BandA wrote:What about mitigating the water table issues? There are buildings built on wooden pilings that will be impacted. Cut & cover makes sense, actually.
Where? The NSRL needs to pass under both the Red, Silver, and Blue tunnels, which puts it deep beneath most buildings no matter how you slice it. (the approaches, from railyards, are shallow C&C, but there are no buildings there.
Also, please read the "rebuttal" published by the TransitMatters team. They fault the planners for assuming only partial electrification and having to accommodate dual mode trains (on long, gentle, expensive grades)
State’s rail link study full of flaws
Costs way overstated, benefits minimized
TransitMatters:
FLAW 1: Dual Modes & Expensive Portals
..the scope of study presumes only electrifying up to the first station on each line beyond the tunnel (with the exceptions of the Providence Line, future South Coast Rail, and possibly the Fairmount Line). In practice, this assumption of bare minimum additional improvements imposes higher operating and capital costs than an NSRL built after or concurrently with system-wide electrification. The dual-mode locomotives which would be required under this assumption are extraordinarily expensive (and built by few vendors), adding $2.5 billion to the project cost estimate. In order to accommodate these heavy locomotives and unpowered coaches, the proposed grades are capped at 3 percent or less. This constrains the alignment and limits the possible portal locations. The report’s definitive assumption of dual-mode operation strangely ignores that electrification of the system is squarely on the table for serious consideration in both the short and longer term.
FLAW 2: Assigning Fleet-Replacement Costs to the NSRL (instead of a normal "no build" fleet budget) and choosing a large, expensive fleet.
The study implies that new trains are a burden which would be imposed by NSRL and, as such, the project should carry those costs.... If anything, full electrification should reduce the cost of rolling stock: it’s cheaper to buy EMUs than to buy locomotives (either diesel or electric) and unpowered cars. Moreover, connecting the north and south parts of the commuter rail system would require fewer trains because allowing trains to continue to run in revenue service increases the possible throughput of available rolling stock.
FLAW 3: Assuming the GLX hasn't taught us how to better manage costs
Arup’s contingency assumptions appear to take as a given that MassDOT and the MBTA will be unable to manage costs.
BENEFIT FORECASTING FLAWS
- Assumption that system is still a 9-to-5 commuter system (limiting ridership to CBD employment only)
- Not doing CBD forecast correctly (not accounting for land-use changes in CBD)
- Ignoring that Fairmont *tripled* ridership when it got Indigoed
Read the whole critique. I find it compelling.