Not that I wouldn’t love to go back and read everything about the Grand Junction line — I just don’t know why it needs to stay there at all. We could get another 20 plus feet of the throat back for a negotiation minimal at-grade option. PanAm and CSX can get served on a future NSRL ROW. This is Our town, we need to make the rules. Tough love. The GJRR is the square peg here. I understand everyone’s wish lists for it, but the GJ line needs to be removed altogether. In the future we can do urban rail and intermodal in a different way.
Oh and I love these deck pics. Deck! I said Deck!
Federal preemption. It is illegal to zero it out with a MassDOT strongarm. MBTA, Amtrak, and CSX as co-rights holders must
each file with the Surface Transportation Board for the abandonment of their rights; Keolis (for MBTA) and NNEPRA (for
Downeaster) must co-file with the T and Amtrak. Then any parties affected by the extinguishing of the RR corridor--Everett Terminal owners & tenants, Pan Am; Cities of Boston/Cambridge/Somerville; Harvard, BU, MIT; all entities with vested interest in Urban Ring conversion--get chance to file support or opposing statements.
This is an impossible ask for the specific 'throat' project because the timetables don't match within an order of magnitude for the tight deadline we're on for a 'throat' decision. Doing the Urban Ring requires a lot of up-front mitigation/protection for alternate ops accommodation for the 3 primary rights holders, or else they won't oblige. Those mitigations need to be planned out years in advance while the UR is being re-studied and enacted during funded design. We aren't even at the starting gates for that, so there's absolutely no means of shuffling the deck to ensure all those details in time for locking down a new 'throat' option. You can't crayon a bunch of I.O.U.'s on a napkin to Amtrak and ask "can we delete the RR incline now, figure it out later" without that getting shot down immediately in a tsunami of adverse filings to the STB.
Further, because the Urban Ring includes West Station on its Harvard Branch, deleting the ramp or throwing it into total redesign confusion gets every UR proponent in the land--including Harvard--united in
opposition to that STB docket because there's no time to substitute a designable alternate path from BU Bridge. Right now any future permutation of Urban Ring is
guaranteed to West by using the Grand Junction's incumbent 2-track, 18 ft. vertical clearance, 1.5% grade RR ROW design baseline. The stet Grand Junction clearance specs
are the fail-safe Urban Ring specs. You can mode-convert whenever you please at any future time and have that sure-thing West connection with these specs. Thus, none of the UR-supporting parties have any incentive to support an STB filing that expedites extinguishing the fail-safe RR clearances
today in exchange for a bunch of squishier redesign TBD's yet to come. Crayon TBD's sans design certainty are a mortal threat to them, too, given the state's history of broken transit promises. There isn't enough time on the clock to sufficiently guarantee the TBD's for the Urban Ring contingent, either, so for a one-and-done STB filing they will be similarly united with the RR folks' adverse filings and make this attempt crash ever harder in front of the feds.
There's no solve for this now. If UR design kickoff were part of the overall trans-Allston makeover from Day 1 that would be a different story: we'd be years into these ancillary details that need their years of prereq planning for making the change-of-mode to the STB for the Grand Junction. Missed opportunity, whatever...but with limits to how bitterly-missed it could be given that UR compatibility is still 100% guaranteeable via the ruling RR specs. But that's not how it went: 'throat' is proceeding independently, Urban Ring study efforts have been sitting in a file cabinet for >15 years with no touches even at the paper level. There's no way to re-sync all this stuff within a same-decade overlap...and re-sync they must be in order to survive all that STB scrutiny.
With all the guarantees that must be doled out to every RR player and every Urban Ring advocate before proceeding with a RR landbank...you would have to hit pause on 'throat' designs for 8+ more years. "At-grade" is O-V-E-R if you do that...because then we're truly in a Hartford/I-84 quandry where the existing viaduct will need dozens of $M's in immediate in-situ patch repairs. Which means MassDOT is just going to roll forward with an in-situ full reconstruction because the cost chew of temp repairs to buy time becomes its own self-defeating resource drain. It ends up being mutually suicidal to everyone's more-perfect 'throat' designs.
Make no mistake...you can't alt-render a fix for this, because it's a function of time not space. The UR preliminaries + RR re-accomodations can't be sped into fewer years because they're such a pu-pu platter of disconnected individual moving parts only loosely waddable into an overall package. The STB decision to mode-change the RR has to be an all-at-once move; it doesn't compute with the timeframe for preliminaries yet to be started/planned. The 'throat' decision doesn't have years of time left to defer before patch repairs start draining resources and severely cutting into chances of all the non-viaduct perma-fixes. It has to be made NOW for at-grade anything to be in-play. None of these conflicting timetables can be zigzagged into straight-line plausibility. The range of
now options has to be constrained to the timetables that fit. Grand Junction retouches aren't timetables that fit. Move on from that mission creep; there isn't a way forward getting hung up on that right now.