerances. The Massport Running Track off the end of Track 61 is also proposed to be spurred up Tide St. to hit Marine Terminal for freight rail. Therefore they have to be choosy about where trolley tracks pass over RR tracks with a squared-up diamond crossing, and try to limit it to only 1 diamond instead of multiples.
Fussing around the edges, basically. There are multiple ways to make it work.
Would there be any hope in trying (again) to push SL service on over into South Boston proper, with light rail out to City Point for example? Or is the resistance to transit there simply too strong to try? My impression is that, before the pandemic, the bus routes out there continued to max out at rush hour.
I'm assuming you're thinking Summer - L - E Broadway, and not via the bus terminal? I would almost prefer it going straight down L to the beach, but I get that the width is prohibitive past 4th. (whats up with Emerson St anyways?) If we assume we get LRT-Silver to L and E Broadway, I almost feel that we might as well commit to more than just 5 blocks of city point to Farragut and/or the dog leg to the bus terminal. Why not some sort of "crossing" service? Either committing to Broadway in its full length to Broadway (Red) or via Dorchester to Andrew as more of a local streetcar-esque service. Bus/tram lanes on Dorchester and take one of the Andrew busways; the 9/10 in this area are pretty busy.Probably. The problem with the original SL City Point route is that it stuck to E. 1st St. at a time in the early-2000's when that strip was still blighted as all hell, while the traditional bus (and old GL branch) route was up E. Broadway in the heart of the neighborhood. Ridership sucked because too much of E. 1st at that time was bombed-out moonscape, and the T simply gave the route too little rope to grow into its surroundings. It would probably have come around eventually if the route stuck around through the last 15 years of pedestrian-encouraging redev on that street, but the T was itching for any excuse to get rid of it so practiced no patience or troubleshooting.
Light rail could thrive there because the Summer St. bridge is an easy modification: re-stripe it from 4 to 2 lanes and put the trolleys traffic-separated left of the yellow line. Which in turn makes mixed-traffic streetcar down E. Broadway a dispatching cinch for its very short mixed distance. For maximizing ridership and offsetting the overloaded buses they'd definitely want to stick to E. Broadway even though the environs around E. 1st are considerably improved nowadays.
Then figure that the Transitway has capacity to pair-match 2 interlaid service patterns from Downtown...two 6-min. headway patterns netting 3-min. overall headway. One of those patterns would continue as SL2, and one would short-turn at SL Way and an ends-change at the storage yard unless/until a City Point extension is greenlit.