Green Line to Medford to start in 2011

[whighlander]

18 months to complete two bridges?? I recall something else recently happening in the area ... oh right:



Priorities, priorities, priorities...

Shep -- it sounds like there will be quite a bit more than just the two bridges being widened and the track shifted:

Harvard St. drainage:
" + Flooding problems on Harvard Street will be addressed through the replacement of a 19th century, 24-inch water pipe that extends from Harvard Street to Granville Ave. with a 30-inch pipe, and by increasing the elevation of the bridge by about 1 foot, which will in turn allow the road surface to be similarly elevated.

+ These improvements will ease the flooding but not eliminate it; additional pipe work improvements are required on the Warner Road side of Boston Avenue, from which water drains east to the existing pipe at Harvard Street, and underneath Boston Ave. Working with the City of Medford, the project team plans to install a pipe under Boston Avenue near Granville Ave. that eventually would carry water from the west side of Boston Avenue out the new 30-inch pipe.

+ Medford City Engineer Cassandra Koutalidis attended the meeting and spoke... The area floods significantly too many times and we note there’s a very large area of draining to this spot. We’re happy to see the 30-inch pipe and the roadway alignment rising up. We’d like the T to have a provision for another crossing under the tracks down near Winchester Court or Granville for the future to try to take some of the stormwater that all ends up at Harvard Street on another route. Consider putting that pipe in place across the tracks while you’re digging....

21 WATER STREET BUILDING
+ The building (near the Glass Factory condominiums) currently houses the MBTA tire shop. It must be removed because it sits in the footprint of the relocated Lechmere Station, specifically land that is to be used for the new bus facility and for North Point Boulevard.

+ During Phase 1, the surface area of the former building will be used as a staging area and for replacement parking that will be lost at the current Lechmere Station.

+ Demolition of the building is expected to take place from March to May 2013.

+ An effort will be made to maximize recycling of the demolished materials.

CONSTRUCTION IMPACTS/MITIGATION
+ Work is expected to take place mostly between 7 a.m. and 6 p.m. weekdays. Night and weekend work will be limited. "

[F-Line to Dudley]

Lowell Line is by far the most flood-prone line on the T. Wilmington and portions in Winchester the worst. It got its ass kicked in the March 2010 floods...tracks underwater, signals shorted-out. Needs a lot of culvert work in the problem spots.

[Ron Newman]

I remember some really bad flooding on the Fitchburg Line near Union Square last year

[found5dollar]

some really good stuff about phase one can be found in this slide show....

http://greenlineextension.com/documents/PubMtgs/Phase1/Phase1_PubMtgPres20120124.pdf

[whighlander]

some really good stuff about phase one can be found in this slide show....

http://greenlineextension.com/documents/PubMtgs/Phase1/Phase1_PubMtgPres20120124.pdf

Found$ -- when you thumb through the slides -- its quite easy to see -- why the project will take quite a while -- Unfortunately -- I envision another Big Dig -- albeit on a mini-scale -- this whole project will last the full decade

F-Line, Digit, etc -- you heard it first here -- First revenue service no earlier than January 2020

[vanshnookenraggen]

Yeah, this is not going to be as simple as you'd wish.

Also factor in all the labor bull shit, political posturing, and price sings in materials... it will get done but it won't be pretty.

[HenryAlan]

Let's hope it doesn't get too ugly. A post Big Dig style backlash against a transit project could really harm future efforts.

[found5dollar]

I think you guys are a bit out of line. Yes it will take a long time, but the real reason the Big Dig had a backlash was because of the sheer volume of corruption and shoddy workmanship, ultimately leading to the death of an innocent woman. I doubt that something that is in essence new construction, like the greenline extension, could be taken to the same extreme as a complete redesign of the major traffic patters through the downtown of a major world city.

Will it take longer than needed? yes.
Will it be attractive? perhaps.
Will it be as big of a pitfall as the Big Dig was? no.

[whighlander]

I think you guys are a bit out of line. Yes it will take a long time, but the real reason the Big Dig had a backlash was because of the sheer volume of corruption and shoddy workmanship, ultimately leading to the death of an innocent woman. I doubt that something that is in essence new construction, like the greenline extension, could be taken to the same extreme as a complete redesign of the major traffic patters through the downtown of a major world city.

Will it take longer than needed? yes.
Will it be attractive? perhaps.
Will it be as big of a pitfall as the Big Dig was? no.

Found$ -- you'll note I said -- "Mini-Big Dig"
But have no illusions whenever the cost of a project is measured in hundreds of milliions of $ and the time table is quoted as taking 6 or 7 years -- This is a complex project

The oppottunity for screw-ups, waste and delay are defiitely there

Consider the simple task of replacing an old brick 24 inch drain by a 30 inch modern drain and while you are at it raising the level of the road while maintaining the clearance under the rail ROW

There are a lot of reasons why this could go way over budget and delay well past the scheduled end of Phase 1

So be forwarned!

[F-Line to Dudley]

Still don't know why they're tying both the Union Branch and the Washington St. stub together as a single phase. The Washington St. bridge is going to be a bear in itself to replace, and whether the station stops short of the bridge or not there's enough infrastructure garbage to clean out here that it's a lead weight on opening the Union Branch sooner. For one, they have to do all the freight track reconfiguring and rebuilding for Pan Am to make this happen. They can do the Union Branch and get it done-done without needing yet to touch the freight track that runs 100 ft. north of the Fitchburg Line from the little yard off Washington.

They've got much better chance of getting useful service operating sooner and without overruns by severing all construction dependencies between the branches.

1) Current plan for the prep work in '12 the 2 bridges. Start of all that invasive Lowell Line culvert work and keep chipping away.
2) Lechmere relocation. That's the part that has pretty low risk for overruns. Adequate tail-track space here to open the new station and do away with the old before anything else is ready. If they throw in a couple temporary crossovers behind the station they can replace the current storage yard space without too much inconvenience to ops (just have to take those crossovers out when the next segment opens and those tail tracks become regular mainline track).
3) Build the Fitchburg Line overpass and Union Branch flyover construction. There's only a little culvert work needed at this crossing, so also lowish risk for overruns.
4) Build Union Branch next to Fitchburg Line. Open it.

THEN let themselves get delayed into oblivion on the Medford branch. They'll start taking on water with construction/permitting/mitigation surprises right when they hit Washington St., no doubt. And that'll immediately pinch their funding for the Innerbelt maintenance facility. Fine...awesome. Deal with that pain accordingly. But keep that mess firewalled from Lechmere, Union, and the Fitchburg overpass as much as possible because those 3 jobs are the ones that'll stay closest to budget, require the lowest impacts to current Green Line ops, and can actually open (Lechmere at minimum) by 2014 if they don't take for freaking ever to get started.

It sounds like they're still fine-tuning how to step it out, so it may come to this keep-it-simple-stupid sequence soon enough when they release the next schedule. But would've been nicer and allayed more of STEP's concerns if they went for this separation of the builds right up front.

[BostonUrbEx]

F-Line, are they still going to rehab the Cobble Hill Track? And when?

[F-Line to Dudley]

F-Line, are they still going to rehab the Cobble Hill Track? And when?

Whenever they cut the Pan Am Willey track (http://g.co/maps/ztuyf) that's being displaced by the Medford branch on the north side of the to-be-reconstructed bridge over the Fitchburg Line. They use that 2-3 times a week to swing around BET from the Lowell Line to the Eastern Route to serve customers in Everett, Swampscott, Salem, and Peabody. Brickbottom station blocks the Willey track where it joins the Lowell Line near Washington St. bridge, so the Cobble Hill track has to be rehabbed before they cut it. Cobble Hill is operable, but in such sorry shape they only use it to store rusted-out boxcars (http://g.co/maps/8msr4), unused trailers, and piles and piles of extra MBTA ties and rail for the ongoing Fitchburg and Haverhill double-track projects.

They also have to rebuild the derelict second storage track at Cobble Hill because the Union branch cannibalizes their storage siding (http://g.co/maps/2utjf) past the Medford St. bridge used every day. And when the maintenance facility gets built they lose 2 of the 4 Valley tracks (http://g.co/maps/uubpu) to the new Green Line yard leads, meaning the other 2 have to be kept clear for thru moves instead of being used for extra storage. CSX uses the Valley tracks 7 days a week to go to Everett terminal, Pan Am Southern (the Norfolk Southern half of the partnership) is starting up a new daily 60-car ethanol train from Fitchburg to Global terminal in East Boston this summer, and T work equipment gets shuttled almost every day to/from that commuter rail maintenance shed at Alewife. Lots of little trackwork junk and relocations like that to take care of because Pan Am's tight on storage space and there's a surprising lot of freight moves in the vicinity of BET all day long.

[found5dollar]

Presentation containing new renderings and plans of Union Square station and Washington Square station.

http://greenlineextension.com/documents/PubMtgs/WashingtonUnionSquare_2-8-12.pdf

[MBTAddict]

It looks like Union Square Station is still not being designed in a way that would allow a future extension to Porter Square.

[BostonUrbEx]

It looks like Union Square Station is still not being designed in a way that would allow a future extension to Porter Square.

They're also not being designed to allow for heavy rail conversion (as per what people on the project have told me). They've pretty much chopped Rt 16 off as well.

And yet... we've still tripled the pricetag in 8 years.

[Arlington]

It looks like Union Square Station is still not being designed in a way that would allow a future extension to Porter Square.

I interpret the lower-level entryway as being temporary...there until that whole lot gets built out (as some of the other drawings show), with only the upper-level entry being permanent. If you were on your way to Porter, you could knock out that lower entry and still have the upper (which overhangs the tracks and does not rely on columns through the ROW, as I read it.

[F-Line to Dudley]

The Prospect St. bridge (http://g.co/maps/n5u9t) is the only one en route to Porter that's too narrow for 4 tracks because it was rebuilt sometime after the 4th track went away with a large retaining wall on the Union side. See p.4 of the PDF and how the trolley on the right is blocked. So to avoid having to do an unnecessary and expensive bridge reconstruction they're having the station abut the retaining wall and end there. That was always the plan. To go to Porter they'd bore through and underpin the retaining wall with an arch underpass, where it's far enough below street level that it wouldn't require radical reconstruction of the bridge. From there the ROW's 4-track straight out to under the Beacon St. bridge.

Provisioning for it means not placing any restrictions in the station design to punching that hole under the bridge, as obviously Porter's out of the question if they had to blow up and start over with a whole new station. That is what STEP has been hounding them about for years to not slip a fast one into the design. They want to make sure the station's got the built-in structural flex for a quick reconfiguration a la Arlington's point about the lower entryway. It's impossible to tell from a simple rendering on a PowerPoint what the structural engineering implications are. But that's why STEP hounds them on it every single meeting about that station.


http://www.somervillestep.org/files/STEPbrochureCurrentTransProjs2011.pdf

The T's told them in writing that the design won't preclude it. So their paranoia about always bringing it up is an effort at documenting, documenting, documenting it with level of specificity that'll stick for legal purposes if somebody tries to pull a fast one. I'm reasonably confident with how often it's been brought up that the T and its contractors aren't arming a booby trap in this station's design. STEP merely wants to makes sure that carries through to the final-final engineering schematics, not just the pretty pictures in the PowerPoints.

[MBTAddict]

F-Line, thanks for clearing that one up. I didn't realize that the design as shown would (theoretically) allow for a quick punch-through to Porter.

[Nexis4jersey]

I doubt it will be as bad as some people fear it will be. The Viaduct might become a pain , but the track shifting and phases down the road should be pretty easy.

[found5dollar]

new slide show for Gilman Square and Lowell St. stations. The new renderings and such start about half way though the document.

http://greenlineextension.com/documents/PubMtgs/LowellGilmanPresentation_030712.pdf

Gilman leaves me with a "meh" feel, but i do like the brick. Lowell on the other hand i am loving. The interesting play with granite bollards and the way it bows back from the street is realy interesting and will create a great space for a transit station plaza.

[palindrome]

http://cdn.memegenerator.net/instances/400x/16341920.jpg

[Commuting Boston Student]

So, if I'm understanding this right,

None of the station designs have actually been finalized yet, and they are all being designed so as not to preclude a conversion to Green Line Heavy Rail but there is no plans to actually convert the Line as of today.

Right?

[F-Line to Dudley]

So, if I'm understanding this right,

None of the station designs have actually been finalized yet, and they are all being designed so as not to preclude a conversion to Green Line Heavy Rail but there is no plans to actually convert the Line as of today.

Right?

Well...all Green Line extensions since 1930 have been provisioned for heavy rail conversion. Kenmore was designed so the trackbed for the B platforms could be dropped down easily to high-platform level, converted to heavy rail on an extended tunnel, and to revert the C to just be a looping Mattapan-like trolley line on the outer platforms. They can convert Medford whenever they want or see the need to. We just don't know if that's 2035, 2075, or never. The point in getting the stations designed right is to not be dumbasses and cut just that one little careless design corner that'll totally preclude conversion without blowing up and starting over.

This isn't lost on STEP. The 1945 proposal for this extension went all the way to Woburn Ctr. Some distant future when Lowell's an HSR line it's going to beckon for the commuter rail stops out to Anderson to flip over to rapid transit so the HSR's can book it 160 MPH out of town. If there's a rapid-transit line ever put through 2 of the 4 North-South Link tracks that's where this heavy rail impetus is going to come from...be it fed from Red or Orange. STEP's even badgered them about digging the wiring conduits between the Green and CR tracks and using overhead poles designed so they can attach a bracket arm over the CR tracks should they ever electrify that. Little future-proofing details like that. I think with how paranoid they are about some passive-aggressive trojan horse being buried in the designs (see the triplicate-checking that Union won't preclude future Porter), they're going to be very careful to build it right. Too much riding on this.

[found5dollar]

On another thread somewhere posted to a guy that has made a new MBTA system map, and he has included one with green line extension added in ( http://www.flickr.com/photos/senexprime/6829024088 ). When i look at the map with the extension added in it just further adds to my belief that when it is completed the green line should be, for mapping and understandability purposes, split into 2 separate lines. I'm not talking about any physical changes, just start calling it the green line and, say, the brown line. One of the lines ends at Union Square, one ends at Route 16, and the B, C, D, and E branches are divided up 2 and 2 however makes more sense in terms of scheduling. The lines can share platforms for the overlapping stations, much like they do in DC. This reorganization of the green line I think would clear up alot of confusion.

[FrankLloydMike]

On another thread somewhere posted to a guy that has made a new MBTA system map, and he has included one with green line extension added in ( http://www.flickr.com/photos/senexprime/6829024088 ). When i look at the map with the extension added in it just further adds to my belief that when it is completed the green line should be, for mapping and understandability purposes, split into 2 separate lines. I'm not talking about any physical changes, just start calling it the green line and, say, the brown line. One of the lines ends at Union Square, one ends at Route 16, and the B, C, D, and E branches are divided up 2 and 2 however makes more sense in terms of scheduling. The lines can share platforms for the overlapping stations, much like they do in DC. This reorganization of the green line I think would clear up alot of confusion.

That map looks great--much nicer than the latest T maps, with the new wimpy curve of the E line.

I really don't see the need for a new line color, though. I'm assuming this will just extend the splitting of the Green Line on the north/east side of the city as it always has on the west, with more frequent service along a single corridor in the city center. Granted, that makes it a little more confusing, but I think you could do something like call the Route 16 branch running from wherever on the west end (Kenmore?) the "A Line" or something, and maybe the E Line will then run from Heath St to Union Square. A more detailed map of the Green Line, like this one at Kenmore, would further clarify it:

http://www.universalhub.com/images/2009/map-green.jpg

[Matthew]

The current plan is to extend the "E" to Union Square and the "D" to Medford.

[Officejab]

Unsure if this site has be posted before, but it has great constantly updated 3D renderings http://www.somervillestep.org/map/

Click on green T balloons for each stations renderings

[found5dollar]

http://www.universalhub.com/images/2009/map-green.jpg

I have never seen that map before but it helps out alot. I can't tell you the number of times when I interned at the Museum of Science there would be a tourist waiting for a train that wasn't an E and I had to explain that they wouldn't find one there. the current full map and layout of the green line does nothing to inform riders of this. Splitting up the line on maps is the only real solution I see..

[datadyne007]

Yeah, I have loved those new Green Line maps since they were released a couple years ago. The first one debuted at Gov't Center after the signage upgrade because it still had maps from the 60s. Copley came next because it also had maps with the A line.

[BostonUrbEx]

^ I believe Kenmore, Arlington, Park St, and North Station also have that map, among some others.

[Shepard]

Meh, that map has major problems too. The red diamond "you are here" is not intuitive and looks like a red line connection. The connections all look clumsy, and some are actually misleading - for example at North Station it appears that the C line does not connect to the OL and the E line doesn't connect to the CR. The pics above don't show this, but there's also a major problem in which the line ahead of you (based on whether you are waiting at inbound or outbound) is dark green, but behind you in light green. Again, non-intuitive. Overall a good idea conceptually but very poorly executed.

[BussesAin'tTrains]

^ I don't know that any of those are "major problems". More like complaining about the font of the signs in the South End...

[Shepard]

The problems I mentioned can get people lost or send them out of their way. How is that not major?

[BussesAin'tTrains]

How would someone get lost? The Diamond "You Are Here" is clearly marked in the key. The North Station transfers could cause someone pause, but the announcements when you arrive at the station would clear up any confusion. The inbound/outbound - light/dark green issue, I haven't seen, and can't really picture, so I'll let that one be.

[FrankLloydMike]

How would someone get lost? The Diamond "You Are Here" is clearly marked in the key. The North Station transfers could cause someone pause, but the announcements when you arrive at the station would clear up any confusion. The inbound/outbound - light/dark green issue, I haven't seen, and can't really picture, so I'll let that one be.

I agree. As with Shepard, there are some things I would tweak in the design, but I think it's pretty intuitive and easy to understand. Perhaps overly complicated with the shading of green and marking the connections on either side of the lines, but these are minor complaints. Overall, I think the map does a great job of clarifying the Green Line, and would prevent the sort of confusion that found5dollar brought up. I think the simple, single Green Line diagram in the system map works well and keeps the system map simple, with this more detailed map within the Green Line.

[cozzyd]

Is the commuter rail going to stop at any of the GLX stations? Maybe a stop at College Ave. would make sense for the Lowell line. I guess once the Route 16 stop gets built, the West Medford commuter rail stop might as well move there since it's so close.

[F-Line to Dudley]

Is the commuter rail going to stop at any of the GLX stations? Maybe a stop at College Ave. would make sense for the Lowell line. I guess once the Route 16 stop gets built, the West Medford commuter rail stop might as well move there since it's so close.

College Ave. had a CR stop from 1976-79 called "Tufts University". Closed due to extremely low ridership; experiment was a dismal failure. And that was when Lowell Line service levels were higher than today with the main also handling 2 branches: all Haverhill trains, and the old Woburn Branch short-turn. They whacked it when they initiated the short-lived Concord, NH service because it was just empty idling time on the schedule. There's not a lot of demand for direct Green-to-CR transfers because of the way that particular line is geared to micro-to-micro destinations. Riverside also had a CR stop on the mainline that also closed in '77 (platform remnants and a rickety old wood walkway to the GL station still visible) for the same reason, although that one was such a long walk that the transfer itself was inconvenient. Almost all of your GLX ridership is going inbound, not outbound. And replacing the function of any would-be Lowell Line stops in Somerville like that old Tufts stop that would otherwise ham-fistedly have to pull double-duty as locals a la the Worcester Line's Newton stops for lack of better alternative.

The CR-to-rapid transit stops that work--like Porter on the Fitchburg or Ruggles on the NEC--also have a dense net of criscrossing buses that no GLX stop has. Nothing that hits those stops has the heft of the 77/96/83 and the Red Line offering quick transfer at Harvard and one-seat ride to South Station. The 80/88/90 all run to either Lechmere (GL stop) or Sullivan (easier superstation transfer), so there's not compelling transfer need. When Mike Capuano was rambling about building GLX as far as they could get it then sticking a CR platform there he wasn't riffing from a place of knowledge about actual commute patterns on the corridor.

The original-original GLX proposal to West Medford would've had the CR transfer, but that's only because the Green stop would've been on the south side of the grade crossing and the Lowell stop at its current location on the north side. The existing stop wouldn't need to be touched. There's also a lot more unique bus routes hitting West Medford than any other stop en route.


The Union Sq. CR station idea that pops up time to time and got a low-priority MPO project rating is similarly dubious. Their thinking on that was getting something rapid-transitish to Waltham Ctr. and the big bus hub there, but the ridership projections cited wilt under any sort of scrutiny. 3 stops to North Station for a transfer...that's not going to offer any convenience for a Union CR platform with how much it would slow the Fitchburg schedule with Porter nearby. 87 runs to Lechmere...86/91 to Sullivan (North Station transfer). 86/91 in other direction and 85/CT2 are Harvard/Central/Kendall, so you're transferring at Porter to Red instead of bothering with those routes. Fitchburg Line is free from NS to Porter anyway.

Every time they bring this Union CR proposal up they quickly go mum because they've essentially stated the whole justification for pushing the Green Line past Union to some future Porter terminal by talking about the benefits of a CR platform at Union. And of course the prospect of any more icky-poo improvements to the rapid-transit system gives the state the vapors and puts a twinkle in STEP's eye. So, there. . .

[HenryAlan]

I agree. As with Shepard, there are some things I would tweak in the design, but I think it's pretty intuitive and easy to understand. Perhaps overly complicated with the shading of green and marking the connections on either side of the lines, but these are minor complaints. Overall, I think the map does a great job of clarifying the Green Line, and would prevent the sort of confusion that found5dollar brought up. I think the simple, single Green Line diagram in the system map works well and keeps the system map simple, with this more detailed map within the Green Line.

I agree, this map is pretty good, granting that there is always room for tweaking. What I like most about it is the way it clearly demonstrates that the Green Line is actually four lines that happen to share a section of track for part of their respective routes. I've never understood why the MBTA claims to have four urban rail lines. In actuality, it's at least 8, and arguably could be considered to be 9. Other cities (eg DC, SF) would never under count the number of lines, which only serves to give the impression that the system is less than it is.

[Lrfox]

I agree, this map is pretty good, granting that there is always room for tweaking. What I like most about it is the way it clearly demonstrates that the Green Line is actually four lines that happen to share a section of track for part of their respective routes. I've never understood why the MBTA claims to have four urban rail lines. In actuality, it's at least 8, and arguably could be considered to be 9. Other cities (eg DC, SF) would never under count the number of lines, which only serves to give the impression that the system is less than it is.

I always consider San Francisco's Muni Metro to be the west coast sibling (fraternal twins, even) of the Green Line. It's a bunch of light rail lines that share the same central subway tunnel before fanning out on their own and running above ground. They've always done a MUCH better job at differentiating each light rail line (Letters AND colors) than the MBTA has on the Green Line. Those new maps do a far better job of differentiating.

[FrankLloydMike]

I always consider San Francisco's Muni Metro to be the west coast sibling (fraternal twins, even) of the Green Line. It's a bunch of light rail lines that share the same central subway tunnel before fanning out on their own and running above ground. They've always done a MUCH better job at differentiating each light rail line (Letters AND colors) than the MBTA has on the Green Line. Those new maps do a far better job of differentiating.

It does do a better job of differentiating lines, and like HenryAlan, I'd kind of like to see the T accurately count the number of lines it has--plenty of transit systems use a single central artery (subway or otherwise) for lines that fan out as they move away from the downtown.

Still, the T subway/light-rail is a much more comprehensive system than the Muni Metro, which is separate from the BART. It will be a little more complicated once there are branches to the north as there are already to the west--and it's even a little more complicated now that not all the lines run to Lechmere or even North Station. Still, I think for the purpose of a system map, as well as for an understanding of the portion of the Green Line that many visitors (and even locals) use, it makes sense to keep a single GL with branches with a more detailed map like the one at Kenmore as a supplement.

Can you imagine a map like this embedded in the middle of the T system map? I think it would be overload, even if it's more accurate:

http://www.staysf.com/upload/desc_pdf/20080612175440_MUNI%20METRO%20San%20Francisco%20ma p.png

[jass]

That map doesnt include the F line.

[Matthew]

For a moment, I thought you meant F line to Dudley ;)

But you mean F - Market. The Muni Metro maps don't include it, they treat it separately. More of a tourist attraction really. Cool though. I never did find the Boston representative, however.

[BussesAin'tTrains]

Ball Square rendering's out

http://www.youtube.com/watch?feature=player_embedded&v=8Cf6TMS5dYI

[found5dollar]

^thats about a year old.

this has updated renderings for both ball square and college ave.

http://greenlineextension.eot.state.ma.us/documents/PubMtgs/ballSq_collegeAve_presentation032112.pdf

There is some crazy structural expressionism going on wiht Ball Square and weird rooflines... definatly a land mark sort of building for the better or worse.

[BussesAin'tTrains]

whoops. got it off of universal hub so i figured it was current.

[found5dollar]

Route 16 station will be apart of the GLX.

http://www.thesomervillenews.com/archives/26252

Boston MPO approves funding for Route 16 GLX stop
On May 16, 2012, in Latest News, by The News Staff

By Jeremy F. van der Heiden

For years now, the City of Somerville, along with representatives of several other areas in the eastern region of Massachusetts, have fought to expand the Green Line further to reach more residents. Mayor Joseph Curtatone recently announced a victory for this battle, applauding the Boston Region Metropolitan Planning Organization’s (MPO) decision to approve a substantial piece of funding for this transportation project.

According to a release from the Mayor’s office, the MPO recently approved $8.1 million worth of funding to go toward the research, development and construction of a Rt. 16 Green Line stop as part of the Green Line Extension Project (GLX). The vote, nineteen to two in favor of the project, was in support of Governor Deval Patrick’s desire to make this part of the state’s Federal Fiscal Years 2013-2016 Transportation Improvement Project (TIP).

Communications from Massachusetts State Representative Carl Sciortino, 34th Middlesex District, indicate that last year officials were able to establish the project’s foothold in the 2016-2020 Federal Fiscal Years TIP. The recent decision, made at a Boston MPO April 19 meeting, will expedite the project and boast many rewards for those currently living in the target region.

After getting word that the aforementioned meeting might be an integral moment for the success or failure of the project, Representative Sciortino declared a call to action to attend the meeting and exhibit support of the GLX’s Rt. 16 project. Had the most recent decision not been made in its favor, Sciortino believed that it would have been much harder to keep the project alive down the road when the 2016 fiscal year rolled around. Additionally, this would have halted the important developmental operations that must be carried out to solidify the plan, such as further research of the area, surveying of the land, and more.

Had the decision not gone this way, it might have served a finishing blow to the Route 16 extension, as the project, legally, had viewed College Avenue as the terminus. The MPO’s approval sealed the Route 16 stop as one with the entire GLX project, as opposed to a separate project to be created at the overarching programs completion. Many involved believed it would likely never happen if talks would not resume until around 2016.

“It’s important to remember that the Route 16 stop was originally planned to be the terminus because it is ideal,” Representative Sciortino explained. “It’s located in an incredibly dense neighborhood at the intersection of Somerville, Medford, and Arlington, right on the Route 16, Alewife Brook and Mystic River biking-pedestrian pathway, which will be a feature of the stop.”

“The land use at that location has incredible economic development potential, and integrating it into the plan generates revenue back into the area, potentially funding more affordable housing for the neighborhood,” he continued.

Representative Sciortino knew that by keeping consistent and strong pressure on the Boston MPO, as well as showing the huge amount of support for the project that has been around since the beginning of the GLX talks, the region could come out with a victory. He also explained that this was a group effort by a variety of departments and individuals, and expressed his gratitude for these parties’ resolve.

Mayor Curtatone, a key player in this public triumph, described how the Route 16 stop will impact residents across the state.

“This is a project with incredible environmental benefits and for our quality of life, and also has a huge economic upside for the entire Commonwealth, creating tens of thousands of net new jobs and millions of dollars in new revenue,” he explained.

Additionally, Mayor Curtatone noted the strength of those he works with, across the region, to accomplish this goal.

“The whole delegation has been strong advocates and are great partners to work with on this particular project. It was also impressive to have so many members of the public from Arlington, Somerville, Cambridge and Medford coming out, as they have so many times, to support the Green Line Extension,” he said.

The Mayor expressed his gratitude for the MPO’s endorsement as well as the support from MassDOT, and explained that he and the entirety of the delegation will continue to fight to ensure the project’s successful completion.

The project is now in the public hearing phase, while the final hearing regarding the decision will occur before month’s end. More information on this project can be found at the City of Somerville’s website http://www.somervillema.gov/.

[Shepard]

Can Curtatone please run for mayor of Boston?

[BostonUrbEx]

I have to say I'm amazed. I thought Rt 16 was buried a long time ago and given up on. Now if they hurry up and actually build this thing, which I'm now convinced is more important than any expansion possible, maybe when they replace the train bridge over the Mystic they can provision for a West Medford extension. I think that's the real goal of this, to position it for a crossing of the Mystic.

[BostonUrbEx]

Can Curtatone please run for mayor of Boston?

I wish.

I wouldn't be surprised if he runs for governor or senate or something though, a little down the line.

[underground]

2nded. But now that he's got the Rt 16 stop, he needs to start pushing them to actually get going on the construction.

[F-Line to Dudley]

STEP has got this proverbial hook-their-testicles-up-to-a-car-battery means of "convincing" down to a science. And that is pretty much what it takes to get this state to stop procrastinating.

I wonder if they're willing to hire themselves out on commission to Lynn after this is done.

[MBTAddict]

STEP has got this proverbial hook-their-testicles-up-to-a-car-battery means of "convincing" down to a science. And that is pretty much what it takes to get this state to stop procrastinating.

I wonder if they're willing to hire themselves out on commission to Lynn after this is done.

I feel like you might be right. It seems that they just know how to get things done.

Is anyone familiar with the organization? What makes them different?

[F-Line to Dudley]

I feel like you might be right. It seems that they just know how to get things done.

Is anyone familiar with the organization? What makes them different?

No magic formula. They are just relentless about calling BS on excuses, so the T learned in a hurry to not show up to meetings evasive and/or unprepared like they usually do when they're paying lip service to inner-city constituents. And they've done a better job than most advocacy groups about staying reasonably focused and not letting their agenda get hijacked by Old Man Yells At Cloud-type NIMBY's who either want nothing at all built ever or want a South Coast-style gimme! gimme! gimme! in return. And that's most definitely been a factor on the Medford side of the border, so they gained some favor and better leverage for holding the state to its promises by doing a good job in-house of controlling the rabble along the route.

The difference between them and Boston is that City Hall and the BRA simply lack the attention span to stay on-point for 10 years straight while they try to wrestle with the state for delivery on promises. Superprojects fizz out with alarming frequency here because there's so much idle fidgeting with plans, mission creep, and communication outages due to power struggles behind the scenes. Eventually they just lose all focus and get bored on the follow-through. The Somerville leadership re: GLX and Orange-Assembly hasn't changed its story on anything in 12 years outside of compromising on the separate Union and Medford branches when Union proved unworkable in a single branch, brokering some Medford-related concessions like trading in the original West Medford terminus and the Winthrop St. stop for Route 16 to quiet the opposition, and bartering the phasing plan to the state to avoid a nasty lawsuit over the delays. That last one has paid off now with 16 funding and build commitment coming through to pre-emptively relieve more of that deadline pressure.

Pressure, time, consistency...and reasonable (by MA standards) amount of self-discipline. You can get almost anything done that way. It's just a sad commentary on how broken state and municipal gov't is that this is somehow seen as an unprecedented thing. It's not. STEP's not perfect by a longshot. But there's a lot to be said for wanting it bad enough to value organizational discipline. Which sort of explains a lot with the spazzes and freeloaders who are sitting at the top of the political food chain in state gov't and in a lot of these town boards. The brainrot's pervasive enough that a decently but hardly extraordinarily organized effort like Somerville's is seen as some sort of fluke occurrence. It's not. There should be a few STEP's getting shit done on some long-term effort of medium-size or larger consequence at any given moment in any given region/quadrant of the state. That's not an unrealistic goal if we could vote/flush a goodly portion of that institutional brainrot out of office.

[Matthew]

I'm confused. What does it matter if the T shows up to meetings unprepared? They just bullshit and ignore everything anyway. Does STEP have some kind of leverage to prevent that? And to control the crazy-person NIMBYs?

[F-Line to Dudley]

I'm confused. What does it matter if the T shows up to meetings unprepared? They just bullshit and ignore everything anyway. Does STEP have some kind of leverage to prevent that? And to control the crazy-person NIMBYs?

Stick to the meeting agenda. When the T BS's, say "You came to this meeting to talk about this...you're talking about something else entirely here and dodging the meat of the question." When old man starts yelling at cloud, corral it back on-topic instead of just letting it disintegrate into a free-for-all. You would be amazed at how elusive these kinds of simple-ass organizational things are at 95% of town-level meetings because the organizers are just sitting on the board for political vanity and don't actually give a crap about anything except "my rabble is better than yours because it's mine, and I'm holding the gavel here so *pffffbbbbt*!." Stick to the script, stay on the same page, and have enough personal investment in the goal. That's it. No magic powers.


So here's one subtle example where they've held the T to a concrete answer. . .

The Union Branch was a compromise because they couldn't include that stop all in one line. This is the reason why Union's a stub and doesn't go further to Porter. Ultimately with it being relegated to the Fitchburg Line ROW and not part of the mainline getting the most service the city has an interest--for Union's future as a destination spot--in ensuring that it can be linked in the future to somewhere that will get "destination"-level service. i.e. Porter Sq. even though because of the two-branch compromise that extra leg is beyond the scope of this project (if it were 2 branches from the start, Porter would've been included...but, late--and necessary--engineering compromise). So they ask the T if the Union station design allows that as a future consideration.
-- [Evasive answer.]
-- Ask again.
-- [Evasive sorta-but-not-really affirmative answer.]
-- Make it a meeting discussion point to discuss how the station design will not prevent a future extension.
-- [Show pretty pictures of the station design. Make vague reference to engineering challenges, station rebuild, blah, blah, blah.]
-- "That's not what you said before? Can't you build it so you don't have to rebuild it."
-- [. . .]
-- Codify it into the project's mission statement that the Union construction shall not preclude future link to Porter. Cite health of Somerville Ave. corridor, etc., etc.
-- [Show revised pretty pictures depicting the lower level and how punching through the overpass abutment allows extension and reconfiguration of the lower level without destroying the station.]
-- "Are you SURE this time???"
-- [*nodding*]


That's one of many. They repeated this process with every other detail the T skimped over in the renderings at every other station, especially related to the Route 16 phasing plan to seal off all the escape options the T had for terminating at Medford Hillside and washing their hands of the last commitment. And also making sure nothing about the ROW design blocked the promised Somerville Community Path extension (separate project), making sure the station bus connection features were robust enough that they'd never be able to get away with eviscerating the city's bus routes, and so on and so on. And with the Medford NIMBY's they had to do years worth of rinse/repeat reassurances that this would not cause an on-street parking apocalypse in-town and debunk over and over again the usual NIMBY hysteria about "undesireables" with factual counterpoints where the complaint was bunk, individual studies of the areas around the station stops to show how each wouldn't turn into a carbon copy of Davis, and the concessions like Winthrop St. (tough loss because that was the easiest bus connection from the GL to Medford Sq., but it was the concession that quieted the remaining opposition below the threshold of being a drag on the project).


Mundane stuff. Show of hands as to how many posters have to do things like that with co-workers or customers at their own jobs. It's only rare in Mass. politics because the don't-give-a-damns are clogging up the offices looking out for #1 and no longer have any interest in consensus-building that doesn't involve a blind payout to the constituencies that best help them look out for #1. Get personally invested in a goal--like, um, it's your job to--and keeping focus is not hard.

[Matthew]

Good stuff. Though I still think the T could get away with doing what it wants, unless these minutes are somehow actionable in a lawsuit or some such...

I'm thinking about attending the McCarthy overpass meeting to observe and see how things go with that.

[F-Line to Dudley]

Good stuff. Though I still think the T could get away with doing what it wants, unless these minutes are somehow actionable in a lawsuit or some such...

I'm thinking about attending the McCarthy overpass meeting to observe and see how things go with that.

Transit Commitment. You bet there's a lawsuit involved if they don't build this. Unlike some of the other abandoned commitments (Arborway, Washington St. "equal-or-better" replacement service) they were able to weasel out of, they weren't able to do a divide/conquer/obfuscate here because of STEP's vigilance and the Somerville-area pols backing it in lockstep. Something sadly absent in Boston, and especially with some Boston neighborhoods over others.

At some point it becomes a cost/benefit thing of whether it's just easier to do it already instead of spending escalating amounts of energy with the weasel-out tactics. These aren't diabolical forces of malice Somerville is up against at the state level. These are lazy, lazy bureaucrats and politicians. Always bet on the lazy way out...then work the system so the path of least resistance for them is the goal you're shooting for. This new Route 16 funding commitment pretty much is that vindication for GLX proponents...that "FINE! FINE! If I build it will you leave me the @#$% alone already!?!?!" moment where the state finally came to grips with what its path of least resistance was.

[Max Power]

Transit Commitment. You bet there's a lawsuit involved if they don't build this. Unlike some of the other abandoned commitments (Arborway, Washington St. "equal-or-better" replacement service) they were able to weasel out of, they weren't able to do a divide/conquer/obfuscate here because of STEP's vigilance and the Somerville-area pols backing it in lockstep. Something sadly absent in Boston, and especially with some Boston neighborhoods over others.

At some point it becomes a cost/benefit thing of whether it's just easier to do it already instead of spending escalating amounts of energy with the weasel-out tactics. These aren't diabolical forces of malice Somerville is up against at the state level. These are lazy, lazy bureaucrats and politicians. Always bet on the lazy way out...then work the system so the path of least resistance for them is the goal you're shooting for. This new Route 16 funding commitment pretty much is that vindication for GLX proponents...that "FINE! FINE! If I build it will you leave me the @#$% alone already!?!?!" moment where the state finally came to grips with what its path of least resistance was.

So this is the really, really important part of this analysis. Unified community presence, with a couple of politicians who happen to listen to their constituents/see the benefit of transit expansion.



Where else is there a combination of these factors? These will be where we can get expansions to transit.

[BostonUrbEx]

I wonder if they're willing to hire themselves out on commission to Lynn after this is done.

I was just thinking about this the other day. Once GLX is done, I hope some of them will assist in creating a Lynn group for BLX.

[F-Line to Dudley]

I was just thinking about this the other day. Once GLX is done, I hope some of them will assist in creating a Lynn group for BLX.

Shit...they may need it for the Casey Overpass teardown that's already been approved:

Hizzonah wants a do-ovah of the drive-ovah. (http://jamaicaplaingazette.com/2012/05/24/mayor-i-would-have-kept-casey-overpass/) But doesn't want any responsibility for it. But will still tell anyone in earshot he doesn't approve of what the people chose. Because it wasn't what he would've chosen...today, just now.
↑ is why we can't have nice things. The seat of power has the attention span of a gnat and doesn't care which constituencies get left in the lurch when he gets bored and/or cranky.

[HenryAlan]

Shit.
↑ is why we can't have nice things. The seat of power has the attention span of a gnat and doesn't care which constituencies get left in the lurch when he gets bored and/or cranky.

I don't think this is universally true. While it does seem that the Mayor lacks interest or is inattentive to transit needs, there is an obvious counterpoint in his advocacy of cycling and delivery on associated infrastructure. We are only a few years away from a comprehensive bike lane network that truly covers the entire city. That has required long term leadership.

Now, if only he were just as interested in OLX, F-Line, and Fairmont HRRT.

[ant8904]

I don't think this is universally true. While it does seem that the Mayor lacks interest or is inattentive to transit needs, there is an obvious counterpoint in his advocacy of cycling and delivery on associated infrastructure. We are only a few years away from a comprehensive bike lane network that truly covers the entire city. That has required long term leadership.

Now, if only he were just as interested in OLX, F-Line, and Fairmont HRRT.

This is Menino's weakness and why I so wish we get new blood. Menino have done or set in motion all the good things he and do. The stuff he is good with (like neighborhoods and schools) have been great. But he has no interests in ideas we want to see. We need new blood who will address desires and needs he doesn't address.

[Shepard]

Problem with his thinking is that everything seems to be zero-sum and arrayed against each other in ridiculous ways. We don't need to advocate for transit, we need bike lanes. We don't need an at-grade boulevard in JP, we need green space. We don't need towers along the Greenway, we need food trucks (10am-6pm only).

[F-Line to Dudley]

Problem with his thinking is that everything seems to be zero-sum and arrayed against each other in ridiculous ways. We don't need to advocate for transit, we need bike lanes. We don't need an at-grade boulevard in JP, we need green space. We don't need towers along the Greenway, we need food trucks (10am-6pm only).

If we plant some grass on top of a trolley then can we have light rail on Washington St.? It's a Green trolley...it's got green stuff planted on the roof. You can't walk on it any more than you're going to enjoy all that dead grass the sun doesn't reach in the brownspace under the Casey-Menino Artery II, so it's all cool right? <-- (This makes about as much sense as yesterday's Mumbles word salad.)

I guarantee you for Curatone's next act there will be no doubt whatsoever where the City of Somerville is leaning on the future of the gigantic McCarthy rust scar. That'll come down too before the Bowker and maybe even before the Casey cripple-fight-in-overtime is done. And not due to natural causes pancaking with a bunch of cars on the road below either...like the Casey and Bowker will the longer he keeps up this passive-aggressiveness vs. the neighborhoods.

[BostonUrbEx]

I just came across a FaceBook organization which is petitioning Mayor Curtatone and Trans Sec Davey to remove the McGrath Highway. Next order of business?

[F-Line to Dudley]

I just came across a FaceBook organization which is petitioning Mayor Curtatone and Trans Sec Davey to remove the McGrath Highway. Next order of business?

Somerville and STEP are in favor of blowing it up. They haven't done the full-court press yet because the serious meetings haven't started in earnest, but it's coming. And they're going to present it as integral to developing around GLX, esp. at Washington St.

Having lived off Washington a couple blocks away for 2 years myself...good riddance. A walk of shame through caked-up pigeon shit to cross the street and get to Union, plus the utterly nonsensical intersection layout where cars never know what lane they're supposed to be in and blow through the retardedly mis-timed signals all the time. It's too damaging to the city fabric to persist as a pure induced-demand truck bypass for 93. And, yes, it's going to inhibit development around transit-linked Brickbottom and Union if those areas have to persist with no connecting street grid. East Somerville may as well be a different town all together from the rest of Somerville.

Watch. The messaging's going to be a LOT more coherent than "[*garble-garble*] Big Dig II...[*garble*] Greenspace! But it's gonna cost twice as much...[*garble*] not my problem." Can't say the leaders in Somerville haven't had a lot of practice the last 10 years twisting the screws on a reluctant state.

[whighlander]

I don't think this is universally true. While it does seem that the Mayor lacks interest or is inattentive to transit needs, there is an obvious counterpoint in his advocacy of cycling and delivery on associated infrastructure. We are only a few years away from a comprehensive bike lane network that truly covers the entire city. That has required long term leadership.

Now, if only he were just as interested in OLX, F-Line, and Fairmont HRRT.

Henry -- I thik you have the perspective that some of the others don't

In the public domain in Boston the timeframe for much is decades

It was several decades between the obvious need to do something about the stink in the Back Bay and the start of filling

It was several decades between the planning for the Turnpike extension and its construction

several decades from the first thinking of "depressing the Central Artery" to the Big Dig's start of construction

Several decades from the talking to the building of the BCEC

In contrast of course the then private -- Boston Street Railway -- evaluated the technology and started buildng the power plant for electrification of the horse cars in a matter of months

Several weeks from approval of the drug to starting the digging for Vertex in the SPID

Is there a common denoninator -- private enterprise versus Public

Of course the government-flunkies and their sycophant supporter public are constrantly trying to introduce more delay and "government-like" bureauKraptic process into private sector projects

[Commuting Boston Student]

Somerville and STEP are in favor of blowing it up. They haven't done the full-court press yet because the serious meetings haven't started in earnest, but it's coming. And they're going to present it as integral to developing around GLX, esp. at Washington St.

Having lived off Washington a couple blocks away for 2 years myself...good riddance. A walk of shame through caked-up pigeon shit to cross the street and get to Union, plus the utterly nonsensical intersection layout where cars never know what lane they're supposed to be in and blow through the retardedly mis-timed signals all the time. It's too damaging to the city fabric to persist as a pure induced-demand truck bypass for 93. And, yes, it's going to inhibit development around transit-linked Brickbottom and Union if those areas have to persist with no connecting street grid. East Somerville may as well be a different town all together from the rest of Somerville.

Watch. The messaging's going to be a LOT more coherent than "[*garble-garble*] Big Dig II...[*garble*] Greenspace! But it's gonna cost twice as much...[*garble*] not my problem." Can't say the leaders in Somerville haven't had a lot of practice the last 10 years twisting the screws on a reluctant state.

Does blowing up McGrath Highway include the Exit 29 interchange with I-93 and 38? How about the intersection with Route 16 at Station Landing?

I ask because, having parked my car at Station Landing for this whole semester, I've become intimately acquainted with how totally bullshit both of those junctions are. Are those technically not McGrath Highway and therefore "somebody else's problem?"

[F-Line to Dudley]

Does blowing up McGrath Highway include the Exit 29 interchange with I-93 and 38? How about the intersection with Route 16 at Station Landing?

I ask because, having parked my car at Station Landing for this whole semester, I've become intimately acquainted with how totally bullshit both of those junctions are. Are those technically not McGrath Highway and therefore "somebody else's problem?"

Separate projects. The state does have a plan for fixing the 93/28 interchange clusterfuck, but it's been punted off the FY2012-2016 project list because of hopeless funding shortage. 16/28 is Medford's cause to advocate for.

Somerville's scope of project is from the Fitchburg Line bridge to Broadway, at least as far as traffic-calming the road from 6 to 4 travel lanes goes (that would then extend to Cambridge St. on the other side of the bridge with wider, less terrifying sidewalks on O'Brien Hwy.). And Medford St. to Somerville Ave. is the meat of it as far as blowing up the rust-and-pigeon-poop monstrosity and stitching the street grid back together. Broadway-to-Assembly with 93 in the middle would stay as-is...that's technically the start of Fellsway and end of McGrath anyway.

The state would probably be more willing to fix 93/28/38 if McGrath got downgraded because the sorely underutilized 38 frontage roads are where all the truck traffic really should be going to get to Boston. McGrath's the induced demand trap it is because it's the lazy way to cut across...keep barreling through the center lane.


But...yeah, back on topic...there is most definitely a ceiling as to how much positive effect GLX can have on Union, Brickbottom, and Gilman Sq. with that giant gash and totally destroyed street grid dividing them. Medford St. to Somerville Ave. could be a whole new elongated square of its own if the gash were healed. You better believe that dovetails snugly with STEP's transit advocacy.

[BostonUrbEx]

*Crossing fingers that we can get Rt 28 traffic forced onto I-93 at Assembly Square and from 93 to Lechmere, 28 can be downgraded to a street like Mass Ave @ Central Square.*

[Commuting Boston Student]

*Crossing fingers that we can get Rt 28 traffic forced onto I-93 at Assembly Square and from 93 to Lechmere, 28 can be downgraded to a street like Mass Ave @ Central Square.*

Why would you want to create a barrier to through traffic, or does forcing traffic onto I-93 not mean forcing ALL traffic?

[BussesAin'tTrains]

I would think most southbound 28 traffic would be encouraged to take 93 because McGrath is downgraded from a highway to a boulevard. 28 wouldn't be cut off at 93 from through traffic.

[BostonUrbEx]

Why would you want to create a barrier to through traffic, or does forcing traffic onto I-93 not mean forcing ALL traffic?

By forced I mean most people are just going to chose to go on 93 rather than take a one-lane road.

[Charlie_mta]

Shit...they may need it for the Casey Overpass teardown that's already been approved:

Hizzonah wants a do-ovah of the drive-ovah. (http://jamaicaplaingazette.com/2012/05/24/mayor-i-would-have-kept-casey-overpass/) But doesn't want any responsibility for it. But will still tell anyone in earshot he doesn't approve of what the people chose. Because it wasn't what he would've chosen...today, just now.
↑ is why we can't have nice things. The seat of power has the attention span of a gnat and doesn't care which constituencies get left in the lurch when he gets bored and/or cranky.

I still think they should keep the Casey overpass at Forest Hills, block all traffic from it, and transform it into a "High Line" type elevated park. Traffic would use only the surface streets. The Emerald Necklace would be rejoined with a safe pedestrian continuous elevated park.

[Ron Newman]

keep the Casey overpass at Forest Hills, block all traffic from it, and transform it into a "High Line" type elevated park

While I find this idea attractive, I'm not sure the overpass is in sufficiently good shape for even this use in the long term. This entire planning process is being driven by the structure's seemingly irreparable decay.

[cozzyd]

*Crossing fingers that we can get Rt 28 traffic forced onto I-93 at Assembly Square and from 93 to Lechmere, 28 can be downgraded to a street like Mass Ave @ Central Square.*

Yes! The area across Twin City Plaza could certainly be put for better use (and Twin City Plaza itself would look a lot better with some residential towers on top of the stores...)

[GW2500]

http://somerville.patch.com/articles/green-line-extension-gets-environmental-approval-from-feds


The federal government this week gave the Green Line Extension an enironmental stamp of approval, according to an announcement from the state's Green Line Extension team.

According to the announcement, the Federal Transit Administration released a "finding of no significant impact" for the project, which means the Green Line Extension received "full federal environmental approval."

Here's what the announcement said:


MassDOT and the MBTA this week received full federal environmental approval for the Green Line Extension project. The Federal Transit Administration released a Finding of No Significant Impact for the project, reaffirming its myriad environmental, mobility, economic development, and community-building benefits. Federal environmental clearance is the culmination of several years of technical work done by MassDOT and the MBTA with close cooperation from the Cities of Cambridge, Somerville, and Medford, as well as the participation of hundreds of individuals and local organizations. The Finding of No Significant Impact will be available on the Green Line Extension project website at http://www.greenlineextension.org/docs_EnvAssess.html.

The announcement also noted the Green Line Extension was recently admitted to the first phase of the Federal Transit Administration's "New Starts" program, which is a necessary step in terms of applying for federal funds to construct the project.

"Reaching these milestones represents a significant commitment of staff and financial resources by the Patrick-Murray Administration, and bespeaks the many public benefits promised by the Green Line Extension project," the announcement said.

[BostonUrbEx]

Bids sought for initial Green Line Extension work
http://www.medfordgreenline.org/?p=489

The MBTA today began to solicit bids for Phase I of the Green Line Extension project with an advertisement in the Boston Globe.

Phase I, scheduled to being late this year or early next year, will consist of three elements:

+ In South Medford, reconstructing and widening the railroad bridge over Harvard Street to accommodate the Medford Branch extension. Work includes relocating the commuter rail tracks, building retaining walls/noise barriers, and performing ancillary utility and roadway improvements

+ In Somerville, widening of the railroad bridge over Medford Street, which currently carries the Fitchburg commuter rail tracks. This bridge will carry the Union Square branch Green Line tracks.

+ In Cambridge, demolition of the MBTA tire facility building at 21 Water Street. This property will be used for staging and parking during later phases of construction.

Estimated cost of the Phase I work is $18.3 million — $15.3 million for the two bridges, and $3 million for the building demolition.

Bidding documents will be available at the Contract Administration Office (Room 6720, State Transportation Building, 10 Park Plaza, Boston) on Wednesday, July 18, from 8:30 a.m. to 4 p.m.

A pre-bid conference will be held at the Green Line Extension Project Office, 155 Federal St., Suite 304, Boston on Thursday, July 26, and 2 p.m.

Bids are due at the Contract Administration office at 2 p.m. on August 21, at which time they will be opened and read publicly.

[whighlander]

Bids sought for initial Green Line Extension work
http://www.medfordgreenline.org/?p=489

Urb -- the $15M is about 1% of the total cost of the project

We'll know that they are serious when they put out the RFP for the new Leachmere Station

[omaja]

It's Lechmere.

[BostonUrbEx]

Urb -- the $15M is about 1% of the total cost of the project

We'll know that they are serious when they put out the RFP for the new Leachmere Station

Frankly I think it's going to stall after this "Phase I". It isn't even I, it's more like "Pre-Phase" to keep people shut up!

[Roxxma]

It's Lechmere.

That's what he said. He just misspelled it.

[rdeastcl]

http://www.boston.com/yourtown/news/medford/2012/07/feds_approve_green_line_ext_en.html

[Matthew]

Mello deemed unworkable as revenue streams, however, further hikes to MBTA fares and fees; a scheme to charge commercial vehicles' parking fees; and a plan to tie increases in the gas tax to the rate of inflation.

Why would an inflation-adjusted gas tax be "unworkable"? How about just a percentage tax, like the sales tax. Is the sales tax unworkable? Gasoline is exempt from the sales tax as it is.

[DominusNovus]

Why would an inflation-adjusted gas tax be "unworkable"? How about just a percentage tax, like the sales tax. Is the sales tax unworkable? Gasoline is exempt from the sales tax as it is.

Because I and many other voters have no interest in paying higher prices for gasoline.

[HenryAlan]

Because I and many other voters have no interest in paying higher prices for gasoline.

So you prefer not to pay your fare share. Nice!

[whighlander]

Why would an inflation-adjusted gas tax be "unworkable"? How about just a percentage tax, like the sales tax. Is the sales tax unworkable? Gasoline is exempt from the sales tax as it is.

Among other reasons because then the revenue stream is totally unpredictable

Note that the price of gasoline has fluctated by a factor of two over the past 4 years -- it was under $2.00 per galon in 2008 -- there is no particular reason why over the next few years that the price of gasoline might not decline to the level it had in 2008

So if you based your finances on the $4.00 per galon gasoline of last summer with say a 5% tax == $0.20 then you'd be in a big heap of trouble if the price plunged to $2.00 and your revenue fell to $0.10 / galon

No -- the T needs to construct a financial framework that uses its dedicated revenues effectively:

1) fare box revenues for opperations supplemented with the existing dedicated sales tax revenues and assessments on the cities and towns
2) new construction and major reconstruction deemed of critical need such as GLX should not should be pay-as-you-go:
a) no more long term bonding
b) money should be directly appropriated by the Mass Legislature as part of a Capital Budget -- no relying on the Feds for the key infrastructure
3) Maximum ultilization of private capital to suplements to #2 such as Assembly Square, New Balance, or Harvard Alston
4) region deals when appropriate such as with RI and potentially NH for CR
5) Federal funds if available to supplement #2 -- but projects should not rely on Fed funds

[Matthew]

The sales tax suffers from the same problem, one of the reasons the T's funding stream has run dry. I wasn't talking about necessarily funding the T through the gas tax, just wondering why it isn't percentage-based like the sales tax. Seems inequitable. And the revenue from the fixed-constant gas tax also fluctuates with the economy; people purchase much less gasoline in a down economy, which is why the price changes so much.

I'm okay with not relying on Federal funds if highway expansion projects are the same. Receiving 90% subsidy from the Feds is like crack. That promise really drove the Big Dig fiasco, that we wouldn't have to pay for it, and then fell flat when the Feds cut us off.

But I'm totally with you about getting private development on the land served by the new stations. We cannot allow the GLX land to lie fallow irresponsibly like parts of the Southwest corridor. That would be a total waste.

[underground]

Why would an inflation-adjusted gas tax be "unworkable"? How about just a percentage tax, like the sales tax. Is the sales tax unworkable? Gasoline is exempt from the sales tax as it is.

Because cheap gas and roads are a God given right. It's in the Constitution and/or Bible.

[choo]

It would be interesting to have a dynamic tax, but I am not sure how workable it is from both a technical and political viewpoint.

The idea is this, and obviously not something I am wedded to, but throwing it out there for discussion.

The way it would work would be say the state says the sale price of reg. unleaded will never go below 3.50/gal. If gas decline significantly below, the tax will be 30% plus whatever the increment to get to 3.50/gal. I think this particularly scenario is unlikely.

On the other end, The tax would diminish should significant upward price pressure be placed on it. So (and this is just representative, not scientific), goes to 15% at $4/gal and 7% at 4.50+.

This would limit the gas price collapse that leads to tax revenue loss and discourages thinks like fuel efficiency and ToD, but recognizes the macro-economic pain caused by price spikes on people's lives and business. If people new gas prices would never go below a certain rate, they can plan and budget accordingly, investing in efficiency.

(Mods: This could get way off the GLX and may need to be moved. Apologies in advance)

[whighlander]

It would be interesting to have a dynamic tax, but I am not sure how workable it is from both a technical and political viewpoint.

The idea is this, and obviously not something I am wedded to, but throwing it out there for discussion.

The way it would work would be say the state says the sale price of reg. unleaded will never go below 3.50/gal. If gas decline significantly below, the tax will be 30% plus whatever the increment to get to 3.50/gal. I think this particularly scenario is unlikely.

On the other end, The tax would diminish should significant upward price pressure be placed on it. So (and this is just representative, not scientific), goes to 15% at $4/gal and 7% at 4.50+.

This would limit the gas price collapse that leads to tax revenue loss and discourages thinks like fuel efficiency and ToD, but recognizes the macro-economic pain caused by price spikes on people's lives and business. If people new gas prices would never go below a certain rate, they can plan and budget accordingly, investing in efficiency.

(Mods: This could get way off the GLX and may need to be moved. Apologies in advance)

Choo -- sounds like the gasoline version of most of the agricultural subsidy programs such as milk and grains

Taxes are much better received when it is clear what the tax is and what is the use assocaited with the revenues -- that is why for so many years that the direct Federal Gasoline Tax was so successful

People knew how much gasoline tax they were paying and that everything that they paid went to building the Federal Highway System -- once that chain was broken and once the formulas for funding projects became varible -- people started to object

[DominusNovus]

So you prefer not to pay your fare share. Nice!

Please, feel free to explain how supporting the existing gas tax rate (29th in the nation, FYI) is 'not paying my fair share' (assuming that was just a typo, and not a pun in your original post).

[DominusNovus]

Note that the price of gasoline has fluctated by a factor of two over the past 4 years -- it was under $2.00 per galon in 2008 -- there is no particular reason why over the next few years that the price of gasoline might not decline to the level it had in 2008

There are plenty of particular reasons why we are unlikely to see gas drop to that price. Just as there isn't much political support for hiking up taxes, I don't know if there's enough support for the increase in drilling that would be necessary to outpace the global increase in oil consumption. Unless, of course, we can scale up CNG usage enough to impact crude prices.

[Matthew]

Please, feel free to explain how supporting the existing gas tax rate (29th in the nation, FYI) is 'not paying my fair share' (assuming that was just a typo, and not a pun in your original post).

That's easy: inflation has degraded the value of the gas tax by about a third since it was last set.

If we assume that it was set to a "fair" value originally (too little, really), it is now 66% of a "fair" value.

Same goes for the Federal gas tax, which is why the Interstate highway trust fund is in big trouble.

[HenryAlan]

Yep, that is precisely what I meant.

[DominusNovus]

That's easy: inflation has degraded the value of the gas tax by about a third since it was last set.

If we assume that it was set to a "fair" value originally (too little, really), it is now 66% of a "fair" value.

Same goes for the Federal gas tax, which is why the Interstate highway trust fund is in big trouble.

I dispute the idea that any given value is inherently more fair or unfair in the current system, regardless of what inflation is.

[Matthew]

I dispute the idea that any given value is inherently more fair or unfair in the current system, regardless of what inflation is.

So, tell me, where does the money to pay for maintenance of the infrastructure come from?

[whighlander]

That's easy: inflation has degraded the value of the gas tax by about a third since it was last set.

If we assume that it was set to a "fair" value originally (too little, really), it is now 66% of a "fair" value.

Same goes for the Federal gas tax, which is why the Interstate highway trust fund is in big trouble.

Mathew -- a lot of the "Pro-transit / rail -- anti-highway at all costs crowd" would say that the original allocation to highways was too much and then it just grew as consumption of gasoline per capita rose and the boomer capitas increased as well

So -- perhaps the tax is where it ought to be to not overwhelm us with highways

The point behind the above is while the value of the gas tax has changed -- its not clear that it was optimum to begin with and hence its impossible to know if it is under or over the proper value today

The best way to set the tax would be for DOT to develop and Congress to fund a multi -- perhaps 5 year -- transportation capital budget with the gas and other transportation tax rates set as needed to fund the budget. I'd make sure that there was a bit of contingency built in for the difficulty in estimating revenues / costs 5 years out.

Everyone involved would know where the money was coming from and to whence it was going

Done

[AmericanFolkLegend]

I dispute the idea that any given value is inherently more fair or unfair in the current system, regardless of what inflation is.

I dispute the idea that the earth is round.

[omaja]

I dispute the idea that any given value is inherently more fair or unfair in the current system, regardless of what inflation is.

How else would you benchmark changes in prices, expenses, revenues, etc.? If everything is getting more expensive and the source of funding remains static, you end up with the transportation deficit and deferred maintenance mess we have now. Very simple.

[whighlander]

I dispute the idea that the earth is round.

AMF -- that's good because if you mean spherical rather than a two D term such as round -- well its not

Satellite geodesey has revealed that the earth is a flatened essentially pear shape with the north and south hemispheres not exactly symetric

So I would dispute its sphericity myself as there are even higher-order deviations from a sphere -- but I've digressed enough already

[whighlander]

There are plenty of particular reasons why we are unlikely to see gas drop to that price. Just as there isn't much political support for hiking up taxes, I don't know if there's enough support for the increase in drilling that would be necessary to outpace the global increase in oil consumption. Unless, of course, we can scale up CNG usage enough to impact crude prices.

DomiNos -- I think that there are more than enough motivations to drive the kind of drilling now going on in ND and PA to spread quite widely -- the US is sitting on a huge amount of oil and even more natural gas. Now the technology of exploration and resource recovery has gotten to the point where the vast reserves are able to be tapped at the current price range.

There are two scenarios for the next decade:
1) US drills and pumps its way back to #1 in the world
2) OPEC fears #1 and drops the price to precude economic recovery of much of the oil needed for #1

Either way you look at it -- I'll bet there's a very good change the price of gasoline is back under $2.00 per gallon in the next 5 years or so

[DominusNovus]

DomiNos -- I think that there are more than enough motivations to drive the kind of drilling now going on in ND and PA to spread quite widely -- the US is sitting on a huge amount of oil and even more natural gas. Now the technology of exploration and resource recovery has gotten to the point where the vast reserves are able to be tapped at the current price range.

There are two scenarios for the next decade:
1) US drills and pumps its way back to #1 in the world
2) OPEC fears #1 and drops the price to precude economic recovery of much of the oil needed for #1

Either way you look at it -- I'll bet there's a very good change the price of gasoline is back under $2.00 per gallon in the next 5 years or so

Well, I certainly hope that you're right; indications are that the expansion of production in the US, Canada, Russia, Venuezela, China, and even Israel (Walter Russel Mead has some good pieces on this) could help the energy sector greatly.

I'm just not confident that circumstances will go smoothly enough that I'd bet against oil futures, if I had the money to be playing that game.

[bigeman312]

'Somerville strikes deal with T on land for Union Square Station'

Green Line service to Union Square by 2017

http://www.boston.com/yourtown/news/somerville/2012/08/somerville_strikes_deal_with_t.html

[vanshnookenraggen]

Anyone have the link to that interactive website for the GLX project with maps, animations, etc? I thought it was here but I don't see it.

[JohnAKeith]

Wow. This is a quiet thread.

I guess I was naive enough to think we already had the money for this project and that was why everyone's talking about how things will look once it's done.

Um, no.

Senator Provost says there are "placeholders" where the actual money should be.

That actual money including funds from casinos. You know, casinos, those things that won't be completed until 2016 ... if ever.

Uh-huh.

Somerville Congressman Capuano continues criticism of Green Line Extension

Somerville — A frustrated Congressman Mike Capuano told Somerville business leaders to “rock the boat” and demand alternatives to current plans to fund the Green Line Extension, which he thinks are unrealistic.

“We’re sticking our heads in the sand thinking this will definitely happen,” Capuano said at a breakfast hosted by the city’s Chamber of Commerce on Oct. 9.

Capuano has been pessimistic about the extension’s funding for some time, telling the Board of Aldermen that “we need to get realist about this” in a December 2011 meeting. While he said at the Chamber meeting that he supports the extension and did not criticize other city leaders, Capuano told the crowd of 50 people that he’s reached out to other political figures with his concerns but none of them shared his sense of urgency.

“I have had conversations [with them] … they have drawn their own conclusions,” he said.

Somerville State Rep. Denise Provost and State Sen. Pat Jehlen said they were concerned about state funding for transportation. But both said they were committed to the current funding plan

“This is not easy, it’s very, very hard,” Jehlen told the Journal in an interview. “That’s why we have to do it together, so we need the support of the public and businesses. It’s way too early to declare defeat.”

At the meeting, Capuano was sharply critical of the MBTA finance plan the board recently submitted to the Federal Transit Authority, describing how the body would pay for the extension. Some money is coming from sources that are expected but unclear, like casino revenues. But the MBTA is also relying on $700 million in funds from the state specifically for the Green Line Extension, and $17 billion overall from a new tax on car mileage. Neither of those figures has been approved, although Gov. Deval Patrick’s recently released 2013 Capital Improvement Plan calls for $51 million in GLX money.

“It is highly unlikely we’ll get the Green Line under this proposal,” he said.

Provost said she agreed that the current plan had “placeholders” for new revenue rather than committed sources. But she said Somervillains should push forward with it anyway. Capuano has been calling for a “conversation” about alternative plans should the state and the MBTA not have enough money, but alternatives are costly too, Provost said. Planners would have to recalculate environmental impacts under alternate plans, and time spent on alternatives delays officials from acting on the existing plan. Both Provost and Jehlen agreed with Capuano that it’s crucial to act now while a governor sympathetic to the extension is in the corner office.

Read more: Somerville Congressman Capuano continues criticism of Green Line Extension - Somerville, Massachusetts 02144 - Somerville Journal http://www.wickedlocal.com/somerville/news/x493667569/Somerville-Congressman-Capuano-continues-criticism-of-Green-Line-Extension#ixzz297ZMu1BX

[Commuting Boston Student]

"Equal or Better" is coming to Somerville?

That's my prediction, anyway.

[datadyne007]

BRT is coming to Somerville?

That's my prediction, anyway.

Corrected.

[Commuting Boston Student]

Corrected.

Yes, that was the joke.

[datadyne007]

Oops. Good one, then. ;-)

[omaja]

This is such a small project in the grand scheme of everything and yet it seems like we are constantly bombarded with insurmountable funding difficulties. Begs the question, where are the studies on ROI, environmental impact, etc. etc. for all of our excessive defense spending? Dedicating even a tiny fraction of that to transportation spending nationwide would get the GLX done many times over. So. Incredibly. Frustrating.

[cybah]

Great. Well this just took all the hot air out of any balloon of hope I had for this project being completed. If there's no money, its not going to do get done.

Of course just a week or so ago, the MassDOT goes on and on about being green. Apparently there's not enough green enough to be green and build a green line extension. (Or at least not having real funding available to build it)

I'll probably be dead before I ever see the GLX at the rate this is going...(remember an original extension was apart of BERy's plan in 1945 so its been in the works for decades..)

[Arborway]

It's sad when you have to move to LA to witness new rail lines being proposed and actually built.

[omaja]

^ Even worse if you take into consideration the fact that we're talking about the busiest light rail network and fourth-busiest subway network in the country. It all seems like a freaking no-brainer: the demand is clearly already here - we're just missing any sort of active, concerted support effort.

[BostonUrbEx]

"Equal or Better" is coming to Somerville?

That's my prediction, anyway.

Actually, yes.

There is currently an attempt (a weak one?) to get buses crammed up and down Somerville until the GLX opens up for service. Wouldn't it be shocking if the buses were all the 'ville got? :rolleyes:

[cybah]

Of course the Fed just approved funding for the "Central Subway" in San Francisco. This "Central Subway" is dubbed by the locals as "A Subway for Tourists" since it will only serve the touristy areas (and eventually will go to Fisherman's Wharf) and doesn't serve the general population. It goes thru an area that really doesn't need a subway.. unless you are a tourist.

Yet we can't find funding for a far cheaper project (Central Subway is going to be expensive since its all bore-drilling tunnels), that has a better ROI than the Central Subway?

Some smells rotten in the state of Denmark, and its not their cheese..

[Ron Newman]

Doesn't San Francisco already have a Central Subway, on Market Street? Just like ours, it fans out into multiple surface branches.

[Matthew]

That's the Market Street subway. The Central Subway is a ridiculously overpriced project to connect Caltrain 4th and King to Chinatown, to the tourist trap (Fisherman's Wharf).

Nevermind that Caltrain is supposed to be getting extended to the Transbay Terminal downtown...

[Equilibria]

That's the Market Street subway. The Central Subway is a ridiculously overpriced project to connect Caltrain 4th and King to Chinatown, to the tourist trap (Fisherman's Wharf).

Nevermind that Caltrain is supposed to be getting extended to the Transbay Terminal downtown...

Actually, it may be a long time before it gets to Fisherman's Wharf. As it stands, it's a subway extension of a light rail line that pretty much just dead ends halfway to where it should be going.

SF in general has too many transit agencies, and they don't plan for each other. The Caltrain extension and Central Subway aren't redundant, but they also don't meet, which is a pretty spectacular oversight in the planning process. The fact that SF is spending 10 billion dollars to build a downtown multimodal hub (which, as the HSR terminal, would serve as a primary point of entry to the city) that does not connect to ANY mass transit line is almost beyond belief.

As far as the funding priorities, don't blame the Feds. Boston may be on the top of the transit heap, but LA has way more people and is vastly underserved. We think Boston is as well, but you don't have to be a transit geek to see that LA doesn't have a sustainable network. GLX is being held back by Big Dig debt, not DC favoritism.

[omaja]

As far as the funding priorities, don't blame the Feds. Boston may be on the top of the transit heap, but LA has way more people and is vastly underserved. We think Boston is as well, but you don't have to be a transit geek to see that LA doesn't have a sustainable network. GLX is being held back by Big Dig debt, not DC favoritism.

I definitely agree that the T is more hamstrung by its own structural and operational difficulties than anything, but just to split hairs, I'm not so sure how underserved LA really is in terms of transportation overall. The T is 75 percent the size of Metro Rail (66 miles versus 88) while it carries more than 2.3 times as many people on the average weekday. Certainly in terms of rapid transit miles per population LA is at the bottom of the barrel; but its transit usage isn't that great given what they already have.

Here's a quick-and-dirty list I compiled after I started wondering where Boston fell in the scheme of usage/network size/etc:
http://i.imgur.com/64v8b.png

Whereas LA will need to densify in order to achieve similar ridership and ridership/mile numbers, Boston is in need of physically expanding its network to cover all of the areas that are already more than dense enough to support it. GLX to Somerville is one such expansion that is so sorely overdue it would outperform most of LA's current and proposed network instantly.

That said, what we really need is something like LA's 30-10 Initiative for the MBTA's service area.

[Matthew]

Well... LA has much better bus ridership. About 3x our bus ridership actually.

It may just take time for their newer rail extensions to pick up.

[omaja]

LA has 3x as many people as Boston's urban core, so given the size difference, the bus riderships are pretty comparable at 30-33% of the total population.

I do think it will take a lot of time for their rapid transit to grow, but that's kind of the point. It seems silly to give so much federal funding to expand a network that is going to take decades for LA to grow into when Boston gets virtually none and already has the density and pent up demand for better rapid transit.

[kjdonovan]

There's a station planning meeting tomorrow at the Armory on Highland.

http://www.somervillestep.org/2012/10/station_area_pl.html

I can't make it, but for any of you enthusiastic Green Line followers who can, please share a debrief. Also, the timeline for Phase 1 of this project has construction starting as "early as the fall." As in, next month. I know Capuano says that's a false start (the work being done in the next two years is bridge work that would need to be done even without the GLX) but it would be a hopeful sign to the community that this whole thing isn't a fantasy.

[kjdonovan]

Correction: It's a station AREA planning meeting held by the city, i.e., where will the Starbucks go once we have trolleys rolling in.

Of course, that makes it even more appealing to the "let's build a better X" faction of this forum. Maybe someone will show screen captures of their SimCity Somerville renderings.

[ant8904]

Maybe someone will show screen captures of their SimCity Somerville renderings.

Is that a serious statement? Using SimCity?

[kjdonovan]

Alluding to: http://www.archboston.org/community/showthread.php?t=1203&highlight=simcity

Little teasing is all.

[Smuttynose]

As the MBTA continues to do nothing, somehow cities all over the country - from Charlotte to Salt Lake to Mesa - have found the resources to expand their light rail systems...

Charlotte wins $580M from feds for light-rail extension
http://www.bizjournals.com/charlotte/blog/queen_city_agenda/2012/10/charlotte-wins-580m-from-obama-feds.html

Mesa gets federal funding for light-rail extension
http://www.azcentral.com/news/articles/2012/10/12/20121012mesa-light-rail-federal-funding.html

Central Subway gets $942 million in federal funding
http://www.smdailyjournal.com/article_preview.php?id=1756319&title=Central%20Subway%20gets%20$942%20million%20i n%20federal%20funding

White House fast-tracks Southwest light rail line
http://www.minnpost.com/glean/2012/10/white-house-fast-tracks-southwest-light-rail-project

Airport light rail, FrontRunner lines to open early
http://www.deseretnews.com/article/865564119/Utah-County-FrontRunner-airport-TRAX-lines-still-on-track.html

Houston's METRO marks progress on light-rail expansion project
http://www.progressiverailroading.com/passenger_rail/news/Houstons-METRO-marks-progress-on-lightrail-expansion-project--32950

[ant8904]

As the MBTA continues to do nothing, somehow cities all over the country - from Charlotte to Salt Lake to Mesa - have found the resources to expand their light rail systems...

Charlotte wins $580M from feds for light-rail extension
http://www.bizjournals.com/charlotte/blog/queen_city_agenda/2012/10/charlotte-wins-580m-from-obama-feds.html

Mesa gets federal funding for light-rail extension
http://www.azcentral.com/news/articles/2012/10/12/20121012mesa-light-rail-federal-funding.html

Central Subway gets $942 million in federal funding
http://www.smdailyjournal.com/article_preview.php?id=1756319&title=Central%20Subway%20gets%20$942%20million%20i n%20federal%20funding

White House fast-tracks Southwest light rail line
http://www.minnpost.com/glean/2012/10/white-house-fast-tracks-southwest-light-rail-project

Airport light rail, FrontRunner lines to open early
http://www.deseretnews.com/article/865564119/Utah-County-FrontRunner-airport-TRAX-lines-still-on-track.html

Houston's METRO marks progress on light-rail expansion project
http://www.progressiverailroading.com/passenger_rail/news/Houstons-METRO-marks-progress-on-lightrail-expansion-project--32950

Funny thought. Judging by the headlines, what's driving these projects is federal money. I'm going to assume this is indirectly cause by having a Democrat for a president. Republicans are historically known to be hostile to public transit, especially the last president if my understanding of the history is correct.

However, Massachusetts is enjoying roughly none of the Democrat friendliness to transit.

Therefore, I find it fitting if we manage to send a former Massachusetts governor for president. If Romney lives to the reputation of Republicans, at least if we can't enjoy more public transit, at least the rest of the country won't either.

[F-Line to Dudley]

Funny thought. Judging by the headlines, what's driving these projects is federal money. I'm going to assume this is indirectly cause by having a Democrat for a president. Republicans are historically known to be hostile to public transit, especially the last president if my understanding of the history is correct.

However, Massachusetts is enjoying roughly none of the Democrat friendliness to transit.

Therefore, I find it fitting if we manage to send a former Massachusetts governor for president. If Romney lives to the reputation of Republicans, at least if we can't enjoy more public transit, at least the rest of the country won't either.

You kind of have to want it and advocate for it. These cities are getting the investment because their pols are unified at working the squeaky wheel.

MA is getting ample funding for the Knowledge Corridor, Downeaster, and freight upgrades to CSX and Pan Am/Patriot Corridor. What's the common thread on those? Amtrak, and private freight carriers. You don't see the MBTA's name attached to those initiatives, even though they're siphoning off them with the Fitchburg and Haverhill upgrades and Worcester Line sale. Yes, there have been exceptions (Fairmount), but look at where the spoils are going regionally. It's a far cry from what RIDOT and CTDOT have gotten and will continue to get for instate commuter rail (dear god...even that awful busway in CT!) because every stakeholder is on-fucking-point about going for it.

What are they pushing? South Coast Rail, South Coast Rail, South Coast Rail. A project with no private or intercity stakeholders, which the feds have shown little interest in batting an eyelash at. Where's Patrick's facetime with fed officials? Dan Malloy in CT made multiple trips to D.C. to pitch NHHS and the busway to Roy LaHood's face, and even invited the normally hostile Republican members of the House transportation committee to come visit for some wooing...and surprise endorsements for NHHS from the Congresscritters holding the purse. Rhode Island does the same. NNEPRA is already fiercely beating the drum for Auburn as the next Downeaster extension before Brunswick is even open. Vermont's already bagged track rehab funding for a Montrealer restoration, and has their Congresscritters pushing Customs reform legislation to streamline passenger rail border crossings.

Every New England state except third-world New Hampshire is running circles around our leadership on the visibility front. Act like you're only half-interested, and you don't even get half-funded. Why should the feds fund our rapid transit system when the T and City Hall telegraph their passive-aggressiveness and reluctance to move on their own proposals? There's 10 cities and transit districts acting way hungrier and more coordinated than us.



GLX is a remarkable story in context. Beacon Hill, the Governor, and the T have been giving it relatively muted play all along...but the local advocacy has been fierce enough to push it almost alone (even Capuano, in between scaring the shit out of everyone with his period "take what you can get and forget the rest" comments). Effort matters. A lot.

[kjdonovan]

There's a meeting next Wednesday to discuss current status. Meanwhile the state said construction of the first phase of this project would begin by the end of this month. Here's the current schedule: http://greenlineextension.eot.state.ma.us/documents/about/FactSheets/Critical_Path_Schedule.pdf


Dear Green Line Extension Friends,

On Tuesday, October 30th, the Green Line Extension Project Team will hold a GLX Design Working Group meeting from 6:00 pm to 8:00 pm to introduce the new preliminary engineering and final design team, as well update the committee on progress on the FTA New Start application and the schedule moving forward. The meeting will be held at the at 51 Winthrop Street in Medford. The building can be reached via MBTA bus routes 80, 94, and 96. Parking is available on Boston Avenue along Capen Street Extension, in the Dowling Parking Garage and surface lots near Miller Hall and Hill Hall (Tufts University buildings). Accessible parking is available next to the building. If you need access or language accommodations to fully participate in this meeting, please contact Karen Arpino-Shaffer at 617-426-9570 ext 114 or info@glxinfo.com at least one week before the event.

More information about the project its available on the Green Line Extension website at: www.mass.gov/greenlineextension.

As always, if you have any questions on the Green line Extension Project, you can email us at info@glxinfo.com.


Thank you for your interest and participation.

The Green Line Extension Team

[mass88]

Somehow I feel if Mass had a larger population and were a swing state, we would see a little bit more love from the Obama administration. I have to think the move to give money to Charlotte is a pure political move.

[bbfen]

You kind of have to want it and advocate for it.

Where's Patrick's facetime with fed officials?

It's been weeks since I thought of Governor Patrick. He's still around then?

[datadyne007]

Tangentially related from the Mayor's endorsement of Warren:

Elizabeth Warren knows that Boston's Roads, Schools and Public Transit matter

Life in Boston runs on our roads, bridges, public transportation and utilities, and our quality of life suffers when we can’t get the attention we need from Washington to help support them. Elizabeth Warren’s detailed plan (http://my.elizabethwarren.com/page/s/rebuild) provides an influx of direct federal funding to Boston Public Schools, and sets aside $850 million for transportation, including Logan Airport and the T, as well as giving mass transit commuters the same tax break drivers receive.

http://mayormenino.com/warren4boston.html

She could definitely prove to be an ally for the GLX.

[Lurker]

Enjoy your empty promises while they last. My wife has known Liz for ~30 years and doesn't have many nice things to say outside of ruthless legal maneuvering.

[ant8904]

Enjoy your empty promises while they last. My wife has known Liz for ~30 years and doesn't have many nice things to say outside of ruthless legal maneuvering.

Care to tell a little bit. Right now, all I have to go on is she sounds like a fitting person economically (I lean libertarian/conservative when it comes to economy most of the time, but I believe some regulation and structuring incentives to not screw us over - thus Warren sounds like the better candidate than Brown who will either be bought by corporations or act in favor of them in the name of free markets (basically between regulation that have a chance of being helpful or free markets implemented in a way that have almost certainty of ripping everyone off - I prefer for the former) but end up causing Cronyism).

All of the above is null if Warren is just as bought up as Brown or she won't act on her advertised economic philosophy or just spend all her energy on her advertised social views (which I'm not so much of a fan).

[BostonUrbEx]

Care to tell a little bit. Right now, all I have to go on is she sounds like a fitting person economically (I lean libertarian/conservative when it comes to economy most of the time, but I believe some regulation and structuring incentives to not screw us over - thus Warren sounds like the better candidate than Brown who will either be bought by corporations or act in favor of them in the name of free markets (basically between regulation that have a chance of being helpful or free markets implemented in a way that have almost certainty of ripping everyone off - I prefer for the former) but end up causing Cronyism).

All of the above is null if Warren is just as bought up as Brown or she won't act on her advertised economic philosophy or just spend all her energy on her advertised social views (which I'm not so much of a fan).

They're both going to be bought. Elizabeth Warren is no Jill Stein, and she's already under the guiding wing of the fascist Democrat party, just like Scott Brown is under the wing of the fascist Republican party. They're both so repulsive.

[statler]

Oh good.

[underground]

she's already under the guiding wing of the fascist Democrat party, just like Scott Brown is under the wing of the fascist Republican party.

Bold move going double Hitler there!

[ant8904]

They're both going to be bought. Elizabeth Warren is no Jill Stein, and she's already under the guiding wing of the fascist Democrat party, just like Scott Brown is under the wing of the fascist Republican party. They're both so repulsive.

If they are both bought, I rather have the one who have a larger chance of getting us better transit in this context (thought bring other things to context, a better chance to push transit may not balance out).

[Justin7]

It's too bad we cannot elect Ron Paul both POTUS and US Senator from MA... and of course Rand is already spoken for. Does he have any other children?

[ant8904]

It's too bad we cannot elect Ron Paul both POTUS and US Senator from MA... and of course Rand is already spoken for. Does he have any other children?

I'm not sure you're really serious, considering the forum is about architecture and infrastructure, but Ron Paul does have a few more kids. None of them besides Rand seem interested in running.


Also to note, while I like Ron Paul (at least I know he is not bought, so I can actually take his views seriously), the view on spending is probably not good for transit expansion. Unlike most republicans, it does not also means transferring that money to highway sprawl while also saying transit needs to pay it own way. His views is likely (and if successfully able to implement) transfer a lot of duties to individual states. Which for Massachusetts, being one of the more economically prosperous ones, a change from our taxes to federal to dole out to more going to our own state is arguably a new win for us. Probably death the transit projects in Texas.

[Matthew]

In Ron Paul land, we return to the gold token standard. Plastic fiat CharlieCards are of the devil. Only gold buys you true transit. Also, we rename the Orange Line to the Gold Line.

[Hutchison]

Also, we rename the Orange Line to the Gold Line.

And reroute it to serve Beacon Hill -> Back Bay -> Brookline -> Newton -> Wellesley

[Lurker]

Care to tell a little bit.

My wife is an Über Liberal, hasn't ever voted for a Republican in her life, dragged me to more Obama fundraisers than I care to remember the first go around, and will be voting for Jill Stein this time around. I am essentially married to a sexy female lawyer version of Ron Newman. She refuses to vote for Warren and won't be voting for Brown either.

Liz is a ruthless lawyer when it comes to a willingness to find and utilize any aspect or loophole of the law, no matter how dubious or questionably moral, which will ensure a favorable outcome to her interests. She is a very anxious woman whom can be very nasty, on paper, when pursuing her self interests. Liz has no qualms arguing one side of a case for a client and then representing the other side in another case, as long her interests are furthered. Altruism isn't part of her personality and that's why you've never heard a peep about pro-bono work.

Genuinely surprised Liz got into politics. Based on being dragged around by the wifey to various events and meeting Liz, she never struck me as a people person. Though her second husband Bruce is very personable. He's more likable than she is and I find it surprising that Bruce hasn't been making more campaign appearances.

This law professor has been running down some of her questionable behavior:
http://legalinsurrection.com/2012/10/elizabeth-warren-held-asbestos-workers-hostage-to-inter-corporate-fight/

http://legalinsurrection.com/2012/10/former-us-attorney-calls-for-investigation-of-elizabeth-warren-law-license-problem/

http://legalinsurrection.com/2012/10/elizabeth-warren-obtained-federal-fee-waivers-despite-high-6-figure-income-and-8-figure-net-worth/

[Commuting Boston Student]

In Ron Paul land, we return to the gold token standard. Plastic fiat CharlieCards are of the devil. Only gold buys you true transit. Also, we rename the Orange Line to the Gold Line.

Okay, but how do Bitcoins factor into this?

[AmericanFolkLegend]

I am essentially married to a sexy female lawyer version of Ron Newman.

That just made me laugh out loud. Somehow I got a visual of Ron in a bikini arguing a court case.

[massmotorist]

Liz is a ruthless lawyer when it comes to a willingness to find and utilize any aspect or loophole of the law, no matter how dubious or questionably moral, which will ensure a favorable outcome to her interests. She is a very anxious woman whom can be very nasty, on paper, when pursuing her self interests. Liz has no qualms arguing one side of a case for a client and then representing the other side in another case, as long her interests are furthered.

Assuming all the facts here are correct and characterized correctly (and I'm not so sure), I don't really see the issue here. In fact what you're describing is exactly what a lawyer should be. A lawyer should be able to argue any aspect of any case, using using any "loophole" (I put that in quotes because "loopholes" (http://massduitriallawyer.com/blog/dui-news/bill-would-close-loophole-in-massachusetts-dui-law/) are often not actually "loopholes" (http://www.suspendedlicensehelp.com/BLOG/post/The-SJCe28099s-Souza-Ruling-the-DUI-CWOF-e2809cLoopholee2809d.aspx) until people with an agenda retroactively redefine them as such (http://www.massdui.com/blog/shutting-down-the-registry-cwof-loophole/)).

In fact if lawyers weren't this way, the entire adversarial system would collapse.

[ant8904]

I agree that the facts basically comes down to "being a lawyer." I guess the big deal is that image she poses as she runs seems to be a caring public advocate who knows enough law to use it against the big banks. A bleeding heart, but a possible positive quality considering the state and a being a bleeding heart to issues that many voters care.

However, the image does show she might be far more ruthless than she advertise. Then again, advertising of being a lawyer but a lawyer on your side still will not sell well. So it is understandable she does not push that side hard.

So having a lawyer could be a good thing, assuming she on our side. The two questions remaining is how much is she on our side? And would a ruthless lawyer be a good thing? I thought about before, that perhaps having a government where JD degree holders (with the next largest group being finance/business people but in the networking and not in the money management sense) dominates the posts could be a major cause to our issues.

[kjdonovan]

At community meetings held around Somerville this fall, the city is saying, in essence, "Happy days are here again" with regards to the Green Line Extension. Despite the MA Secretary for Transportation claiming in September that construction of Phase I would begin "next month" (i.e. last month), actual construction... has not yet begun. Somerville now says "Fall 2012" for bridge work that would lay the ground for the actual extension of new track.

Nitpicking aside, the big points coming out of these meetings are 1) the city claims that funding for the first three stations is a done deal - bonds secured and assured by the Commonwealth; 2) federal FTA grants - not yet secured - would pay for work leading out of Union Square; 3) big news of the presentation was that Federal Highway money would pay for a much-debated final station at the Medford/RT 16 line.

I am a perpetual/casual observer of this project, so I probably missed something, but it was news to me that the first three stations (Lechmere/Northpoint relocation, Washington St, Union Square) are totally, totally bought and paid for. Just need to put the legos together, etc. Almost certainly not the case, but there was no indication from the presentation to suggest otherwise. I had to leave before I could ask any questions.

Tentative opening date for these first three stations on the Powerpoint slide the city showed was Fall 2016. ...then, with a proverbial clearing of the throat, the presenter added, "Or Spring 2017."

[Commuting Boston Student]

I would much rather see GLX end in West Medford at their commuter rail station than I would see it end at Route 16.

Has the option for GLX to go to West Medford been discussed at all?

[BussesAin'tTrains]

As far as I know, it's been discussed to the point that they aren't going to discuss the possibility until it's time to rebuild the RR bridge over the parkway...

[F-Line to Dudley]

I would much rather see GLX end in West Medford at their commuter rail station than I would see it end at Route 16.

Has the option for GLX to go to West Medford been discussed at all?

No. West Medford bitched and moaned about all their on-street parking getting inundated by "outsiders", so they spiked it. But $10 says that once it gets to Medford Hillside--even before the Route 16 phase opens--that they'll be crying for a tack-on extension and claiming entitlement.

I think they'll be waiting awhile. STEP isn't done with its advocacy and is a locktight bet to start beating the drum for a Union-Porter extension as soon as Hillside is on the home stretch and the 16 phase is funded and on a schedule. Not even an about-face advocacy by Medford is going to trump STEP's supremely effective ground game and ability to work the squeaky wheel, so regardless of the relative merits of either destination it's tough to argue with the town that wants it worst and will go all-in to make it happen.


The other wrinkle in West Medford is simply that horrible Route 60 grade crossing. GLX was originally supposed to stop short of it and be across the street from the CR station. No one was terribly wild about that because there'd be no place for a stub track...any spare trains would have to deadhead back to 16 and the pocket track that's going there. Plus ped traffic coming off the GLX station would make it that much more precarious a crossing for commuter rail, Downeaster, and freights. And Canal St. crossing would have to be closed because end-of-the-line speed restrictions and near-constant trolley traffic would make it almost useless for auto traffic to cross. Couple in the expense of 'doubling-up' the historic Mystic River and 16 stone arch bridges with exact replica expansions (not hard to do, but not cheap) with those terminal restrictions, and it was just a mediocre-looking extra leg not worth the hassle of community hostility.

What they need to do is eliminate the grade crossings first. NH Main traffic growth alone makes Route 60 intolerably bad, and that already is a severely speed-restricted crossing that has to have a staffed crossing tender all day. They need to incline the tracks down starting off the Mystic Bridge, put it in a cut under the square for 60 to seamlessly bridge over, and either sever Canal St. or do a combo road bridge + track sinking to handle that crossing elimination mid-incline. And make the cut 4-track width so that side of the Mystic is pre-prepped for rapid transit with only the stone arch 'double-up' required to extend it straightforwardly from 16. I think the traffic pain threshold is going to merit this within 10 years RR-only, especially if any New Hampshire CR service becomes likely. And since those are not going to be cheap crossing eliminations ($$$ pretty much the only reason they weren't zapped 50 years ago), they might as well do it once and do it right with the 4-track provision.

Get that long overdue fix funded and constructed and a W. Medford extension becomes much more palatable and much lower-hanging fruit. But I'd like to see the local yokels actually be cooperative for a change at unifying behind a grade crossing elimination plan as a litmus test of whether they're even worth dealing with about future GLX+1 considerations. I don't think they're quite as godawful uncooperative as Framingham about bitching and moaning at every state proposal for their grade crossings not having enough free ponies and pixie dust, but Medford's history is not one of can-do spirit when the state has proposed otherwise common-sense ideas for solving their traffic problems. Plus like I said, I think even if they do start coveting the Green Line STEP's going to run circles around them at having their shit together on future considerations advocacy.

[statler]

No. West Medford bitched and moaned about all their on-street parking getting inundated by "outsiders", so they spiked it.

I wonder if they might have an image in their as to what these 'outsiders' may look like.

[Arlington]

I wonder if they might have an image in their as to what these 'outsiders' may look like.
It was a classic, flawless, airtight bit of NIMBY reasoning:

Outsiders look like nobody I know. I don't ride the Green Line. None of my friends ride the Green Line. Nobody I know rides the Green Line, ergo, anyone riding the Green Line is someone I don't know, and who is not my friend.

I had to admit, there is no refuting that, and I sympathized in a way. Also there was this quote:
This is Medford. When we need to go somewhere, we drive.

But from there, things got psychedelic:

Green Line riders were going to be so poor they were going to steal all "our" stuff, but so rich they would want to replace the hair and nail salons with Starbucks. Home prices would go up so much "our" children can't afford to live here, and go down so much that "our" life savings will be wiped out.

The Green Line is so high-voltage that it will surely electrocute people, but others noted that idling MBTA vehicles always fill neighborhoods with fumes. Vehicles are so quiet, that they hit people who didn't see them coming, and so noisy that you can't sleep at night.

It will be so empty nobody will use it and will be a waste of money, and so full that there won't be any place to park.

[BostonUrbEx]

Green Line riders were going to be so poor they were going to steal all "our" stuff, but so rich they would want to replace the hair and nail salons with Starbucks. Home prices would go up so much "our" children can't afford to live here, and go down so much that "our" life savings will be wiped out.

The Green Line is so high-voltage that it will surely electrocute people, but others noted that idling MBTA vehicles always fill neighborhoods with fumes. Vehicles are so quiet, that they hit people who didn't see them coming, and so noisy that you can't sleep at night.

It will be so empty nobody will use it and will be a waste of money, and so full that there won't be any place to park.

Another piece of 'post of the year' material, here.

[Matthew]

Nobody rides the T, it's too crowded.

[massmotorist]

It was a classic, flawless, airtight bit of NIMBY reasoning:

Outsiders look like nobody I know. I don't ride the Green Line. None of my friends ride the Green Line. Nobody I know rides the Green Line, ergo, anyone riding the Green Line is someone I don't know, and who is not my friend.

I had to admit, there is no refuting that, and I sympathized in a way. Also there was this quote:
This is Medford. When we need to go somewhere, we drive.

But from there, things got psychedelic:

Green Line riders were going to be so poor they were going to steal all "our" stuff, but so rich they would want to replace the hair and nail salons with Starbucks. Home prices would go up so much "our" children can't afford to live here, and go down so much that "our" life savings will be wiped out.

The Green Line is so high-voltage that it will surely electrocute people, but others noted that idling MBTA vehicles always fill neighborhoods with fumes. Vehicles are so quiet, that they hit people who didn't see them coming, and so noisy that you can't sleep at night.

It will be so empty nobody will use it and will be a waste of money, and so full that there won't be any place to park.

I heard about a lot of this kind of nonsense back when a major TOD development was being debated in a town I used to live in.

They were proposing lots of one- and two-bedroom luxury condos. They were going to change the character of the town and make all kinds of yuppies move in. These new buildings built to modern fire code would be such a strain on our fire department. And once carless poor people and illegal immigrants heard about them, they were going to snap them up like hotcakes and pack them full of children, three to a bedroom, to take advantage of our schools. And the traffic that these poor immigrants were going to bring! And the crime that a high-end supermarket with (gasp!) a beer and wine license would bring!

Luckily, reason won in the end (we had the carrot of huge amounts of tax revenue being dangled, of course).

[kjdonovan]

Somerville city meeting last night said ground breaking on Phase I of this project (rebuilding two bridges and demolishing a building for use as a staging area) is December 11.

[jass]

Ah yes, the traditional late December groundbreaking.

Ie the "nothing will actually happen until April" ceremony.

[bigeman312]

http://www.boston.com/yourtown/news/somerville/2012/12/officials_to_celebrate_first_p.html?comments=all#c omments

Officials to celebrate first phase of Green Line Extension Tuesday

Governor Deval Patrick, US Representative Mike Capuano, and other officials will celebrate the start of construction on the Green Line Extension project Tuesday in Somerville, according to an announcement from the Department of Transportation.

A ceremonial groundbreaking for the first phase on construction on the extension will be held at 1:30 p.m. at 180 Somerville Ave. Phase one calls for the reconstruction of two railroad bridges: one carrying tracks over Harvard Street in Medford and one over Medford Street in Somerville, according to the announcement. It also calls for an MBTA-owned building on Water Street in Cambridge to be razed. The preliminary work is expected to cost $12.9 million, the announcement said.

The extension project will stretch the Green Line from its current terminal station in East Cambridge through Somerville to Medford, creating six new stops. It is expected to be completed by 2020 and cost about $1 billion.

Transportation Secretary Richard Davey and Somerville Mayor Joseph Curtatone will also be on hand Tuesday.

[GW2500]

I wonder if they might have an image in their as to what these 'outsiders' may look like.

http://img221.imageshack.us/img221/6638/wheeler.jpg (http://imageshack.us/photo/my-images/221/wheeler.jpg/)

Uploaded with ImageShack.us (http://imageshack.us)

[tocoto]

http://www.boston.com/yourtown/news/somerville/2012/12/officials_to_celebrate_first_p.html?comments=all#c omments

Interesting that anyone celebrates the Green line for any reason. Not that my opinion matters much, but it is one of the most crowded, dirty, slow and poorly operated subway lines I have ever been on anywhere in the world, and that is really saying something. It is a true disgrace.

[F-Line to Dudley]

Interesting that anyone celebrates the Green line for any reason. Not that my opinion matters much, but it is one of the most crowded, dirty, slow and poorly operated subway lines I have ever been on anywhere in the world, and that is really saying something. It is a true disgrace.

Slow, yes.

Poorly-operated...no, not in the sense that they're stuck with 19th century technology. It's run about as well as it can for 100% human dispatchers and surface schedules held hostage by un-timed traffic lights.

Crowded...don't go to New York much, do you? How about Tokyo?

Dirty...now you're just trolling.

[Arlington]

Interesting that anyone celebrates the Green line for any reason. Not that my opinion matters much, but it is one of the most crowded, dirty, slow and poorly operated subway lines I have ever been on anywhere in the world, and that is really saying something. It is a true disgrace.
OK, all light rail shows its age, and the Green Line, as the most aged this side of Budapest, shows it most. As light rail goes, it ain't shiny like Dallas, Charlotte, Baltimore or Norfolk, but they don't have subways. I'd say it compares favorably to similar age subway-surface systems like Pittsburgh, Philly, SF's Muni, and Cleveland's Green/Blue lines, or even (in my experience) Cologne's U-Bahn.

Better still, if you live in Somerville, and don't have any at all, and are going to get the shiny, new, 3-car, Type-9, full-station version of it that, at the end, gets you to Park Street in 20 minutes, man...that's worth celebrating.

[Matthew]

Pittsburgh's subway is only about 30 years old. (A small section of one early 19th century tunnel is reused for a tiny bit of the system, and the Mt Washington tunnel is from 1902, but that's it). It's slow underground because it follows the street grid, but must move diagonally, hence frequent and sharp turns are necessary. The streetcar tracks it uses on the surface are older.

[Commuting Boston Student]

Slow, yes.

Poorly-operated...no, not in the sense that they're stuck with 19th century technology. It's run about as well as it can for 100% human dispatchers and surface schedules held hostage by un-timed traffic lights.

No, it's poorly operated precisely because the MBTA has failed to modernize the Green Line signaling and allowed their trains to be held hostage by un-timed traffic lights. You don't get a free pass because your legacy systems are showing their age.

Say, whatever became of all the talk to get CBTC on the Green Line? Weren't we supposed to be very bullish on that before an unfunded mandate for it came down the pipe in the wake of a bad accident? Real-time next train countdowns are slowly being rolled out system-wide - the absence of Green Line timers is going to become more obvious and much more painful, very soon now.

And the impending 'phase 1' extension over to Union Square is going to also fix the Lechmere curve... but, oops, nothing about the Boylston curve! Too bad, we might have been able to save on the cost of the next round of new Green Line stock if only we could have had less-customized equipment.

And, gosh, speaking of Boylston - we're going to pour all this money into these new GLX stations! Surely some of that money could have been used on making the last four stations that need it ADA accessible. Oh, we're not talking about that? Maybe if we ignore it long enough, the problem will go away? I don't think so.

Yes, we can celebrate that GLX is finally off the ground and ready to open for business... in 2019. That doesn't mean the current state of the Green Line is at all worth celebrating.

[bbfen]

You're confusing "operated" with "managed." F-line rightly points out that it's operated fine, from the dispatchers and drivers doing their best. Management has not invested as they should though. Your entire post was bitching about management. So, you know. That's not operations.

[kjdonovan]

Don't know if there is a community path thread or not, but since it is so closely linked to the GLX I'll post here.

MassDOT meeting last night on community path at 30% design. Big takeaway from my perspective: Designers HDR Gilbane say that the only part of the path within the scope of their work was from its upcoming terminus at Maxwell's Green to just past Washington Street at the Somerville/Cambridge line, where some nasty track spaghetti prevents affordable crossings to North Point.

The thing is, the only part of the GLX that is fully-funded alongside the path is the stretch between Washington Street and North Point. If the path isn't designed to cross the tracks along with the Green Line, that means the only part of the path assured to be built is a piece that goes from nowhere to nowhere.

Strong reaction from the crowd was that it is silly to invest more money into designing a path that can only be built once the other GLX stations get Fed funding. Better to invest it into designing a connection between Washington St and North Point, where trains actually will be running in 5-6 years.

MassDOT rep said she would bring the idea back to the powers-that-be. This is where I hold my breath in anticipation.

[Charlie_mta]

The thing is, the only part of the GLX that is fully-funded alongside the path is the stretch between Washington Street and North Point.

So, does that mean the MBTA will build this leg of the GLX to Union Square as Phase 1, and defer to a later Phase 2 the branch to Medford and the proposed LRV maintenance/storage yard?

[PaulC]

MassDOT meeting last night on community path at 30% design. Big takeaway from my perspective: Designers HDR Gilbane say that the only part of the path within the scope of their work was from its upcoming terminus at Maxwell's Green to just past Washington Street at the Somerville/Cambridge line, where some nasty track spaghetti prevents affordable crossings to North Point.

The thing is, the only part of the GLX that is fully-funded alongside the path is the stretch between Washington Street and North Point. If the path isn't designed to cross the tracks along with the Green Line, that means the only part of the path assured to be built is a piece that goes from nowhere to nowhere.

This might answer your question:

http://www.wickedlocal.com/somerville/x35745572/Somerville-Cambridge-weigh-Inner-Belt-bridge-for-Community-Path#axzz2EmnKW5Uz

[tocoto]

Slow, yes.

Poorly-operated...no, not in the sense that they're stuck with 19th century technology. It's run about as well as it can for 100% human dispatchers and surface schedules held hostage by un-timed traffic lights.

Crowded...don't go to New York much, do you? How about Tokyo?

Dirty...now you're just trolling.

No offense but I have been to Tokyo and the subways and elevated lines blow the green line out of the water. The Japanese wouldn't be able to stomach such a wreck in their city.

I lived in NYC a couple of times. The subways may be dirty and crowded but they generally are fast, much faster than the Green line, and it is uncommon not to be able to get on a train because it is too full. that happens to me frequently when I travel the Green line, especially if I have a suitcase.

BTW - I am probably older and have far more national and international travel experience that most.

I don't troll.

[F-Line to Dudley]

I don't troll.

You're already walking back on the "most crowded" and "dirty" parts, so your original post was never intended as an honest or productive contribution to the discussion.

Call it whatever you want, it walks/talks like a thread derail. :rolleyes:

[tocoto]

You're already walking back on the "most crowded" and "dirty" parts, so your original post was never intended as an honest or productive contribution to the discussion.

Call it whatever you want, it walks/talks like a thread derail. :rolleyes:

My point is the Green line really needs very major improvements. By looking only at the benefits of expansion, the media and politicians overlook the abominable state of the line and its service.

[mass88]

In my opinion, I think you might be exaggerating the current state of the Green Line. While it's not perfect, it certainly is not that bad. I ride it 5 days a week to/from work and it serves me well for the most part. Sure there may be days where things don't run that smoothly, but by and large, the line runs pretty well in my experience.

Are all of the stations modern? Nope. Does that matter? To me, no. As long as a station is well lit, doesn't have trash and/or graffiti all over the place and it has good signage it's fine in my book.

You also need to remember that you have 4 branches feeding into one central line. The Green Line is no different than other transit systems that have a similar setup, San Francisco being an example. So that will obviously lead to some bunching and slow moving through the shared central stations.

[kjdonovan]

This might answer your question:

http://www.wickedlocal.com/somerville/x35745572/Somerville-Cambridge-weigh-Inner-Belt-bridge-for-Community-Path#axzz2EmnKW5Uz

I did see that. The car-accessible bridge discussed in the article strikes me as a little dodgy. Such a bridge would only be built after 1) Inner Belt has been re-imagined as a neighborhood; 2) utilities and roads are reworked, current tenants booted and their buildings demolished (including MS Walker, maker of coffee-flavored brandy, the champagne of Maine); 3) New Assembly Row/North Point-style neighborhood conceived and created and funded by outside parties that do not fail or get bogged down in pesky recessions; 4) State, local and Fed funds come together alongside some developer stimulus to fund a bridge that goes into one of the most vociferous NIMBY cities in the world, which incidentally is a city that does not want said bridge to ever be built and will not rest until the idea is dead and buried.

[Matthew]

Wanna get depressed?

http://www.theatlanticcities.com/commute/2012/12/mass-transit-improvement-day-24-new-tram-stations-paris/4169/#

following the link further:
The 14.3 km extension of orbital tram route T3 following the Boulevards des Maréchaux ring road around the eastern side of Paris was opened for revenue service on December 15. This trebles the length of T3, which has been running for 7.9 km across the south of Paris from Pont du Garigliano to Porte d’Ivry since 2006, and adds 24 stops.

Cost of the civil works is put at €651.9m

[czsz]

Paris is just mocking us now.

On the other hand, LRT is to Europe is what BRT is here. You rarely hear about heavy rail extensions there anymore. Or if you do, they're also taking forever.

[Matthew]

http://en.wikipedia.org/wiki/London_Overground

Also,

On the other hand, LRT is to Europe is what BRT is here.

You mean an enormously overpriced unproven boondoggle that fails to satisfy anyone? Or even work?

;)

[found5dollar]

community path meeting powerpoint is online

http://greenlineextension.eot.state.ma.us/documents/PubMtgs/commPath/community_path_presentation121112.pdf

[DominusNovus]

It was a classic, flawless, airtight bit of NIMBY reasoning:

Outsiders look like nobody I know. I don't ride the Green Line. None of my friends ride the Green Line. Nobody I know rides the Green Line, ergo, anyone riding the Green Line is someone I don't know, and who is not my friend.

I had to admit, there is no refuting that, and I sympathized in a way. Also there was this quote:
This is Medford. When we need to go somewhere, we drive.

But from there, things got psychedelic:

Green Line riders were going to be so poor they were going to steal all "our" stuff, but so rich they would want to replace the hair and nail salons with Starbucks. Home prices would go up so much "our" children can't afford to live here, and go down so much that "our" life savings will be wiped out.

The Green Line is so high-voltage that it will surely electrocute people, but others noted that idling MBTA vehicles always fill neighborhoods with fumes. Vehicles are so quiet, that they hit people who didn't see them coming, and so noisy that you can't sleep at night.

It will be so empty nobody will use it and will be a waste of money, and so full that there won't be any place to park.

After all, look at that sprawling slum that Newton has turned into! Those shabby run down mult-million dollar mansions and historic homes... Poor Waban is only the 3rd most expensive zip code in the state. And blighted Chestnut Hill, they're only the 6th.

Oh wait, its all uniform and corporate. Look at the slew of Starbucks! Two whole coffee shops along the D line! Two more if you're willing to walk across Route 9 or I-95!

If those Newtonites knew then what they know now...

[cden4]

Brookline too! What a hell hole!

[Hutchison]

lawsuit filed per usual
http://www.boston.com/yourtown/news/medford/2013/01/medford_residents_take_issues.html

[davem]

In a 41-page lawsuit filed in US District Court in Boston earlier this month, Wood and Rosen - who live on Bussell Road in West Medford - claim, among other things, that the government didn't sufficiently study the environmental impact of moving commuter rail tracks closer to homes in order to make room for a light rail bed along the extension.

Shouldn't it be "...study the environmental impact of moving commuter rail tracks back closer to homes in order to make room for a light rail bed along the extension after their removal XX years ago when rail service was declining.

I also have to wonder how much money in court costs this will eat up that could be going to real problems.

I guess the studies are only "reasonable" if it comes out in their favor of not running the extension. Why not just have the balls to come out and they dont want it, instead of claiming they didn't do enough studies? If you really think the neighborhood doesn't want the RT16 extension then go out with a petition and prove it. I hope this gets tossed out.


EDIT: These people don't even live along the tracks that are getting moved! Bussel Road is on the other side of they Mystic, almost a mile away from the RT 16 terminal. The only way they would be ever be effected is years in the future if they ever make the push across the Mystic, through West Medford and all the way to Winchester. What the hell

[Hutchison]

If that's the case (how far away they live) the suit will probably be dismissed easily for lack of standing to bring suit.

[BostonUrbEx]

Something about this just stinks.

As mentioned, they're unaffected. But at least one of the people behind the lawsuit has being waging his own little war against GLX. Why? All I can think, given how goddamn far away he lives, is that he thinks its a colossal waste of money, and he doesn't want money spent. So why muddle it up with more environmental studies and legal fees? They won't stop the project, gauranteed. But they will run up the price tag. So the only thing I can imagine is some backroom deal for this guy because somewhere someone is benefiting from these delays and studies, and in turn, is kicking back some money to him.

Or he's just nuts.

[Arlington]

Here's a link to a PDF (https://docs.google.com/file/d/0BxAbZ79SqIgNakJ1M2YxVU9qU3c/edit) of Dr Wood's complaint.

[Charlie_mta]

These types of lawsuits are why nothing gets done in this country anymore.

[Arlington]

These types of lawsuits are why nothing gets done in this country anymore.

You'll see in the document that plaintiff Dr. Wood has a PhD in "Disability Rights" and is "a self identified person with a disability."

I wonder where one gets such a PhD?

[jdrinboston]

From the Globe story: ""It wasn't done socially correct, organizationally wise," he said."

What a creepy, if not blithering statement.

[F-Line to Dudley]

Judging from the locals commenting on the Globe article, that dude has apparently made himself the "Old Man Yells At Cloud" alpha-dog of the last decade's worth of GLX meetings. Apparently if you go to any town meeting he's instantly and infamously recognizable as "the one who will not yield the microphone".

This may be their first GLX suit, but I doubt this is the couple's first harassing legal maneuver about the project. Or the town/state's first encounter with them on a lifetime's worth of other harassing local legal maneuvers. Sounds like they're well-prepared to bat it away. And that most of their own neighbors wouldn't exactly mind if they got electrocuted by the mic at the next meeting.

[Arlington]

I can't resist posting this Chesterton quote both here at at Railroad.net because it so perfectly describes what one feels when reading the lawsuit:
Every one who has had the misfortune to talk with people in the heart or on the edge of mental disorder, knows that their most sinister quality is a horrible clarity of detail; a connecting of one thing with another in a map more elaborate than a maze. If you argue with a madman, it is extremely probable that you will get the worst of it; for in many ways his mind moves all the quicker for not being delayed by the things that go with good judgment. He is not hampered by a sense of humour or by charity, or by the dumb certainties of experience. He is the more logical for losing certain sane affections. Indeed, the common phrase for insanity is in this respect a misleading one. The madman is not the man who has lost his reason. The madman is the man who has lost everything except his reason

And this little extra for the arcBOSTON audience:
The poet only desires exaltation and expansion, a world to stretch himself in. The poet only asks to get his head into the heavens. It is the logician who seeks to get the heavens into his head. And it is his head that splits.

[vanshnookenraggen]

That's an awesome quote.

[rdeastcl]

I'm not sure how to section youtube videos but skip to 22:00 and these dweebs Wood and Rosen get to talking about the green line extension

EDIT/ADDITION::I hadn't finished watching the video when i had initially made this post...they suck worse then i thought. she also called the green line a "boondoggle"

https://www.youtube.com/watch?v=gDWWt6FS6S0

[Lurker]

https://gs1.wac.edgecastcdn.net/8019B6/data.tumblr.com/tumblr_mea3dfcVPe1r858p5o1_500.gif

[czsz]

I'm not sure how to section youtube videos but skip to 22:00 and these dweebs Wood and Rosen get to talking about the green line extension

EDIT/ADDITION::I hadn't finished watching the video when i had initially made this post...they suck worse then i thought. she also called the green line a "boondoggle"

https://www.youtube.com/watch?v=gDWWt6FS6S0

"Visual Radio"? What station is that show on? The date says 2011 but the production values say 1983. (And the name says 1947.)

[F-Line to Dudley]

I'm not sure how to section youtube videos but skip to 22:00 and these dweebs Wood and Rosen get to talking about the green line extension

EDIT/ADDITION::I hadn't finished watching the video when i had initially made this post...they suck worse then i thought. she also called the green line a "boondoggle"

https://www.youtube.com/watch?v=gDWWt6FS6S0

This older video of him is much more entertaining (from the Globe article comments):

https://www.youtube.com/watch?feature=player_detailpage&v=MGQYUq8ZG08#t=182s

[Arlington]

Some observations on the Wood-Rosen selective-fact machine.

In the video, Dr. Wood notes that by 2020 or 2025 cars will be getting twice the mileage of today, with the implication being that since cars will be so much cleaner by then, the Green Line won't be needed to mitigate anything. I somewhat sympathize with the enviro point--discounted Zipcar Priuses and more Hubway would have a bigger impact on air quality for less $ But Dr Wood is not balanced across modes. Only for cars is he happy to assume that the mandated great progress in vehicle emissions is a sure thing.

Yet when it comes to diesels, he's all fear-mongering and makes no allowance for progress *that has already happened* Diesel commuter rail in Dr. Wood's world is assumed to be the same old Diesel. He's wronger about that than he is right about cars. Even MBTA's currrent aging CR fleet, when in motion through Medford, is already much cleaner than he allows for, thanks to Urea additives and cleaner diesel. Plus by the time the tracks are moved 8' closer to the side of the ROW, the MBTA will be running even cleaner MPI HS46s.

He's also fairly "out there" to make a big deal out of CR's track movement. The reality is that the trains are moving one "slot" closer to half the homes but also one slot farther from the other half--I'd say that's worthy of a Finding of No Significant Impact.

But what is the impact? Highways emit continuously, but rail does not. Trains pass at 30mph at most 6 times per hour. At 44 feet per second, we're still talking something like a *max* of 60 seconds (call it 10 seconds per train) of "exposure" in the worst hours of the day, and probably no more than 10 minutes (out of 1440 in a day). We're basically comparing zero to zero for train emissions that move 8'.

He also assumes that the buses "attracted" to the new GLX will be dirty diesels. True, the north side doesn't have CNGs (it might by 2025 too) but the diesel fleet is now using low-sulfur diesel and particulate traps, but in Dr. Wood's filings buses are the black smoke-belching phatoms from some indeterminate past.

Only by aggressively being selective in his facts is Dr Wood able to sustain his narrative.

[jdrinboston]

Some observations on the Wood-Rosen selective-fact machine.

In the video, Dr. Wood notes that by 2020 or 2025 cars will be getting twice the mileage of today, with the implication being that since cars will be so much cleaner by then, the Green Line won't be needed to mitigate anything. I somewhat sympathize with the enviro point--discounted Zipcar Priuses and more Hubway would have a bigger impact on air quality for less $ But Dr Wood is not balanced across modes. Only for cars is he happy to assume that the mandated great progress in vehicle emissions is a sure thing.

Yet when it comes to diesels, he's all fear-mongering and makes no allowance for progress *that has already happened* Diesel commuter rail in Dr. Wood's world is assumed to be the same old Diesel. He's wronger about that than he is right about cars. Even MBTA's currrent aging CR fleet, when in motion through Medford, is already much cleaner than he allows for, thanks to Urea additives and cleaner diesel. Plus by the time the tracks are moved 8' closer to the side of the ROW, the MBTA will be running even cleaner MPI HS46s.

He's also fairly "out there" to make a big deal out of CR's track movement. The reality is that the trains are moving one "slot" closer to half the homes but also one slot farther from the other half--I'd say that's worthy of a Finding of No Significant Impact.

But what is the impact? Highways emit continuously, but rail does not. Trains pass at 30mph at most 6 times per hour. At 44 feet per second, we're still talking something like a *max* of 60 seconds (call it 10 seconds per train) of "exposure" in the worst hours of the day, and probably no more than 10 minutes (out of 1440 in a day). We're basically comparing zero to zero for train emissions that move 8'.

He also assumes that the buses "attracted" to the new GLX will be dirty diesels. True, the north side doesn't have CNGs (it might by 2025 too) but the diesel fleet is now using low-sulfur diesel and particulate traps, but in Dr. Wood's filings buses are the black smoke-belching phatoms from some indeterminate past.

Only by aggressively being selective in his facts is Dr Wood able to sustain his narrative.

Hmmm....based on his comments in the video, somebody less skilled in the art of nuance might get the impression that Mr. Wood is actually opposed to the Green Line. I thought he just wanted further study. (read sarcasm)

At the risk of being classless....what are the chances this gentleman is still alive when the first trains come rolling by his house?

Wait? You mean they aren't actually going to roll by his house?

This lawsuit is exhibit A for a "loser pays" system of tort reform.

[Coyote137]

Green Line Extension Project managers to hold March 5 abutters meeting at St. Clement

On Tuesday, March 5, the Green Line Extension (GLX) Project will hold an Abutters Meeting at the St. Clement School cafeteria, 579 Boston Ave., Medford, at 7 p.m., for those directly affected by Phase 1 construction and any concerned citizens interested in the construction relating to the Harvard Street Railroad Bridge in Medford and the surrounding drainage reconstruction.

With Barletta Heavy Division, Inc. having received their Notice to Proceed with construction for Phase 1 of the GLX Project, this meeting will be an opportunity for the project team to present the extent of the Harvard Street Bridge and area drainage construction, and address any questions or concerns before the construction begins.

In the coming weeks, the GLX project will hold a larger public meeting with the Phase 1 contractor and the community to discuss the full extent of Phase 1 construction in Medford, Somerville and Cambridge.

It will be an opportunity to meet the team, discuss the schedule and to present opportunities for stakeholders to follow the progress of the project.

You will be notified of the time and location of this public meeting later this week.

More information about the project is available on the Green Line Extension website at: http://www.greenlineextension.com/.


http://www.wickedlocal.com/medford/features/x1551256961/Green-Line-Extension-Project-managers-to-hold-March-5-abutters-meeting-at-St-Clement?rssfeed=true#axzz2MEh8ZBsa

[BostonUrbEx]

Sounds like Phase I only. I can't even imagine who would go to this other than crazy old NIMBYs who will bitch about anything, even if irrelevant to Phase I.

[Ron Newman]

I'd go if I were an abutter, just to know when and where construction is going to happen. There are probably minor temporary land takings (easements) during the project. Maybe also intermittent street closures.

[Scalziand]

MBTA Green Line Extension
Sponsored by the Construction Group
Wednesday, March 27, 2013
Revere Hotel / Boston Common, 200 Stuart Street, Boston, MA
5:30 PM Social/Registration; 6:30 PM Lunch; 7:30 PM Presentation

$70 Members, $80 Non-Members, $60 Public Sector Members, $70 Public Sector Non-Members, $50 Student Members and Senior Members (65+)

Mary Ainsley, GLX Senior Director of Design and Construction, MBTA, Michael J. McBride, PE, Sr. VP PM/CM GLX Program Manager, HDR/Gilbane Team

This presentation will examine the Massachusetts Department of Transportation (MassDOT) and the Massachusetts Bay Transportation Authority (MBTA)

proposal to extend the MBTA Green Line from a relocated Lechmere Station in East Cambridge to Union Square in Somerville and College Avenue in

Medford. While proposals to extend public transit service north from Lechmere date back many decades, the current phase of planning began in 2005

with the completion of MBTA's Beyond Lechmere Northwest Corridor Study Major Investment Study/Alternatives Analysis. Planning has been underway

since.

For more details or to register online, visit http://bit.ly/BSCESConstGrp03-27-13.



It's not free, but there might be some interesting tidbits there.

[Matthew]

Is this how they're funding the GLX now?

[Coyote137]

Track laying set to begin: http://www.thesomervillenews.com/archives/36388

[Arborway]

Track laying set to begin: http://www.thesomervillenews.com/archives/36388

Misleading headline. They're doing prep work. Track laying is much further in the future. Years in the future.

[choo]

When does new lechmere start? That's when I'll be excited.

[F-Line to Dudley]

Misleading headline. They're doing prep work. Track laying is much further in the future. Years in the future.

They may have to 'lane shift' the Fitchburg Line as part of the bridge work. But that's no different than the Orange + Haverhill temp shift around the Assembly Sq. construction. Some headline writer probably misread a report.

[found5dollar]

a new slideshow about Phase 1. some interesting stuff, nothing much.

http://greenlineextension.eot.state.ma.us/documents/PubMtgs/Phase1/Phase1_Presentation_031413.pdf

[BostonUrbEx]

They may have to 'lane shift' the Fitchburg Line as part of the bridge work. But that's no different than the Orange + Haverhill temp shift around the Assembly Sq. construction. Some headline writer probably misread a report.

The Haverhill hasn't been shifted at all, only the Orange Line.

[GW2500]

http://www.boston.com/yourtown/news/medford/2013/04/mbta_legislative_transit_plan.html

MBTA: Legislative transit plan would cost $500 million in Green Line project funding

The MBTA anticipates it would lose out on more than a half billion dollars in federal grant funding for the Green Line Extension under a transportation funding proposal unveiled by the legislative leaders Tuesday, according to an MBTA spokesman.

"The proposal released yesterday does not appear to provide funding for the MBTA's 'state of good repair,' work, meaning the Federal Transit Administration is not likely to fund any portion of the cost of the $1.3 billion project," MBTA spokesman Joe Pesaturo said in an email. "Because the Commonwealth is legally obligated to extend the Green Line, $1.3 billion in state funding will be necessary to move the project forward."

The state is in the process of seeking $557 million in funding for the Green Line project through New Starts, a grant program run by the Federal Transit Administration. As part of its review of applicants, the FTA considers funding commitments for the proposed project, and takes into account proposed legislation and state budgets.

While the MBTA is confident the legislature's transit proposal would jeopardize grant funding, State Senator Patricia Jehlen, D-Somerville, said it was too early to know for certain.

"I don't think there's been time to process it," she said. "It's something I'm concerned about, but I can't say with certainty whether we are putting federal money at risk."

Under a legal settlement with the Conservation Law Foundation related to mitigation from the Big Dig, the state is required to extend the green line from its current northern terminal station at Lechmere in Cambridge through Somerville to College Avenue in Medford, creating a total of seven new stops.

Losing out on federal funding wouldn't jeopardize the project as a whole, but it could mean the state would likely have to pick up the entire cost, Jehlen said.

"It could really put an enormous burden on the rest of the state," she said. "That's another 600 million the state would have to pick up and shove everything else to the bottom of the heap."

It would also make a proposed second leg of the extension -- to Route 16 in Medford -- unlikely, she said.

The transit proposal presented Tuesday by House Speaker Robert Deleo and Senate President Therese Murray has been proposed as a scaled back alternative to Gov. Deval Patrick's plan, outlined in January.

The Green Line Extension project broke ground late last year. It is expected to be completed by 2020.

Meanwhile, State House News Service reported that Patrick administration officials were warning that the plan proposed by legislative leaders would eventually force “steep” fare and toll hikes as well as force the state to pick up a larger share of the Green Line project.

Transportation Secretary Richard Davey, in a memo obtained by the News Service, warned the plan could lead to shuttered Registry of Motor Vehicles branches, MBTA fare and toll increases, and represents “another short-term band-aid” for transportation.

In the memo from Davey to Patrick on Wednesday, Davey warned the public could feel the effects if an “insufficient” revenue plan passes.

“If sufficient revenues to address this gap are not advanced, we must consider options that include weight restrictions on bridges, cessation of projects and the closure of registry branches or other services to create sufficient funding for capital investment,” Davey wrote, according to the memo obtained by the News Service, going on to say the plan reflects “an alarming lack of support for fixing our roads, bridges and trains.”

[Arborway]

Call it a Commuter Rail extension, and the money will appear.

[Nexis4jersey]

Call it a Commuter Rail extension, and the money will appear.

Its under regional Rail which i find strange....

[Coyote137]

I must be missing something because the article didn't make clear to me the specific why(s) of federal funding being jeopardized. Insufficient matching funds?

[Arlington]

I must be missing something because the article didn't make clear to me the specific why(s) of federal funding being jeopardized. Insufficient matching funds?
In a nutshell, the Feds want two things before they'll subsidize/encourage system expansions:
1) The project itself has to be a good value...promising a high ratio of new riders per capital dollar spent
2) You have to prove that you have the resources to operate and maintain the system you have (they don't want you letting your shiny new stuff or your probably-also-fed-paid old stuff fall apart).

The GLX can be shown to meet #1 (being a good project in itself and a worthy inclusion in a list of federally-supported projects) and so Federal Support is tantalizingly close...but will remain out of reach slo long as concern #2 lingers--that without greater and more-reliable funding the MBTA won't have the resources to maintain its current system (and even less so if it has a bigger system)

[BostonUrbEx]

It's absurd that this now approaching $1.3billion now. Wasn't it just $1.1billion a couple months ago? And there was a long silent period before that where it was maybe $750million.

[found5dollar]

MBTA has a flickr page for work on GLX phase 1

http://www.flickr.com/photos/massdot/sets/72157633388240699/

[jdrinboston]

Whatever happened to the transportation bill. At last check, the House passed a $500 million package, and the governor/Senate were working on an $800 million package. The story seemed to drop off the radar completely following the marathon.

[F-Line to Dudley]

Whatever happened to the transportation bill. At last check, the House passed a $500 million package, and the governor/Senate were working on an $800 million package. The story seemed to drop off the radar completely following the marathon.

Because the Marathon bombings effectively derailed further action.

Patrick's been working over Legislative rank-and-file to win over some individual votes and strategize with the leaners. The watered-down bill was a DeLeo/Murray hatchet job. Those two are risk-averse creatures of habit...do whatever the hell they want in a vacuum when the membership are sheep, but do their jobs and negotiate when they've actually got a divided caucus to unite. So there's a lot of buttering-up to do with individual reps before the Administration unleashes Transportation Bill, Take II that the chamber leaders actually have motivation to listen to.


It's depressing how little has changed with the Legislature since the Bulger or Finneran dictatorships, but whatever...at least Patrick seems to be putting real elbow grease this time into working the levers.

[kjdonovan]

GLX project team meet-and-greet was yesterday evening. I couldn't make it but Friends of the Community Path said no news was made. In the meantime, more meetings (more!) scheduled for updates on station design. I believe this is the first time I've seen them breaking down the meetings to focus on just one or two stations. Nice, I suppose, if you only care about your local station, but odd for the majority of those affected by the project who will be within walking distance of multiple stops.
http://www.greenlineextension.org/documents/PubMtgs/Phase1/meetingSchedule0613.pdf

[Arborway]

It's absurd that this now approaching $1.3billion now. Wasn't it just $1.1billion a couple months ago? And there was a long silent period before that where it was maybe $750million.

Gotta hire more consultants and have them study everything again. Then we can greenlight the proposal and have them study everything once more. Then we can begin initial design which will require another study phase. Followed by a pause, then more studies.

[DominusNovus]

It's depressing how little has changed with the Legislature since the Bulger or Finneran dictatorships, but whatever...at least Patrick seems to be putting real elbow grease this time into working the levers.

To raise taxes even higher... wonderful.

[BussesAin'tTrains]

To raise taxes even higher... wonderful.

Out of curiosity, how would you fund DOT without raising taxes?

[Commuting Boston Student]

Out of curiosity, how would you fund DOT without raising taxes?

Presumably either by cutting expenses somewhere else in the budget and redirecting the money into DOT, user fees on new construction (especially new road projects, most of which should be tolled going forward), or some combination of the two.

Of course, cutting expenses elsewhere pisses off whoever you just cut, and redirecting the money instead of lowering taxes just pisses off the less taxes/spending crowd anyway, so it's not a realistic proposition. The public perception of roads is still largely that they're free as beer, so legislation requiring a toll/revenue component attached to all new road projects above $X price going forward (and retroactive to include the Big Dig) isn't liable to get anywhere either.

A measured, balanced approach that combines new revenues with cuts and rebalanced spending priorities is the best approach, but pisses off mostly everyone as opposed to only certain groups.

[BussesAin'tTrains]

The problem with tolling most highways (unless you're talking about tolling ALL state roadways), is that the Feds have to approve new tolls on Interstate Highways, and they're unlikely to do so.

[Commuting Boston Student]

The problem with tolling most highways (unless you're talking about tolling ALL state roadways), is that the Feds have to approve new tolls on Interstate Highways, and they're unlikely to do so.

I beg to differ. (http://ops.fhwa.dot.gov/tolling_pricing/interstate_constr.htm)

And frankly, some road projects (like the I-Way or CT-11) needed to and need to happen, but are far too costly to be built without some sort of revenue generator attached to them.

[BussesAin'tTrains]

I beg to differ. (http://ops.fhwa.dot.gov/tolling_pricing/interstate_constr.htm)

And frankly, some road projects (like the I-Way or CT-11) needed to and need to happen, but are far too costly to be built without some sort of revenue generator attached to them.

Okay... That authorizes three... any word on if it will be expanded? Otherwise, what good is it?

[datadyne007]

Wasn't a portion of the sales tax (increase?) supposed to go to funding MassDOT/the MBTA but never did?

[BussesAin'tTrains]

Wasn't a portion of the sales tax (increase?) supposed to go to funding MassDOT/the MBTA but never did?

It does go to transportation funding, but the calculation was based upon projected increases in sales tax revenues that never materialized.

[CSTH]

http://www.flickr.com/photos/massdot/8702875328/in/set-72157633388240699

These guys look busy

[BostonUrbEx]

http://www.flickr.com/photos/massdot/8702875328/in/set-72157633388240699

These guys look busy

There's clearly a train approaching, meaning they can't work. Notice the guy with the airhorn in his hand. They blow it when a train approaches to stop what they're doing.

[AmericanFolkLegend]

BostonUrbEx beat me to it. There's a flagger in the picture. He would have stopped everyone from working for about 2 minutes prior to a train approaching.

[CSTH]

Indeed - forgive me. Clearly they are waiting for the train, and I should have been able to resist the cheap shot.

[gooseberry]

Don't be surprised if you go down there when a train isn't approaching and they still aren't doing anything. I had a long time to observe them redoing Ashmont Station and there was plenty of inaction.

[kjdonovan]

If you want to get on their case for pace of construction, look to the weekly schedule postings and see if they are lagging.

http://www.greenlineextension.org/schedule.html

[Roxxma]

Don't be surprised if you go down there when a train isn't approaching and they still aren't doing anything. I had a long time to observe them redoing Ashmont Station and there was plenty of inaction.

Well then, why don't you go down there and supervise them instead of making armchair assumptions on the work they may or may not be doing?

[nico]

Someone should get them some iPads so they can spend their workdays like us, searching through archboston.