Pt. 1. . .
I don't know that this solidifies the need to keep St Paul. If you nixed Hawes and St. Paul but kept Kent, how would the walksheds be drastically altered compared to the new Medford branch (considering it's sandwiched between Spring and Winter Hills)? Riders go where it is easiest and an improved C line would be a better draw to ridership. The reality is that St Paul riders who are further afoot, from the station will have a negligible change when choosing from Kent, Coolidge, or even Longwood on the D. Those people will move to one of these stations and have a more efficient ride.
That's a flat-world, not real-world argument. Stop consolidation doesn't happen in a vacuum by top-down fiat because somebody has a more perfect idea of integrity-of-concept. Much less integrity-of-concept set by
new-construction extensions somehow imposing brand new walkshed limiters on legacy services. These are local conditions, with considerable amount of local outreach to make it happen. It took years to get BU's signoff on the latest B consolidation. Town of Brookline gets its seat at the table here, too, like it or not. For their purposes there is no way a proposed St. Paul elimination goes unchallenged, because it is at the base of one of the steepest hills on the system with a pre-existing 1175 ft. walkshed to Coolidge Corner that's already amongst the longest on the C. St. Paul v. Kent/Hawes spacing does not rate as a consideration here; St. Paul v. Coolidge is the sticking point. They can make the argument that the walkshed up/down the hill is too steep to lengthen and that aggregate harm is done to
existing riders by attempting to lengthen that walkshed.
No such comparison exists with
existing accessibility on GLX's choice of stop spacing, because (1) it's an all-new transit corridor where the only alternative is non-duplicating bus routes of much poorer incumbent service and accessibility levels, and (2) 'flat-world' stop-spacing decisions based on systemic lowest-common-denominators would bloat the cost enough from additional required GLX infill stations around those hills that the thing couldn't be built at all...at net-zero improvement to anyone's service or accessibility. The slate of decision-making around all-new vs. incumbent service could not be any more different, or that specific comparison more spurious.
If you try to eliminate St. Paul, Town of Brookline files an accessibility suit over the three-dimensional walkshed to Coolidge. And they probably prevail, because unchangeable geology makes the sidewalk slope steeper than recommended wheelchair grades. Moreover, when there is a call for data-driven arguments supporting elimination vs. keep...the Blue Book is not going to be kind to the elimination forces. 6th busiest out of 13 C stops, 6.8% of total C boardings, 55% of St. Mary's ridership, 115% of Hawes+Kent's ridership. And at 37th out of 55 total branch stops in boardings, tracing out the demarcation between the upper two-thirds and bottom third of ridership...
above the bottom division where virtually all the most oft-cited elimination candidates live. Under no circumstances are you going to be able to trot that data in front of a T Board that counts revenue or trot that in front of a judge hearing the Town's challenge and be able to claim: "Problem."
Elimination
will get struck down on the challenge, and you then
will have to live with the consequences of choosing too-lofty a threshold for that flat-world reference stop spacing that ignored local politics on legacy services. Because now there's an accessibility precedent for torpedoing elimination attempts on a bunch of other less-controversial candidate consolidations that do indeed slot firmly in the problematic bottom division, and each successive accessibility challenge throws more cold water on the hedging. Incite Brookline into a war over that, and you may find yourself unable to eliminate Kent OR Hawes at the end of the day because of poking the bear too hard over St. Paul and stoking an existential threat to the Town's transit accessibility.
As previously mentioned, there is a glut of elder-care housing around the base of the hill. Those residents will have to be dealt with even on the relatively uncontroversial Kent/Hawes decision, which is why you probably cannot hedge on eliminating both. You can make a rational case, however, that the Town's re-streetscaping of Beacon a decade ago makes the walkshed down there far more aggregately accessible than it traditionally ever was, that the Blue Book cratering of boardings at those two stops does point to a data-packed problem needing correction, and give assurances that the surviving station zooms to the top of the ADA retrofit priority pile. That most rational of sequences becomes functionally impossible if you go guns-blazing at St. Paul first, where the physical accessibility argument over the walkshed to Coolidge is going to be very toothy against you, the utilization data is going to be very toothy against you...and the resulting precedent when it gets rejected is going to be very toothy against you on
many, many other elimination candidates. And for what gain? To have put Brookline on such red alert for an existential threat so that it fights EVERYTHING--even Hawes + Kent (nevermind either/or, it's now a battle to keep both)--and wields that toothier gained precedent like a blunt instrument? That's not only going to imperil you across the C, but embolden opposition to making any more B or E cuts as well.
Flat-world vs. real-world arguments. The T is not going to barrel in all strict-constructionist here dumb to the local political tripwires and try to make a high-and-mighty example out of St. Paul consolidation. It will--guaranteed--end very badly for them and end up limiting their future options widely. Rationally they aren't going to go anywhere near that, as odds are wretched that they make out any better than getting sacked for a loss...how big a loss up-for-grabs. No way no how for a stop that doesn't even sniff that bottom-third division of most revenue-rational elimination candidates.
If you want to improve the performance of the C in the real world, start with the eliminations you have a real-world chance of accomplishing via a practical local-political dialogue. There's MINIMUM three in that division, maybe more. But it ain't St. Paul. That integrity-of-concept perfectionism is going to get you nowhere in the real world but both hands legally tied behind your back.
The same is true for Tappen St. A rider from the top of Aspinwall has better access to Washington St and Fairbanks St while a rider coming from the rotary on the other side of Tappen would have a shorter walk than someone coming from Magoun Square to Ball Square or Lowell St stations (both of which are uphill one way).
Again...completely, utterly moot accessibility comparison to be invoking new-construction GLX vs. the legacy C. The C doesn't even run thru onto GLX, so that is not a comparative stop spacing any rider will ever see on the same train to begin with. You're hashing this out with Town of Brookline. The terms are going to have to suit Town of Brookline...starting by not setting such over-the-top targets that it's tantamount to a declaration of hostilities.
There are 15 other branch stops--
six of them on the C--with worse ridership than Tappan St. It's 1050 ft. crosswalk-to-crosswalk from Washington Sq. with a pronounced hill in the middle. Its crosswalk is right in front of the corridor's largest supermarket, where disproportionate share of users are carrying heavy items and would have additional hardship taking the hill. Eliminating here severely harms your chances of getting rid of Dean Rd. with its legitimately problematic ridership crater. How are you going to cajole Brookline into going along with that, and not start fighting everything tooth-and-nail? What in the hell systemic performance argument can you rationally make anyway that the C needs to have its roster bludgeoned into the middle-high single digits while the B and E that merge into the exact same subway crowded could never practically go that low?
This shit does not get hashed out on Google Maps. If the logic of this over-aggressive pruning doesn't start making a lick of sense to Brookline's ears, it's going to get hoisted on its own petard in the ensuing challenge.