Green Line Reconfiguration

Java King

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Northland = Upper Falls, as the historic depot is at the Oak St. grade crossing and Northland is on the corner of Oak/Needham 1200 ft. away. That's the closest physical stop location.

As mentioned, the Avalon site (placemarked "Needham St. Station") was the weakest link in the proposed stop roster so unless the TOD on the corridor is so en fuego it merits an inbound spacer that one's almost certainly going to be the first cut.
That makes sense. You had originally said, Upper Falls, Fremont Street, right before 128; and that seemed too far away looking at the Google Map. :)
 

Java King

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If the Green Line Needham extension went to Needham Junction as F Line states, would Hershey be the end of the line for the Needham Commuter Rail, or would that commuter rail line have to be an Orange Line Extension to Hershey at the same time as the Green Line Extension to Needham Junction to make operational efficiency for the NEC?
 

F-Line to Dudley

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If the Green Line Needham extension went to Needham Junction as F Line states, would Hershey be the end of the line for the Needham Commuter Rail, or would that commuter rail line have to be an Orange Line Extension to Hershey at the same time as the Green Line Extension to Needham Junction to make operational efficiency for the NEC?
There would be no direct connection, and Hersey would be abandoned...but gain grade-separated rail trail extension for easy walk to Needham Jct. To compensate the 59 bus would be re-routed away from the Needham Jct. route duplication down Great Plain Ave. out of Needham Ctr., where it would direct-serve Hersey and the neighborhood by St. Sebastien's Academy before either turning @ 128 or doing something chained together through the Dedham bus desert. W. Rox (or VFW Pkwy., since the storage yard is going to be out by Millennium Park and that might cheaply serve up a'ight enough stop spacing for a 'bonus' extra stop next to Home Depot) are the end-of-line for Orange; Needham Jct. is end-of-line for Green (with station relocated to middle of wye/future-loop instead of wrapping around to the old depot building). Rail trail is backfilled from its current trail head west of the wye over 128 into City of Boston, where side-path enhancements on VFW Parkway can potentially direct-link it to the Emerald Necklace network.

Because for most of history the OL extension was to continue to (sadly now blocked) Dedham Center, not Needham/128, there is scarce data on demand for barreling across Cutler Park. Since Greendale Ave. off the Great Plain Ave. exit is mostly medium-low density single-family homes and zero mixed commercial anywhere near, it's widely speculated that a direct OL 128 siting would struggle mightily with all-day demand and run mostly empty all hours except for Pn'R rush...perhaps even needing to be cut back on late nights to W. Rox from too-low utilization. Presence of Green flanking 128 @ Highland Ave. in the TOD hotspot is going to suck up lion's share of the demand, and :15 service to Dedham Corporate on the Franklin Line cuts the legs out from such a Great Plain siting from the south. At minimum there is no way in hell that would be included in the initial build, because crossing Cutler Park for 1 stop is too expensive and too poorly-studied as of 2020 to lump in as monolith. Instead that's a consideration you can weigh pros/cons of extending later on if there's a viable hook for it. The base build, rather, stays pretty firmly Green-eats-to-Junction / Orange-eats-to-W. Rox and no over-kvetching about the middle. Hersey the least-of-all places to be concerned about, because it will be gaining a tag-team bus offset to Needham Ctr. and paved trail offset to Needham Jct. in the base build. Meeting up with vastly superior rapid transit headways when it gets there.
 
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Tallguy

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I have occasionally mused about the notion of sending some GL trolleys down to WRoxbury on the single line.....
 

nick

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When considering cost, technical feasibility, and benefits to Green Line reliability and capacity, what would be the most likely (not most wanted on this board) next GLX-like project or set of projects after the GLX? An “F Branch” extension to Dudley? Stuart or under-the-Pike realignment of the E Branch and removal of the Copley Junction? Seaport branch? Grand Junction branch?

For the sake of discussion, I’m not considering GL Transformation and Mattapan Trolley Transformation in this question since they are known and T-adopted projects. I’m more interested in thinking about realistic and likeliest next steps.
 

F-Line to Dudley

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When considering cost, technical feasibility, and benefits to Green Line reliability and capacity, what would be the most likely (not most wanted on this board) next GLX-like project or set of projects after the GLX? An “F Branch” extension to Dudley? Stuart or under-the-Pike realignment of the E Branch and removal of the Copley Junction? Seaport branch? Grand Junction branch?

For the sake of discussion, I’m not considering GL Transformation and Mattapan Trolley Transformation in this question since they are known and T-adopted projects. I’m more interested in thinking about realistic and likeliest next steps.
Probably GLX Union-Porter, because S.T.E.P. already has that earmarked as a future advocacy. Also wouldn't be any megaproject cost- or schedule-wise, which makes the follow-thru advocacy a lot easier.


Boylston-South Station + Transitway as LRT replacement for canceled Silver Line Phase III is the most five-alarm urgent, but that's not going to be so much as put to another study by this fraidy-cat Admin. Urban Ring NW quadrant should be talked up more with all the hullabaloo about Beacon Park/West Station, but that project is doing a fine job self-immolating in gridlock so also don't think that's going to be a focused discussion as long as this Admin. is in charge.
 

Tallguy

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I think that Needham comes first as Prov/Stoughton Fairmountand Franklin get electrified Needham will increasingly become "odd man out".
 

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