#5 - Dyre Ave wrote:F-line to Dudley via Park wrote:
Haverhill trains ALWAYS used to run up the NH Main as permanent routing. Before the OL Haymarket-North opened CR on that ROW was exclusively a Reading short-turn except for occasional thru-routed trains. Absolutely positively is that supportable service. And of course the OL relocations were designed explicitly to support capacity for 128-to-128 termini with that express track, which if Reading were built would extend all the way to Oak Grove before the line went 2-track again. Southside routing would've been either Westwood/128 on the NEC or West Roxbury/Dedham or West Roxbury/Needham depending on which way they split from Forest Hills. I don't know if southside would've had express tracks (there's kinda sorta room in places but probably not enough to tear everything up and try. But at rush hour there is no reason whatsoever why you couldn't express it one direction on the northside and still keep headways perfectly well on the southside. You'd just need your yards at the termini set up to be packed with extra cars midday so they can empty with heavier uni-directional service on whichever direction's using the express track at a given commute time. None of that's a problem because they had that foresight when they built Haymarket-North.
Good to know. Running all Haverhill trains via the Wildcat Branch could be done again, freeing up the existing rail line between Reading and Oak Grove for an Orange Line extension. I think it would best to have a potential OL extension to Reading be at least three tracks, so you can have that peak-direction express service make a significant difference in travel time over a local.
There isn't room on the full ROW for 3 tracks. It starts narrowing about halfway to Wyoming Hill. Could do it with a little land-taking, but you get a goodly speedup just on the Oak-Grove-North Station express (maybe with 1 intermediate stop so it's not that necessary. The high CR platforms at Oak Grove and Malden Ctr. are set up today for an instant changeover to rapid-transit, so that was planned from Day 1 with the only major station construction required being enclosing those platforms within fare control.
It's kind of remarkable how the existing CR stops that have been there over a century have rapid-transit level spacing already. And pretty nice neighborhood density at most of them. Only major stop need here would be a park-and-ride at Quannapowit/128 between Wakefield and Reading. Most of your expense in converting is going to be running power out to the end and elimination of the grade crossings: Wyoming Hill, West Foster St., Melrose/Cedar Park, Melrose Highlands, 2 on the block at Greenwood, Broadway St., 2 on the block at Wakefield, Prospect St., Newcrossing Rd., Main/Ash Streets, and 2 on the block at Reading. Typical of B&M-original lines they picked a real random assortment of which streets to bridge and which streets to grade-cross. None are impossible, but a lot of the stops have major streets with frequent intersections running parallel to the ROW a la Malden Ctr. and would require similar elevation of the tracks at all those stops currently at crossings. Pretty sure a long, long time ago Malden Ctr. looked just like the others. The 1970's extension plan actually had the Hawker car order getting pantographs just like their Blue Line counterparts, with an overhead switchover at Oak Grove. They didn't plan to eliminate every single grade crossing initially, just enough of the bottleneck ones to safely get service started. That plan probably wouldn't fly today and you'd get the more expensive 3rd rail full grade separation.
If the N-S rail link gets built that's when you'll really see the impetus for this. The NH Main will get electrified for NEC trains heading off on both the Haverhill/Downeaster and Lowell/Capitol Corridor routes, and when that happens it makes little sense to keep running diesels to Haverhill via Reading when you can just go all-electric on one consolidated route with HSR trackage. A lot has to happen before we're there, but that's what's ultimately keeping the OL extension on the table. They aren't going to electrify CR to Wilmington Jct. via Reading. It makes no sense when they can just extend the OL electrification.