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This is what we really need.
Presentation for B Line stop consolidation project, from last week's virtual meeting. . .
Includes construction schedules and staging details.
The slide on map 9 indicates that the 2 new stations will still be comically close together, to the point that I wonder if a single station between St Paul and Pleasant would have been even better.
Jas -- that's a one dimensional view of spacingCopley to Hynes is 3,000. Could be 2,500 if they could be bothered to open the existing closed entrance. Clearly, they dont care, so why is it so important to keep the B stops at ~1,000?
Just because its easier to build stops above ground doesnt mean its needed. Ive never heard anyone complain that the subway stops are too far apart. D line stops are all over 2,000 apart, and everyone agrees it's the best line. Additionally, South Street to BC is 2,500, with a closed station in the middle. That was also a well-liked change.
Jas -- that's a one dimensional view of spacing
It depends a great deal on what has been or can be built in the "catchment" of the stop -- if you have single family or couple of family homes on the prime street and nearby 2ndary streets then 1/2 mile might be almost too close together
On the other hand -- if your "catchment" includes numerous multifamily, multistory buildings then 1/4 mi be to far apart
You can see this phenomenon on the 77 bus which used to be a streetcar run [there were until recently still some tracks buried in Mass Ave in Arlington]
There are several 5 or 6 story apartment / condo blocks along Mass Ave west of Arlington Center -- at 77 bus stops in that area the bus can fill/empty in a couple of stops
even for a large metropolitan university like BU or Northeaster -- the density of "commuting" varies a considerable amount throughout the campus -- and since that part of the B Line is all about servicing BU -- the stops should be appropriate to the demand
Copley to Hynes is 3,000. Could be 2,500 if they could be bothered to open the existing closed entrance. Clearly, they dont care, so why is it so important to keep the B stops at ~1,000?
Just because its easier to build stops above ground doesnt mean its needed. Ive never heard anyone complain that the subway stops are too far apart. D line stops are all over 2,000 apart, and everyone agrees it's the best line. Additionally, South Street to BC is 2,500, with a closed station in the middle. That was also a well-liked change.
Would it make sense to eliminate the Blanford stop, and shift BU East to the block between Silber Way and Granby?Now...keep in mind BU East/BU Central spacing is still all fucked up at 500 ft. apart and no room on BU East to extend the platforms for Type 10 'supertrains' sans permit to close the Cummington Mall grade crossing.
Henry -- if this is verging into "Crazy Transit Pitch" territoryWould it make sense to eliminate the Blanford stop, and shift BU East to the block between Silber Way and Granby?
Would it make sense to eliminate the Blanford stop, and shift BU East to the block between Silber Way and Granby?
Henry -- if this is verging into "Crazy Transit Pitch" territory
the T should just dig a deep tunnel to go under the Turnpike all past PACKARDS CORNER [the fork between Comm Ave and Brighton Ave] with:
Station just before BU Bridge [about where the current BU Central]Station just before the current Packards Corner surface stationStation at Harvard Avecoming up to a surface station at or near to the Griggs St surface station
That would get rid of most of the light-related problems as well as the issues with small platforms
The Green Line isn't amenable to flat-world stop spacing, assuming demand even skewed across all 4 branches to total generica there...which it most certainly does not.
(1) The stops are variable on demand, so dwells--even on a longer platform with all-doors--start to become an issue around BU if you combine too many stops and too much multi-stop demand in one place. It's already an issue, for example, at Harvard Ave. which does the second-highest boardings behind Longwood of any reservation stop and has some particularly nasty time-of-day crush loading. The Comm Ave. Phase III Reconstruction design is going to have to find a way to come up with a wider platform, because the minimum-width current platforms choke on simultaneous boarding/alighting movements in such a way that more doors are not going to help enough with all foot-traffic converging on one set of crosswalks at one single end of the platforms. BU Central and Packards--the stations abutting this current consolidation zone--are at risk for much the same congestion backfires if consolidation goes too aggressive in-between...and both of those sitting at busy intersections means dwell management is all the more critical for hitting a transit priority-signal + queue-dump slot. I think you can argue about +1/-1 stations within those margins...but total scorched-earth will most definitely impale itself as far as the dwells v. transit priority dance is concern.
No reason you cant have a trolley every 4 minutes.
I'm also curious about the slides appearing to show a disused pedestrian underpass? I could be misreading them but I wasn't aware that was a thing.