Green Line Extension to Medford & Union Sq

as02143 said:
That bridge over the Red Bridge is going to be a photo spot. Not sure that it will be super heavily used as a commuter route in the way that people seem to assume that it will be.
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who's going all the way up there to take a photo through a chain link fence (bar a few on here :) )? The photo is either of 93 and MBTA yards or East Cambridge.
I actually think, if the re working of McGrath is any good, one of the busiest commuter routes could be out of the city on Mcgrath and joining up with the path from cross st north dipping under McGrath. But when you hit Gilman it'll all get snarled up.
This will likely be true in reverse. I've been on to Matt Mclauglin several times about some sort of safe crossing area where the path exit ramp meets Cross st. There's a speed bump going in but no cross walk. It'll be another shortsighted danger area.
 
as02143 said:
So we are running Charlie out to Swampscott with tar and feathers when this happens right?
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News articles have a long memory when it comes to political screw ups, especially when it comes to a $hell game.

Baker helped put T on this troubled track during Weld years
February 15, 2015, 12:00 a.m.20
CHARLIE BAKER can call the MBTA’s service problems unacceptable — and he’s right — but he also has to acknowledge his role in starting the T’s downward tilt about 25 years ago. Following Michael Dukakis’s legendary support of public transportation in the early 1990s, the team of Governor William Weld and Cabinet members Baker and James Kerasiotes took over, dramatically cutting state transportation budgets.
Kerasiotes kept a toy hatchet on his desk to symbolize what a tough budget-cutter he was. He was eventually forced to resign as chairman of the Turnpike Authority, and just this month was sentenced to six months in prison for filing false tax returns.
Baker took credit for shifting billions of Big Dig debt onto the T’s books. The results of those cuts and debt burden can be seen today as the T struggles to overcome its silver anniversary of underfunding and fiscal neglect.
Rather than anyone blaming the condition of the system on the T’s general manager — Beverly Scott had been on the job for just a little more than two years — Scott and her team should get a heroism award for their extraordinary efforts to keep so many of the Band-Aids applied to the equipment over the years from falling off.

Big Dig Debt Continues To Hamper Mass. Transportation
APRIL 8, 2012 / 4:16 PM / CBS BOSTON
BOSTON (AP) — For nearly a decade, traffic has been zipping through Boston's Big Dig tunnels, the nation's costliest highway project that has also left a gaping financial hole in the state's transportation budget that isn't likely to be filled anytime soon.
"Big Dig debt" has lately become one of the most frequently used — if not fully understood — terms in Massachusetts government. It was at the forefront of a tumultuous public debate over the MBTA's finances that ultimately produced an average 23 percent fare hike and modest service cuts, but no permanent solutions for the chronically underfunded transit system.
Next year, it could spark a debate over whether to raise taxes to fix not only the T but deteriorating roads and bridges across the state.
"The Big Dig debt has never been dealt with, and it's squeezing our ability to do a bunch of other things that we need to do to sustain the economy and the quality of life here," Gov. Deval Patrick told a gathering of regional business leaders this past week.
So what, precisely, is the Big Dig debt?
State debt associated with the $15 billion project is spread among a variety of agencies and funded by several revenue sources, making it difficult to pinpoint the state's exact obligations. The Patrick administration has requested $101.5 million in the next fiscal year to pay debt service on special bonds issued for Central Artery/Tunnel — the official name of the Big Dig — but officials estimate the state's total annual debt burden related to the project at about $417 million.
Not included in the figure is $1.6 billion in debt issued by the now-defunct Massachusetts Turnpike Authority and covered by turnpike tolls. Also not included is the $1.7 billion in debt that was shifted to the Massachusetts Bay Transportation Authority in 2000 and which became a flashpoint during the recent T fare hike discussions.
Advocates for riders have argued it is unconscionable to ask people who ride buses and trains to help pay for a project that benefits motorists and have demanded that the state assume the T's portion of the Big Dig debt. But that argument also misses a key point, experts contend. "It was debt related to transit system improvements that allowed (Massachusetts) to build the Big Dig," said Rafael Mares, staff attorney for the environmental group Conservation Law Foundation.
Before any construction began on the Big Dig, the foundation sued to make sure the project would comply with requirements of the federal Clean Air Act. What resulted was a 1990 "mitigation" agreement that specified an array of public transit improvement projects that had to be undertaken in order for the Big Dig to go forward. Projects included extensions of several commuter rail lines; construction of new bus terminals; signal improvements; and additional parking at T stations.
A decade later, in an attempt to put the MBTA on more solid fiscal footing and relieve the state of its responsibility to cover the system's annual deficit, the Legislature adopted a "forward funding" mechanism that dedicated 20 percent of the state's future sales tax revenues to the T. But it also transferred from the state to the T the burden of repaying the portion of Big Dig debt that was incurred for public transportation projects. "A lot of people have the misconception that a piece of the tunnel debt was given to the MBTA. That is not true," said Paul Regan, executive director of the MBTA Advisory Board, which represents the 175 cities and towns within the T's service area. Nonetheless, Regan believes it would be appropriate to return the debt to the state. "These were decisions that were not made by the MBTA. These were decisions that were made in order to get the Big Dig done and in my opinion they are expenses that legitimately belong to the Big Dig and not the MBTA," he said.
CLF agrees, according to Mares, because relieving the T of the debt would give it more breathing space to operate.
The system's Big Dig debt service is estimated to cost about $125 million in the next fiscal year, a sizeable chunk of the $159 million operating deficit that the T's board voted to close last week with the mix of fare hikes, service cuts and one-time revenues.
"Conceptually it's a fine idea, but it's a cost shift," said state Secretary of Transportation Richard Davey of the suggestion to shift the Big Dig debt to the state. "It means you are going to have to find revenue from the state or you're going to have to cut programs at the state."
A growing consensus has emerged on Beacon Hill that a permanent and comprehensive solution is needed for the state's entire transportation network — including the MBTA, smaller transit systems, and highways and bridges — and one that would address overall debt costs that eat up nearly half of every transportation dollar in Massachusetts.
Patrick has called for an "adult" conversation about new revenues — taxes or fees — to fund transportation. He pushed, unsuccessfully, for an increase in the state's 21-cents-a-gallon gas tax in 2007, but has recently questioned whether the gas tax remains a feasible option, given reduced driving habits and the trend toward more fuel-efficient vehicles.
Whether there's any appetite for new taxes remains to be seen. Steve Poftak, a transportation analyst at the Boston-based Pioneer Institute, says the cost overruns and massive debt incurred by the Big Dig have left a bad taste in the public's mind.
"There is a lot of cynicism built up, rightly or wrongly, from the Big Dig," he said. "People are very skeptical of the state's ability to do a good job with transportation dollars."
Copyright 2012 The Associated Press.
 
ant8904 said:
Oh boy, imagine every last hole filled and properly landscape, construction fence packed up, every tool is gone, even the plastic wrapping peeled off. No sign of construction left, 100% complete no matter what angle you look at it - not even adjacent construction and final detailing like at Union or Lechmere. Just nice stations except the gates just need to be rolled up to look open.

Then November comes and leaves. The December comes and nothing happens. And just like the first 2 weeks Orange Line post-shutdown nobody knows what's going on, the media start asking questions 2 weeks into December. Only into the 3rd week in December will they announce they aren't opening but with no explanation why or when. They only start giving explanations only about the explanations to citing lack of responses due to Christmas and New Years - but still no explanation why or when delay itself. And then only after that outrage get a more substantial explanations is given after that with an express of regret again for the lack of communication

I can imagine the timeline going even darker but I think I'm going bleak enough in this pure unfounded speculation.
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It's October 26th, and it seems though the Mass(dot)gov site is still displaying "September 20 to October 15, 2022" for the GLX construction updates. Over 10 days ago. So whatever is going on, on the Medford Branch, this week onwards, is a complete anyone's guess at this point. Who knows what is up.

Given the Orange Line slow zones are extending into December, and the Red Line getting slower and slower. Looks like the MBTA's late November date doesn't seem to be bolding well.
If the Mass(dot)gov site updates past October 15th for the GLX construction updates in the future, will post when it happens.

I've been on the E branch recently (yesterday Oct. 25th), and it seems though most trains were signed for Union Square, and it was so for the eastbound one I took that afternoon.
No idea how is the status of Medford branch train testing. The MBTA GTFS data would suggest that E trains eastbound should be signed as Lechmere, not Union Square, and D trains should be signed for Union Square.

The MBTA GTFS data also states that, currently, there should be a single early morning run to Lechmere from the C and B branches every day, as well as an additional run from the D branch weekdays. These single early morning Lechmere runs will be extended from Lechmere to Medford station when it opens.
 
My sense is the MBTA has until Friday November 4 to give an update--opening date or postponement. They announced the Union Square's March 21 opening date on February 24. That was on a Thursday, 26 days before it opened on a Monday. I'd expect the same general approach here. The station will open on a Monday so they have until the end of the first week of November to make a firm call.
 
kjdonovan said:
My sense is the MBTA has until Friday November 4 to give an update--opening date or postponement. They announced the Union Square's March 21 opening date on February 24. That was on a Thursday, 26 days before it opened on a Monday. I'd expect the same general approach here. The station will open on a Monday so they have until the end of the first week of November to make a firm call.
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sound rational reasoning <expects the week to pass with no notification>
 
kjdonovan said:
My sense is the MBTA has until Friday November 4 to give an update--opening date or postponement. They announced the Union Square's March 21 opening date on February 24. That was on a Thursday, 26 days before it opened on a Monday. I'd expect the same general approach here. The station will open on a Monday so they have until the end of the first week of November to make a firm call.
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Makes sense. If "Late Summer 2022" meant "by August 31st", then the August 5th announcement of the GLX being delayed from late Summer to late November is logical. About 26 days' notice.

If the station is going to open on a Monday, the last business day Monday under Governor Baker's administration would be Monday, December 19th. Meaning the latest the GLX's Medford Branch could be postponed from "Late November", and still open under Baker's administration is Monday, December 19th, 2022 (omits observed holidays).

On the other hand, pre-revenue service on the Union Branch started January 16, 2022, about 9 weeks of pre-revenue service. We don't know if pre-revenue service had already started September 19th or not, since trains would need to run a fixed schedule for (about) 9 weeks as pre-revenue service on the Medford Branch to see an opening soon.
 
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Ruairi said:

sound rational reasoning <expects the week to pass with no notification>
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Only thing that gives me confidence is that any later than that and the Globe and Congressional offices will start calling for an explanation--forcing their hand to give an update.
 
Mass(dot)gov has finally got around to updating the GLX construction acitivties page through November 15th!

The webpage now displays

GLX construction activities and traffic updates
Construction Outlook (October 15 to November 15) Work schedule is subject to change based on weather or other factors.

Details here -> https://www.mass.gov/info-details/glx-construction-activities-and-traffic-updates

Athough I don't have time for a detailed analysis on it. When going through it, mainly focus on the "work planned for the next few weeks" section.

Bridge closures matrix updated to reflect School St. closure into November 2022, seems to have been extended some more (hints opening delay?)
Details here -> https://www.mass.gov/doc/bridge-closures-fall-2022/download
 
Maybe the web staffs at GLX, DOT and MBTA aren't too sure what to post for updates these days, after remembering the the fall out of wrong information posted during the Haymarket garage closure. For all we know, non revenue E service to Medford could start tomorrow and they'd be too unsure if it should be announced today.
 
Google Maps is saying the School St. bridge closure in Somerville ends at 11:59 p.m. October 31st, tonight. Not sure if Google Maps is getting correct information/data or if the bridge is really going to be open when November starts. The information Google Maps is getting could be completely wrong for all we know.


1667229722675.png
 
That's interesting. I just walked by there and, while nothing otherwise looked any different, there was a big SUV with flashing lights parked by the lower fence/divider keeping folks off of the center of the bridge. I wondered if something might be up, so I went closer, but didn't really see any clues. Here's hoping!
 
Delvin4519 said:
Google Maps is saying the School St. bridge closure in Somerville ends at 11:59 p.m. October 31st, tonight. Not sure if Google Maps is getting correct information/data or if the bridge is really going to be open when November starts. The information Google Maps is getting could be completely wrong for all we know.


View attachment 30155
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If anything, it'll help add to the case made to GLX or local politicians to get more info as to what's happening.
 
So the School St. bridge does remain closed -- *but* (pix barely worth posting; gotta really squint to catch the top of the 8s, but they're "proof," so whatever...) I did see a test train going through Gilman, which is something many have noted hasn't happened in a while. Chugging along at a good clip, too!
IMG_5066.JPG
IMG_5065.JPG
 
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From the Somerville Transportation Equity Partnership mailing list:

The GLX Community Working Group had a quick meeting today on the GLX status...
  • No date has been set to begin Medford branch revenue service, but it will be in late November.
  • To allow GLX Contructor to demobilize, the Community Path Extension (CPX) will open after the Medford branch. This could be as much 30 or 40 days later as allowed by contract.
  • The MBTA and Somerville need to finalize maintenance arrangements for the CPX
  • The branch is now in the "pre-revenue demonstration" in which trains operate on the normal schedule (5AM to 1AM) but without passengers.
  • Workers will intermittently be at stations to finish various punch-list items in the meantime. Examples include finishing elevators, installing system maps, changing locks to the MBTA standard, etc.
  • Some roadway improvements (in Ball Square, for example) will likely not be completed until next spring.
  • GLX Constructors will maintain some presence during the 1 year warranty period after the revenue service starts.
  • There will be weekly updates until the branch opens later this month.
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ceo said:
From the Somerville Transportation Equity Partnership mailing list:
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Nice! Hopefully we can get the weekly updates posted here.

Interestingly though, WMATA will be opening their Silver line Extension (November 15, 2022) before the MBTA can even announce the beginning of Green Line Extension service to Medford station.

In the meantime Google Maps now isn’t quite sure how to display the ongoing School St. bridge closure as of today, November 1st. The bridge itself is marked blank and Google Maps just displays “Possible road closure until the 8th of November”.

If E trains are signed as ”Union Square”, does this mean that at Lechmere, Union Square passengers are kicked off at Lechmere and told to wait for the next D train to continue to Union Square? Or do trains run out of service between Medford and Lechmere separately from existing train service between Union Sq. and Heath St./Riverside?
 
Spotted a new video of GLX train testing on twitter, credit goes to this user shown below, not mine. Posted to twitter date is 2022-11-01 15:45. We're no longer in the dark as to what's going on the GLX now, given the Mass(gov) site and the MBTA site is completely crickets, and we have to resort to whatever rumors overheard on social media or closed door meetings.

https://twitter.com/x/status/1587531171046592512

In the second video on the right, there is a small electrical short-out? spark of the wires at 0:18 (0:17 remaining) when the trolley runs through. I'm not sure why it happened. Also some additional pics attached in a reply to the thread.
 
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