by Stephen
GP40MC1118 wrote:Yes...right at Innerbelt Rd, which is the top of the wye plus the switch to Boston Paperboard (which hasn't gotten anything in three years)
D
Got it. Thank you for the time and information.
Stephen
Railroad Forums
Moderators: sery2831, CRail
GP40MC1118 wrote:Yes...right at Innerbelt Rd, which is the top of the wye plus the switch to Boston Paperboard (which hasn't gotten anything in three years)
D
BandA wrote:Wow, four tracks plus room for a dedicated access road for maintenance and buried cables.Almost like the B&A or yore.
BandA wrote:Wow, four tracks plus room for a dedicated access road for maintenance and buried cables.It helps that the blue building (the Tufts Science & Technology Center) appears to have had an industrial past that was provisioned for its own siding (that has--or will--become that accessway).
BandA wrote:Wow, four tracks plus room for a dedicated access road for maintenance and buried cables.When it hits you that the T could have just simply quad-tracked the Lowell Line from Rt. 16 to North Station and run DMU's through bare-bones stations in Somerville and an interchange w/ the Green Line Union branch at Brickbottom and had the same exact functionality as the GLX as-planned for pennies on the dollar.
Arlington wrote:Near the "rail horizon" in this photo (about 2000' inward/distant from where the photographer stood) you can see the tracks cross in the leftmost slots of the Harvard Ave bridge, and jog rightward to their current slots while the new interlocking is built on the new leftside alignment.I've lost all sense of what happened when, so the date of the Google Map / Earth views isn't clear.
StefanW wrote:I've lost all sense of what happened when, so the date of the Google Map / Earth views isn't clear.Maybe only 2015?
Is this view perhaps as far back as 2014 or even older?
https://goo.gl/maps/nznUm9MAaqt
deathtopumpkins wrote:Making people transfer to get downtown instead of having one-seat service is not "the same exact functionality".That'd be solved with NSRL, which just like Somerville's mass transit, should have been built at the end of the Big Dig.
BostonUrbEx wrote:Let me get this straight: the thing we're building now is late, so we should've scrubbed it in favor of the gigaproject that'll take a minimum of 15 years of study and design...even if we hurry it...before the first shovel can feasibly get turned??? Because literally everything in urban planning boils down to lizard-brain binary choices or something. Sorry...that red herring casts a stench you can smell a hundred feet away.deathtopumpkins wrote:Making people transfer to get downtown instead of having one-seat service is not "the same exact functionality".That'd be solved with NSRL, which just like Somerville's mass transit, should have been built at the end of the Big Dig.
F-line to Dudley via Park wrote:Let me get this straight: the thing we're building now is late, so we should've scrubbed itI never suggested scrubbing GLX today. I'd say it should have been planned differently from the start, decades ago!
F-line to Dudley via Park wrote:EMU FREQUENCIES ≠ GREEN LINE FREQUENCIES. Not even close.I'm not convinced. Salem has inbounds scheduled within 10 minutes of each other while utilizing diesel locomotive-hauled sets, a track/signal system that could be improved, and all on a single track pinch point. There is a point in the day where Salem sees trains every ~8 minutes (including both directions, but remember this is single track, so with opposing moves that's even more impressive). Not to mention, the discussion at hand involved quad-track.