- Nov 5, 2013
- Reaction score
Almost- the branch to the right will go nowhere for now. It’s pointed towards the yard, but the current designs connect the yard tracks to the Medford branch via a fly under.
Good question.Is there any shared infrastructure that can be installed when the GLX wire is strung up over the tracks?
Is it just me or are the slides really blurry?The Nov. 5th Update was posted on the GLX site. It has some interesting stuff:
1) The Washington St Bridge closure has been re-timed. The underpass will stay closed this winter, but in exchange work on it will finish c. April 2020 -- 5 months earlier than originally planned.
2) Lots of station "100% design" details are now available such as the counts of benches and extent of platform sheltering
3) Lots of construction photos with explanations of what you're seeing.
The station design images are certainly too small.Is it just me or are the slides really blurry?
I think the station entrances suck generally, usually involving a long perpendicular walk away from the street you entered from, and somehow never reaching out on the "both sides" or "both ends"For Union square, having one egress point be emergency only is a huge offense to those living on the other side.
Eh. You could install poles on the center-divider fence between the CR and GL sides of the ROW capable of hoisting catenary bracket arms over each side...but that's reaaaaalllly splitting hairs as the unit cost difference in the parts ordered is probably not more than a few hundred bucks at most. The NH Main is a protected Plate F (17 ft. tall) freight route end-to-end from Concord, NH to the Cobble Hill/ex- Yard 10 turnout. Per the terms of the B&M line sales that allowed the T to cannibalize the Fitchburg Cutoff for the Red Line Alewife extension, the high-and-wide clearance route into town was required to flip from the Fitchburg Line (where it then used the Cutoff to avoid a bunch of low bridges Mass Ave.-east) over to the Lowell Line and be given special protected status in perpetuity. The state then re-cleared the whole line during a 1979 bridge raising + trackbed undercutting project to fulfill its end of the bargain. A 25 kV line over a Plate F car requires 19.5 ft. of total clearance (i.e. whatever the car's vertical envelope is +2.5 ft. of electrical arc safety clearance), so they're going to have a lot of work to do in the Somerville trench doing another round of trackbed undercuts before they're able to string up the commuter rail wire. Won't require any touches to the finished GLX side, but lineside structures will definitely be shifting around in places as they hack their way around the big squeezes underneath bridges. Without any prelim engineering whatsoever as to a northside 25 kV power distro system, there's virtually nothing the GLX team can do to anticipate even the *incidental* places where their electric hardware will be installed in close proximity to the future CR electrification. And since that incidental hardware envelope overlap isn't a cost-bloater to begin with...Keep It Simple Stupid.Good question.
We are getting a lot of other things (bridges, sound walls, drainage) rebuilt as "4 track" infrastructure for the next 50 ~ 100 years, but I don't think there was an opportunity missed in not building bigger (4 track) catenary systems.
They are so different (GLX = 600V DC, RUR = 25,000V 60Hz AC), that I suspect the greater economies of scale are found by each system buying its own equipment at scale.
It looks like they're trying to minimize pedestrian track-crossings? Seems absurd because they've already got another at East Somerville, but I'm sure there's a legal/logistics/operations reason why they're restricting people from crossing tracks.Is it just me or are the slides really blurry?
For Union square, having one egress point be emergency only is a huge offense to those living on the other side.
From the IEEE Milestone on the Electrification of the Boston Streetcar System
- 27 June 1889: Thomson-Houston is awarded their first large electric contract: furnish between 240 to 600 streetcar motors, provide maintenance services, and install overhead lines. The contract for generators and switchboards came a few months later
- July 1889 Contracts to erect the temporary power house are awarded
- Aug 1889 Start excavation and site work for the permanent Central Power Station
- Oct 1889 EP Allis, manufacturer of steam engines from Milwaukee, is awarded the contract for six triple expansion Corliss Reynolds steam engines. The largest ever made.
- Oct 1889 Temporary power station is complete;100 cars are in service.
- Nov 23 1889 Boston Globe announces that company conductors will begin training
- Dec 1889 Company shops are very busy building and testing cars
- Dec 12 1890 Newspaper announces that lightning rods and copper grounding downcomers were installed on top of CPS's chimney
- Dec 24 1891 The first two steam engines with countershafts and generators are inaugurated
- Construction continued at a steady pace until the entire network was electric.
954m base, <100m options. Not sure of internal breakdowns in the current contract, and since money is fungible any such data wouldn't mean muchDoes anyone know if there is a budget breakdown for the cost of this project? I did some Google searches but I didn't find anything specific.
The EIS, which came out 1 decade before the current round of bids, is highly unlikely to have relevant cost breakdowns. The bid documents do not have a cost breakdown in the (public) technical specifications, but maybe the price scoring is FOIA-ableI'm looking for at least an estimate of the parts broken down. There must have been one as part of the EIS.