Crazy Transit Pitches

Nexis, who do you propose to be the operator of these services? Aside from the commuter rail operations, do you believe that a new regional operator separate from Amtrak is in order?
 
I don't understand why you extended the Concord Line past Concord, unless that was an error.

Looks like you have it ending on the outskirts of Boscawen and Penacook, at King Street / US-4, which is a completely non-sensical choice compared to Downtown Concord (where most of your ridership is probably getting off anyway) or the shores of Lake Winnipesaukee (which is flush with Old Money... but if ever there was a place to push a railroad as an old-timey scenic piece, it's there. I figure you have a 50/50 shot in equal parts for NIMBYism and YIMBYism. Why not swing on it?)
 
Commuting Boston Student said:
I don't understand why you extended the Concord Line past Concord, unless that was an error.

Looks like you have it ending on the outskirts of Boscawen and Penacook, at King Street / US-4, which is a completely non-sensical choice compared to Downtown Concord (where most of your ridership is probably getting off anyway) or the shores of Lake Winnipesaukee (which is flush with Old Money... but if ever there was a place to push a railroad as an old-timey scenic piece, it's there. I figure you have a 50/50 shot in equal parts for NIMBYism and YIMBYism. Why not swing on it?)
Click to expand...

Extended it to Plymouth....
 
b-line200 said:
Nexis, who do you propose to be the operator of these services? Aside from the commuter rail operations, do you believe that a new regional operator separate from Amtrak is in order?
Click to expand...

Vermont , Maine , New Hampshire and Connecticut could have there DOT's run there systems , Massachusetts has the T , but a New Agency will be needed for Western Mass for there network. Amtrak will run the Intercity Trains , but I also envision Inner state services operating on the Intercity lines , which would be run by the DOT's.
 
Frequencies

High Speed Rail & Trunk lines

Inland Northeast Corridor - New York Penn to South Station via Hartford - Every 30 minutes

Coastal Northeast Corridor - New York Penn to South Station via New Haven - Every 30minutes

Empire line - New York Penn to Albany - Hourly Service

Knowledge Corridor - New Haven Union to Brattleboro - Hourly Service

Berkshires Express - Albany to South Station - Hourly Service

The Montrealer - Montreal to North Station - Hourly Service

The New Yorker - Montreal to New York Penn - Hourly Service

Intercity Rail & Long Distance Regional Rail

Ethan Allen line - New York Penn to Burlington - Every 4hrs

Vermonter - New Haven Union to St. Albans - Every 4hrs

Downeaster Express - North Station to Old Town - Hourly Service

Regional Rail

(Greenfield)/Fitchberg line - Greenfield to North Station : Peak : 25 minutes : Reverse Peak : 45minutes : Offpeak : 60minutes : Weekend & Holiday : 60min

Plymouth/Concord/Lowell line - Plymouth > Limited Seasonal Service , Concord to North Station : Peak : 15 minutes : Reverse Peak : 25minutes : Offpeak : 45minutes : Weekend & Holiday : 60min

Portsmouth/Newburyport line - Portsmouth to North Station : Peak : 25 minutes : Reverse Peak : 45minutes : Offpeak : 60minutes : Weekend & Holiday : 60min

Rockport line - Rockport to North Station : Peak : 35 minutes : Reverse Peak : 45minutes : Offpeak : 60minutes : Weekend & Holiday : 60min

Eastern Mainline - North Station to Rochester : Peak : 15 minutes : Reverse Peak : 25minutes : Offpeak : 45minutes : Weekend & Holiday : 60min

Rockland/Brunswick line - Portland to Rockland : Peak : 30 minutes : Reverse Peak : 45minutes : Offpeak : 60minutes : Weekend & Holiday : 60min

Lowell Connector - Fitchberg to Lawerence : Peak : 15 minutes : Reverse Peak : 35minutes : Offpeak : 40minutes : Weekend & Holiday : 60min

I-93 Rail line - Manchester to North Station : Peak : 15 minutes : Reverse Peak : 35minutes : Offpeak : 45minutes : Weekend & Holiday : 60min

Cross Hampshire line - Manchester to Portsmouth : Peak : 15 minutes : Reverse Peak : 25minutes : Offpeak : 40minutes : Weekend & Holiday : 60min

Portland Metro - Gorham to Yarmouth : Peak : 10 minutes : Reverse Peak : 15minutes : Offpeak : 25minutes : Weekend & Holiday : 45min
 
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Station by Station List

High Speed Rail & Trunk lines

Inland Northeast Corridor
Boston South Station - Express
Boston Back Bay - Express
Providence Central
Danielson - Limited
Storrs - Limited
Manchester - Limited
Hartford HSR - Express
Bristol HSR - Limited
Waterbury HSR - Express
Danbury HSR - Express
White Plains - Westchester Airport - Limited
New Rochelle - Limited
New York Penn - Express

Coastal Northeast Corridor
Boston South Station
Boston Back Bay
Route 128
Providence Central
Kingston
Westerly
New London
New Haven Union
Stamford
New Rochelle
Sunnyside JCT
New York Penn

Knowledge Corridor Express
Brattleboro
Springfield Riverfront
Windsor Locks
Hartford Union
New Haven State Street
New Haven Union

Knowledge Corridor Local
Brattleboro
Greenfield
South Deerfield
Northampton
Holyoke
Willimansett
Ferry Lane
Springfield Riverfront
Long Meadow
Thompsonville
Windsor Locks
Windsor
North End
Hartford Union
Parkville
Newington
Berlin
Meriden
Wallingford
North Haven
Fair Haven
New Haven State Street
New Haven Union

Empire Line
Albany-Rensselaer
Hudson
Rhinebeck
Poughkeepsie
Croton Harmon
Yonkers
New York Penn

The New Yorker HSL
Montreal Central Station
Plattsburgh
Glens Falls
Troy
Albany-Rensselaer
Poughkeepsie
Croton Harmon
Yonkers
New York Penn

The Montrealer HSL
Montreal Central Station
Saint-Jean-sur-Richelieu
St. Albans
Burlington
White River JCT
Concord HSR
Manchester HSR
Lawrence
North Station

Berkshires Express
Albany-Rensselaer
Westfield
Springfield Union
Worcester Union
Framingham Center
Boston Back Bay
Boston South Station

Berkshires Local
Saratoga Springs
Schenectady
Roselleville
Arbor Hill
Albany-Rensselaer
Chatham
Pittsfield
Westfield
Wakefield Street
West Springfield
Springfield Union
East Springfield
Indian Orchard
Palmer
Worcester Union
Framingham
Boston Back Bay
Boston South Station


Intercity Rail & Long Distance Regional Rail

Ethan Allen line
St. Albans
Essex JCT
Winnoski
Burlington
Middlebury
Center Rutland
Fair Haven
Whitehall
Fort Edward
Saratoga Springs
Schenectady
Albany-Rensselaer
Hudson
Rhinebeck
Poughkeepsie
Croton Harmon
Yonkers
New York Penn

Vermonter
St. Albans
Essex JCT
Waterbury
Montpelier
Randolph
White River Junction
Windsor
Claremont
Bellows Falls
Brattleboro
Greenfield
South Deerfield
Northampton
Holyoke
Springfield Riverfront
Windsor
Hartford Union
Berlin
Meriden
Wallingford
New Haven State Street
New Haven Union


Downeaster Express
Bangor
Waterville
Augusta
Brunswick
Freeport
Portland Union
Old Orchard Beach
Saco-Biddeford
Wells
Dover
Durham-UNH
Exeter
Haverhill
Woburn
North Station

Downeaster Local
Milford
Old Town
Orono
Bangor
Newport
Pittsfield
Fairfield
Waterville
Augusta
Gardner
Brunswick
Freeport
Yarmouth
Riverton
Portland Union
Old Orchard Beach
Saco-Biddeford
Wells
Dover
Durham-UNH
Exeter
Haverhill
Woburn
North Station

Lewiston Branch
Waterville
Oakland
Belgrade (limited)
Winthrop
Lewiston
Riverton
Portland Union

Regional Rail

Rockport Line
North Station
Chelsea
River Works
Lynn
Swampscott
Salem
Beverly Depot
Montserrat
Prides Crossing
Beverly Farms
Manchester
West Gloucester
Gloucester
Rockport

Portsmouth / Newburyport line
North Station
Chelsea
River Works
Lynn
Swampscott
Salem
Beverly Depot
North Beverly
Hamilton/Wenham
Ipswich
Rowley
Newburyport
Salisbury
Hampton
Portsmouth


Haverhill Line
North Station
Malden Center
Wyoming Hill
Melrose/Cedar Park
Melrose Highlands
Greenwood
Wakefield
Reading
North Wilmington
Ballardvale
Andover
Lawrence
Bradford
Haverhill
Plaistow

Playmouth/Concord / Lowell line
North Station
West Medford
Wedgemere
Winchester Center
Mishawum
Anterson RTC
Wilmington
North Billerica
Lowell
North Chelmsford
Tyngsborough
Nashua
Merrimack
Manchester Airport
Manchester
Southern New Hampshire University
Hooksett
Concord
Penacook
Northfield
Laconia
Meredith
Plymouth


Greenfield / Fitchburg line
North Station
Porter SQ
Belmont
Waverly
Waltham
Brandeis/Roberts
Kendal Green
Hastings
Silver Hill
Lincoln
Concord
West Concord
South Acton
Littleton/Route 495
Ayer
Shirley
North Leominster
Fitchburg
West Wachusetts
Gardner
Athol
Orange
Greenfield

Cross Hampshire line
Concord
Southern New Hampshire University
Manchester
Epping
Greenland
Portsmouth

Lowell Connector
Lawrence
Andover
Ballardville
Tweksbury
South Lowell
Lowell
Nebnasset
Forge village
Ayer
Shirley
North Leominster
Fitchberg


I-93 Rail line
North Station
Malden Center
Wyoming Hill
Melrose/Cedar Park
Melrose Highlands
Greenwood
Wakefield
Reading
North Wilmington
Ballardvale
Andover
Lawrence Centre
Methuen
Main Street - Salem
Derry
Manchester Airport
Manchester
Southern New Hampshire University
Hooksett
Concord


Eastern Hampshire Main line / Rochester Branch
North Station
West Medford
Wedgemere
Winchester Center
Mishawum
Woburn
Anterson RTC
Wilmington
Ballardvale
Andover
Lawrence
Bradford
Haverhill
Plaistow
Exeter
Newmarket
Durham
Dover
Somersworth
Rochester

Portland Metro
Gorham
Westbrook
Rosemont
Portland Union
West End
Old Port
East End
East Deening
Cumberland Foreside
Yarmouth
 
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All this investment and the Haverhill Line still runs via Reading and not Woburn? I sure hope Oak Grove to Reading is Orange Line by the time this happens.
 
BostonUrbEx said:
All this investment and the Haverhill Line still runs via Reading and not Woburn? I sure hope Oak Grove to Reading is Orange Line by the time this happens.
Click to expand...

I moved the Eastern Main line over to Woburn and adding a stop at Woburn. Haverhill line will still go through Reading but limited , the Peabody Branch would pick up the Haverhill diversion...
 
Power Source

High Speed Rail

Coastal Northeast Corridor - 25 kV AC, 50 Hz
New Inland Northeast Corridor - 25 kV AC, 50 Hz
Knowledge Corridor - 15 kV AC, 16.7 Hz
Empire line - 15 kV AC, 16.7 Hz
Berkshires Express - 15 kV AC, 16.7 Hz
The New Yorker HSL - 25 kV AC, 50 Hz
The Montrealer HSL - 25 kV AC, 50 Hz

Intercity or Long Distance Regional Rail

Downeaster - 15 kV AC, 16.7 Hz
Vermonter - 15 kV AC, 16.7 Hz
Lewiston Branch - 15 kV AC, 16.7 Hz
Ethan Allen line - 15 kV AC, 16.7 Hz
Wildcat Branch - 15 kV AC, 16.7 Hz

Commuter or Regional Rail

Greenfield/Fitchberg line - 15 kV AC, 16.7 Hz
Newburyport / Portsmouth line - 15 kV AC, 16.7 Hz
Rockport line - 15 kV AC, 16.7 Hz
Concord/Lowell line - 15 kV AC, 16.7 Hz
Lowell Connector - 15 kV AC, 16.7 Hz
Rockland/Brunswick line - 15 kV AC, 16.7 Hz
Cross Hampshire Line - 15 kV AC, 16.7 Hz
I-93 Rail Corridor - 15 kV AC, 16.7 Hz
Portsmouth Connector - 15 kV AC, 16.7 Hz
Rochester Branch- 15 kV AC, 16.7 Hz
Portland Metro - 3 kV DC
 
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Not to change the subject (perhaps not truly changing it), but I decided to do some brainstorming about replacing the Worcester CR Line along the Turnpike with Blue Line service. I've been promoting DMU/EMU service to Riverside since F-Line claims it can be accommodated by current scheduling capacity along the line, but since that section of Newton, Allston, and Brighton really does have HRT density, I decided to consider how a Blue Line extension could be accomplished.

The problem, of course, is that the ROW has no room for BL and CR next to each other, and while cut-and-cover is an option, that ROW will have to host HSR in the future. Thus, I propose that BL be extended on the surface track with HSR possible in a cut-and-cover tunnel in the future (saves on BL station costs). I use the Esplanade routing beyond Kenmore.

The issue then becomes how to connect the Worcester and Fitchburg CR lines beyond 128. Median solutions in 128 would be unworkable because of the wetlands on either side of the highway, so I looked further west to find a connecting track between the B&A and Mass Central (I think) rights of way. I know Mass Central CR has been debunked here before as not being dense enough, but stations at Sudbury, Wayland, and Weston would at least be in town centers, and this routing allows rail access to Framingham State College.

Meanwhile, as a Bay Area resident, I can stomach the idea of HRT service to towns at the density of Wellesley, Natick, and Framingham 20 miles from the CBD. The Boston conurbation kind of extends a finger from 128 to Framingham anyway on most maps, so this kind of makes sense. I include 2 possible termini, one at Shopper's World (called "Golden Triangle") that could accommodate a bus hub, TOD, park-and-ride with Pike Access, and corporate shuttles. The other, at a Framingham transportation hub, would allow for CR/BL transfers and a bus hub while serving the town center better and allowing rail access from Worcester to other parts of the MetroWest.

The last really odd part of this is Riverside, which is my home turf so I've thought a lot about it. Recreation Road really needs to be extended across the river there, to open up Riverside Park (a current den of nastiness due to its inaccessability) and improve access to the Turnpike from Auburndale and the Riverside Station Development. Once that happens, a station in Riverside Park, connected across the river by pedestrian trails, becomes a possibility. That station could also handle an inland HSR service later on at the tunnel portal, with the whole thing being a huge potential TOD site (a full "edge city" downtown) once the Turnpike is narrowed for high speed tolling. The stub track to Riverside could be used to short-turn trains at the current GL platforms in peak periods.

This is totally crazy, of course, and could never happen. Here's the map: http://goo.gl/maps/2RiZZ
 
Power Source

Southern Massachusetts
Providence line - 25 kV AC, 50 Hz
Greenbush line - 25 kV AC, 50 Hz
(Milford) / Franklin line - 25 kV AC, 50 Hz
Needham line - 25 kV AC, 50 Hz
Fairmount line - 25 kV AC, 50 Hz
Old Colony lines - 25 kV AC, 50 Hz
Worcester line - 25 kV AC, 50 Hz
Stoughton / (South Coast network) - 25 kV AC, 50 Hz
Millis Branch - 25 kV AC, 50 Hz
Western Link - 25 kV AC, 50 Hz
Inland Connector - DMU
New Bedford line - 25 kV AC, 50 Hz
Fall River line - 25 kV AC, 50 Hz
Woonsocket Branch - 25 kV AC, 50 Hz

Rhode Island
Providence/Pawtucket Streetcars - 3 kV DC
Worcester / Woonsocket line - 25 kV AC, 50 Hz
South County line - 25 kV AC, 50 Hz
Fall River / Newport line - 25 kV AC, 50 Hz
Hartford line - 25 kV AC, 50 Hz
Bristol LRT - 3 kV DC
West Warwick LRT - 3 kV DC
I-195 Xpress Rail East - 3 kV DC
 
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I'm curious why you wouldn't have the commuter rail systems standardize on one voltage and frequency. I mean, since we're starting from scratch electrification-wise (with the exception of the NEC), why add complication?

I'm not referring to the LRT/streetcar systems here, since those being separate makes sense.
 
novitiate said:
I'm curious why you wouldn't have the commuter rail systems standardize on one voltage and frequency. I mean, since we're starting from scratch electrification-wise (with the exception of the NEC), why add complication?

I'm not referring to the LRT/streetcar systems here, since those being separate makes sense.
Click to expand...

Hmmm , I don't know what I was thinking , made it all standard : 25 kV AC, 50 Hz
 
Northern New Jersey - Lower Hudson Valley & Connecticut Rail & Transit Ideas

Power Sources

Northern New Jersey
Northwest Rail Link - DMU
Main Line - DMU
Bergen County line - DMU
Port Jervis line - DMU
West Shore Line - 750V DC
Gateway Project / Hoboken Approach - 25 kV AC, 50 Hz

Lower Hudson Valley
I-287 Railway Corridor - 25 kV AC, 50 Hz
Hudson line - 750V DC
Harlem Line - 750V DC
Brewster Connector - 750V DC & 25 kV AC, 50 Hz

Connecticut
New Haven line - 25 kV AC, 50 Hz
New Caanan Branch - 25 kV AC, 50 Hz
Danbury Branch - 25 kV AC, 50 Hz
New Milford Extension - 25 kV AC, 50 Hz
Waterbury Branch - 25 kV AC, 50 Hz
Bristol Branch - 25 kV AC, 50 Hz
Knowledge Corridor - 25 kV AC, 50 Hz
Manchester Branch - 25 kV AC, 50 Hz
Middletown line - DMU
Central Corridor - DMU
Eastern Corridor - DMU
New Haven Streetcar Network - 1000V DC
Hartford Streetcar Network - 1000V DC
Bridgeport Streetcar Network - 720V DC
Stamford Streetcar Network - 720V DC
 
Berkshires Express would be so incredibly useful... which means it will probably never happen.
 
I deleted the Danvers/Peabody line , and put in the Northern Berkshires line...

Northern Berkshires limited
St. Albans
Essex JCT
Winnoski
Burlington
Middlebury
Rutland
Manchester Center
North Bennington
Hoosick Falls
Williamstown
North Adams
Shelburne Falls
Greenfield
South Deerfield
Northampton
Holyoke
Springfield Riverfront
Windsor
Hartford Union
Berlin
Meriden
Wallingford
New Haven State Street
New Haven Union
 
New Speculative Travel Times by 2040 from the Rail Community
New York Penn Station to Brattleboro - 2 and half hrs
New York Penn Station to Rutland - 2 and half hrs
New York Penn Station to Burlington - 3 and half hrs
New York Penn Station to Boston - 96 mins
New York Penn Station to Portland - 3hrs
New York Penn Station to Scranton - 80mins
New York Penn Station to Binghamton - 2hrs
New York Penn Station to Philadelphia - 34mins
New York Penn Station to Washington DC - 96mins
New York Penn Station to Harrisburg - 80mins
New York Penn Station to Allentown - 65mins
New York Penn Station to Albany - 70mins
New York Penn Station to Montreal - 5hrs
Boston to Portland - 50mins
Boston to Springfield - 35mins
Boston to Albany - 60mins
Boston to Providence - 15mins
Brattleboro to New London - 70mins
Burlington to New Haven - 3hrs
Burlington to Boston - 1.3hrs
Burlington to Montreal - 35mins
Concord to Boston - 35mins
Bangor to Portland - 50mins
Lewiston to Portland - 35mins
Providence to Hartford - 25mins
 
Here's a map I made detailing expansions to the system mainly along or under existing RoW. This sort of build out is probably the least expensive way to widely expand service on the T without lots of tunneling beneath urban roads rife with underground utilities.

http://goo.gl/maps/uHgGb

The Red Line is expanded northward in a trench cut under the Minuteman Bikepath, which would be replaced by decking the train trench, like the SWcorridor linear park. There'd need to be a section of bore beneath Arlington center, and a tunnel or bridge for the 128 crossing. It could end in a big park and ride development linking to Hanscom and the Rte 3 corridor, or continue beyond a 128 transit center and continue to the Burlington Mall, which would entail running along a utility RoW and tunneling to the mall. Definite stop locations would be at Arlington Center, Arlington Heights, Maple St in East Lexington, Lexington Center, I-95 and Burlington Mall. Depending on funding and local support there could potentially be stops in East Arlington at Lake St and North Lexington at Bedford St. The Ashmont Branch would move to the Teal Line.

The Blue Line is brought to the Northeast through Lynn to Salem. My map has it routing to the Commuter Rail RoW after Wonderland, although it could go through Cedar Point as well. I envision stops at Riverworks, Lynn Center, East Lynn at Chatham St, Swampscott and South Salem at Jefferson Ave. Potentially the line could stretch further to Salem Center, though this would add considerably to the costs. To the West after Government Center, the line runs under Cambridge St to Charles/MGH to a trench cut in the footprint of Storrow Drive, which would be either eliminated or downgraded (the resultant traffic flow from such a move has been discussed extensively elsewhere). The Blue Line would follow the Storrow footprint to Mass Ave where it would bore under the Charlesgate and terminate at Kenmore Square. It would eliminate Bowdoin and stop at Charles/MGH, Esplanade by the Hatch Shell at Arlington St, Darthmouth Landing between Dartmouth and Exeter, Charlesgate between Mass Ave and Charlesgate, and Kenmore. There would be potential for expansion beyond Fenway to Allston/Watertown/Waltham or Brighton/Newton.

The Orange Line would take over the Haverhill Line to Reading. The Commuter line would route along the Lowell and Wildcat instead. The Orange Line would keep Haverhill's stops and add a park and ride at 128 by Quannapowitt. The most difficult aspect would be grade separation on the way to Reading. Out of Forest Hills the line takes over the Needham line through Roslindale and West Roxbury until Millenium Park where it terminates. It could potentially continue into Needham.

The Indigo Line would operate using DMUs or EMUs. Upon the construction of the North-South Rail Link, beneath the NEC, South Station and the CAT the Indigo would run through a portal to South Station's underground platforms and on to North Station exiting out of a portal behind BS&G and joining the Fitchburg Line where it would run short turns to Cedar Woods at 128. Another Indigo branch would run along the Framingham Line from Riverside.

The Teal Line is a new HRV line combining the Mattapan Line, Red Line Ashmont Branch, N-S Link, GLX and Lowell Line to Anderson. It would continue out of Mattapan in a short bore tunnel to the Fairmount line and run beneath it to Readville, where it would then run along the RoW into Dedham, terminating at the Bos-Prov Tpk. Some of the route along the Lowell Line requires large projects to get rid of grade crossing. It would stop at Anderson, Mishawum, Montvale Ave, Cross St, Winchester Center, Wedgemere, W. Medford, Mystic Valley, College Ave, Ball Sq, Lowell St, Gilman Sq, Brickbottom, Inner Belt, North Station, Hanover/Haymarket, Aquarium, Rowes Wharf, South Station, Broadway, Andrew, JFK/UMass, Savin Hill, Fields Corner, Shawmut, Ashmont, Cedar Park, Milton Village, Central Ave, Mattapan, River St, Fairmount, Readville, and a pair of stops in Dedham.

The Green Line would see the most changes.
- Restoration of the A Line to Oak Square.
- Potential to complete old route to Watertown.
- Restoration of E Line to Forest Hills.
- Completion of GLX to Union Sq Somerville. Extended farther to Porter Square.
- Potential for running to the Watertown Branch to Watertown Sq.
- Bury B Line to Packards.
- Bury E Line to Brigham under RoW.
- Bury E from Brigham to Riverway as a bore tunnel, continue bore to link to D at Brookline Village.
- Get E Line out of the central subway west of Boylston. Run under Tremont to the NEC and reconnect to E at Back Bay. New stops at Tufts Med/Bay Village and Berkeley.
- Piggyback Green Line tunnel to S Station under NEC when the N-S Link is constructed. Stops at Harrison Ave, South Station Bus Terminal, South Station.
- Connect with Silver Line tunnel at South Station. Run alongside busses to BCEC.
- Potential to continue line to South Boston.
- Potential to run off lines, battery powered through Ted Williams to Airport.
- Conversion of Silver Line to Dudley to Green Line, grade-separated or subway. Connecting at Boylston.
- Potential to continue from Dudley to Mattapan via Warren and Blue Hill.
- Possibility for revenue trip from C or D trains to Boston College via Reservoir/Cleveland Circle connections to B Line.
- Run Green Line stock from Airport to Chelsea via the RoW. Share Chelsea Bridge with traffic. Stops at Eastern Ave, Chelsea Station.
- Continue to Sullivan via Commuter Rail RoW. Possibility of serving future casino site. Two stops in Everett.
- Continue through the train yard to Grand Junction RR, run across Charles River and join the B Line back towards Kenmore. New stops at Twin City Plaza, East Cambridge, Kendall Sq, MIT, Cambridgeport.
- New routes allow for multiple forms of rerouting and additional branching along the Green Line. Great potential for growth.
- Branch off the D line to serve Needham along existing RoW.

Beyond these expansions, I'd advocate a crosstown Red Line Mass Ave bypass between Central Sq and the existing JFK/UMass. The Number 1 bus does not adequate to serve that corridor, and the Mass Ave corridor has such heavy volume that a radical reworking of space allocation may be impractical. The cost of such a line (including Mass Ave cut/cover, Charles River crossing, and navigating Back Bay fill that could require a deep bore) would be enormous, but if Beacon Hill ever gets the Ts financial house in order, it would be worth studying.
 
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