Reasonable Transit Pitches

F-Line to Dudley

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Is there any utility to be had in upgrading the East Walpole Industrial Track to provide an additional turnback location to increase frequencies on inner-Franklin/extended-Fairmount? (Providing a location for trains to turn and do their brakechecks etc without blocking the main line.)
Why short-turn anything at Norwood Central when Walpole does almost as much ridership?
 

Riverside

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Why short-turn anything at Norwood Central when Walpole does almost as much ridership?
If Walpole's short-turn capacity is otherwise maxed out by its own short-turns and/or through-traffic to Foxboro and Franklin. Or -- absent a good short-turn location at Dedham/128, provide a closer short-turn option and save "Dedham" trains from having to run the extra four miles to Walpole.

And if Dedham does start seeing 2 tph to Foxboro and 2 tph to Franklin, I'm not sure how practical it'd be to short-turn additional trains in the midst of all that. 4 tph is fine for Walpole and Norwood, but it really would be good to get Fairmount to true turn-up-and-go rapid transit frequencies, which I think realistically is a 12-min (5 tph) headway at the minimum. Even with a second track built over the Readville Bridge (which presumably would be more expensive than upgrading the East Walpole track anyway), you need to keep getting progressively cleverer with the timetabling if you want to find someplace to turn 1-3 trains per hour without blocking a train rumbling through every 15 minutes.

More pithily to your question about Walpole vs Norwood Central short-turns: WhyNotBoth.gif
 

F-Line to Dudley

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If Walpole's short-turn capacity is otherwise maxed out by its own short-turns and/or through-traffic to Foxboro and Franklin. Or -- absent a good short-turn location at Dedham/128, provide a closer short-turn option and save "Dedham" trains from having to run the extra four miles to Walpole.

And if Dedham does start seeing 2 tph to Foxboro and 2 tph to Franklin, I'm not sure how practical it'd be to short-turn additional trains in the midst of all that. 4 tph is fine for Walpole and Norwood, but it really would be good to get Fairmount to true turn-up-and-go rapid transit frequencies, which I think realistically is a 12-min (5 tph) headway at the minimum. Even with a second track built over the Readville Bridge (which presumably would be more expensive than upgrading the East Walpole track anyway), you need to keep getting progressively cleverer with the timetabling if you want to find someplace to turn 1-3 trains per hour without blocking a train rumbling through every 15 minutes.

More pithily to your question about Walpole vs Norwood Central short-turns: WhyNotBoth.gif
Who's saying Walpole's capacity is maxed out? The only prerequisites to having :15 minute bi-directional Regional Rail out to Walpole are:
  1. Double-track Phase III project (funded and scheduled)
  2. A replacement double-track Walpole platform accessible to both Forge Park and Foxboro alignments
The first one is already in the can. The second one is the Purple Line's single-most urgent unfunded ADA item. And as for maxing-out Fairmount, that one's already been figured out: move the Readville platform up a couple hundred feet north to a double-track island and install 1 crossover so Franklin/Foxboro trains can pass reversing shuttles on either side of the same island. No bridge mods required. That was supposed to be done years ago for the start of Indigo service; now it's been punted to a Rail Vision item for full Regional Rail-ization of the corridor.


What more service are you possibly thinking would be needed out there? As is, Regional Rail is probably not going to need 15-minute frequencies to all of those past-128 stops, even though that's exactly what could be available. I could easily see Forge Park runs start expressing past some of the lesser-ridership intermediates to de-emphasize their frequencies while shortening Forge Park (and/or beyond) travel times...leaving Dedham Corporate, Norwood Central, and Walpole as the :15 guarantees outside of Route 128. There's definitely no need to short-turn on top of all that, much less turn via some janky Norwood Central layup track on an industrial branch the T doesn't even own. Basic eat-your-peas stuff gets the full job done.
 
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