Short-Range Commuter-Rail Alternatives on the South Shore
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Conceptual Plan
About the Cover Photo The photo on the cover of this report was taken on December 17, 2010, around 8:00 AM. The view is from the Savin Hill Avenue overpass and looks almost directly south. This overpass is shown in Figure 3-3 of the report, and the field of view includes land shown in Figure 3-2. At the right is the recently completed headhouse of the Savin Hill Red Line station. Stopped at the station platform is an inbound Red Line train that started at Ashmont and will travel to Alewife. The station is fully ADA-compliant, and the plan presented in this report requires no modification to this station. Next to the Red Line train is an inbound train from one of the three Old Colony commuter rail branches. There is only one track at this location, as is the case throughout most of the Old Colony system. This train has a mixed consist of single-level and bi-level coaches, and is being pushed by a diesel locomotive, which is mostly hidden from view by the bi-level coaches. Between the two trains is an underpass beneath the Ashmont branch of the Red Line. This had been a freight spur serving an industrial area on the west side of the Ashmont branch tracks. Sections A-2.3 and A-2.4 of this report present an approach to staging railroad reconstruction that utilizes the abandoned freight spur and underpass. The two tracks to the left of the Old Colony tracks serve the Braintree Red Line branch. -
Transportation Impact Study
The Harvest Club 255 Elm Street Somerville, Massachusetts Transportation Impact Study Prepared For: The Harvest Club Prepared by: Design Consultants, Inc. January 2021 255 ELM STREET TABLE OF CONTENTS 1. EXECUTIVE SUMMARY ......................................................................................................... 5 1.1 Introduction ................................................................................................................. 5 1.2 Study Area .................................................................................................................. 5 1.3 Safety Analysis ............................................................................................................ 5 1.4 Trip Generation ........................................................................................................... 5 1.5 Intersection Capacity Analysis .................................................................................... 6 1.6 Conclusion .................................................................................................................. 6 2. EXISTING CONDITIONS INVENTORY ................................................................................. 11 2.1 Study Area ................................................................................................................ 11 2.1.1 Study Roadways ................................................................................................. 11 2.1.2 Study Intersections ............................................................................................. -
CHAPTER 2 Progress Since the Last PMT
CHAPTER 2 Progress Since the Last PMT The 2003 PMT outlined the actions needed to bring the MBTA transit system into a state of good repair (SGR). It evaluated and prioritized a number of specific enhancement and expansion projects proposed to improve the system and better serve the regional mobility needs of Commonwealth residents. In the inter- vening years, the MBTA has funded and implemented many of the 2003 PMT priorities. The transit improvements highlighted in this chapter have been accomplished in spite of the unsus- tainable condition of the Authority’s present financial structure. A 2009 report issued by the MBTA Advisory Board1 effectively summarized the Authority’s financial dilemma: For the past several years the MBTA has only balanced its budgets by restructuring debt liquidat- ing cash reserves, selling land, and other one-time actions. Today, with credit markets frozen, cash reserves depleted and the real estate market at a stand still, the MBTA has used up these options. This recession has laid bare the fact that the MBTA is mired in a structural, on-going deficit that threatens its viability. In 2000 the MBTA was re-born with the passage of the Forward Funding legislation.This legislation dedicated 20% of all sales taxes collected state-wide to the MBTA. It also transferred over $3.3 billion in Commonwealth debt from the State’s books to the T’s books. In essence, the MBTA was born broke. Throughout the 1990’s the Massachusetts sales tax grew at an average of 6.5% per year. This decade the sales tax has barely averaged 1% annual growth. -
2.0 Current Freight Rail System and Services in Florida
Investment Element of the 2010 Florida Rail System Plan 2.0 Current Freight Rail System and Services in Florida 2.1 Overview The Florida rail system is comprised of 2,786 miles of mainline track, which are owned by 15 operating line-haul railroads and terminal or switching companies, as well as 81 miles owned by the State of Florida. Florida’s rail system includes 2 Class I Railroads (CSX Transportation and Norfolk Southern Corporation), 1 Class II (Florida East Coast Railway), 11 Class III (Alabama and Gulf Coast Railway AN Railway, Bay Line Railroad, First Coast Railroad, Florida West Coast Railroad, Florida Central Railroad, Florida Midland Railroad, Florida Northern Railroad, Georgia and Florida Railway, Seminole Gulf Railway, and South Central Florida Express) and 1 railroad specializing in switching and terminals (Talleyrand Terminal).9 The largest operator in the State is CSX Transportation, which owns more than 53 percent of the statewide track mileage. In 2008, Florida’s railroads carried nearly 1.6 million carloads – 19 percent less than in 2006 – and approximately 83 million tons of freight, representing a 25 million ton (23 percent) decrease from 2006.10 During that year, railroads handled freight equivalent to roughly 5.0 million heavy trucks.11 Nonetheless, railroads continue to support thousands of jobs throughout the State and assist Florida’s industries to remain competitive with international and domestic markets for fertilizer, construction rock, consumer goods, paper products, processed 9 U.S. Class I Railroads are line-haul freight railroads with 2007 operating revenue in excess of $359.6 million (2006 operating revenues exceeding $346.7 million). -
Massachusetts Bay Transportation Authority
y NOTE WONOERLAND 7 THERE HOLDERS Of PREPAID PASSES. ON DECEMBER , 1977 WERE 22,404 2903 THIS AMOUNTS TO AN ESTIMATED (44 ,608 ) PASSENGERS PER DAY, NOT INCLUDED IN TOTALS BELOW REVERE BEACH I OAK 8R0VC 1266 1316 MALOEN CENTER BEACHMONT 2549 1569 SUFFOLK DOWNS 1142 ORIENT< NTS 3450 WELLINGTON 5122 WOOO ISLANC PARK 1071 AIRPORT SULLIVAN SQUARE 1397 6668 I MAVERICK LCOMMUNITY college 5062 LECHMERE| 2049 5645 L.NORTH STATION 22,205 6690 HARVARD HAYMARKET 6925 BOWDOIN , AQUARIUM 5288 1896 I 123 KENDALL GOV CTR 1 8882 CENTRAL™ CHARLES^ STATE 12503 9170 4828 park 2 2 766 i WASHINGTON 24629 BOYLSTON SOUTH STATION UNDER 4 559 (ESSEX 8869 ARLINGTON 5034 10339 "COPLEY BOSTON COLLEGE KENMORE 12102 6102 12933 WATER TOWN BEACON ST. 9225' BROADWAY HIGHLAND AUDITORIUM [PRUDENTIAL BRANCH I5I3C 1868 (DOVER 4169 6063 2976 SYMPHONY NORTHEASTERN 1211 HUNTINGTON AVE. 13000 'NORTHAMPTON 3830 duole . 'STREET (ANDREW 6267 3809 MASSACHUSETTS BAY TRANSPORTATION AUTHORITY ricumt inoicati COLUMBIA APFKOIIUATC 4986 ONE WAY TRAFFIC 40KITT10 AT RAPID TRANSIT LINES STATIONS (EGLESTON SAVIN HILL 15 98 AMD AT 3610 SUBWAY ENTRANCES DECEMBER 7,1977 [GREEN 1657 FIELDS CORNER 4032 SHAWMUT 1448 FOREST HILLS ASHMONT NORTH OUINCY I I I 99 8948 3930 WOLLASTON 2761 7935 QUINCY CENTER M b 6433 It ANNUAL REPORT Digitized by the Internet Archive in 2014 https://archive.org/details/annualreportmass1978mass BOARD OF DIRECTORS 1978 ROBERT R. KILEY Chairman and Chief Executive Officer RICHARD D. BUCK GUIDO R. PERERA, JR. "V CLAIRE R. BARRETT THEODORE C. LANDSMARK NEW MEMBERS OF THE BOARD — 1979 ROBERT L. FOSTER PAUL E. MEANS Chairman and Chief Executive Officer March 20, 1979 - January 29. -
St. Marks Area (Ashmont/Peabody Square), Dorchester
Commercial Casebook: St Marks Area Historic Boston Incorporated, 2009-2011 St. Marks Area (Ashmont/Peabody Square), Dorchester Introduction to District St. Mark's Main Street District spans a mile-long section of Dorchester Avenue starting from Peabody Square and running north to St. Mark’s Roman Catholic Church campus. The district includes the residential and commercial areas surrounding those two nodes. The area, once rural farmland, began to develop after the Old Colony railroad established a station here in the 1870s. Subsequent trolley service and later electrified train lines, now the MBTA's red line, transformed the neighborhood district into first a “Railroad Suburb” and then a “Streetcar Suburb.” Parts of the area are characterized as “Garden Districts” in recognition of the late 19th century English-inspired development of suburban districts, which included spacious single-family houses built on large lots and the commercial district at Peabody Square. Other areas reflect Boston’s general urban growth in the late 19th and early 20th centuries with densely clustered multi-family housing, including Dorchester’s famous three-deckers, found on the streets surrounding St. Mark’s Church. The district, particularly in Peabody Square, features many late 19th-century buildings, including the landmark All Saints’ Episcopal Church, the Peabody Apartments, a fire station, and a distinctive market building. These surround a small urban park with a monument street clock. The St. Mark’s campus, established a few decades later, mostly in the 1910s and 1920s, is a Commercial Casebook: St Marks Area Historic Boston Incorporated, 2009-2011 collection of ecclesiastical buildings set upon a large, airy parcel. -
November 6, 2014 for Those of You Who Were Able to Join Us at Our
Dear All: November 6, 2014 For those of you who were able to join us at our WB&A Members Only Semi‐Annual General Membership/Swap Meet it was good to see you and we are glad you were able to join us. Please join us in welcoming and congratulating the winners of the 2015‐16 election: David Eadie (BoD & Membership); Bob Goodrich (BoD); Bill Moss (BoD) and Dan Danielson (Eastern Rep). I extend the entire BoD thanks and welcoming to them for the 2015‐16 Term. At our meeting we took a few minutes to say “thank you” to a couple who have done so much for the train hobby, the TCA and the WB&A, namely, Mary and Pete Jackson. Your BoD presented them with a plaque in honor of their work on the BoD over the years and for their years of work running Kids Korner at York and for the countless other ways they have assisted. Mary and Pete moved to Delaware about 2 years ago and have continued to be active in all that they had committed themselves to, but it’s time for them to take time to play trains and let others step up to take on the roles they had. So to Mary and Pete we say thank you for your years of service. As a reminder, the eblasts and attachments will be placed on the WB&A website under the “About” tab for your viewing/sharing pleasure http://www.wbachapter.org/2014%20E‐ Blast%20Page.htm The attachments are contained in the one PDF attached to this email in an effort to streamline the sending of this email and to ensure the attachments are able to be received. -
Look at All of the Sea Captains That Lived on Pleasant Street! Hyannis
Hyannis N Transportation Center 1 On July 8, 1854, The You are here! Cape Cod Railroad Company reached the town of Hyannis. It reached Provincetown in July 1873, and was known, by then, as the Old Colony Railroad. This postcard shows the original S railroad depot in Hyannis. 1 MAIN STREET 2 MAIN STREET SCHOOL STREET 3 The Cash Block 3 building was built by Captain 5 Built before 1770, Alexander Baxter, often known as by Captain Allen Hallet, this is the “ the Father of Hyannis”, for his 4 second oldest residence existing in Hyannis, commitment to developing the village still on it’s original foundation and location. in the early 19th century. 5 2 In 1874, PLEASANT STREET President Ulysses S. Grant arrived in Hyannis on the River Queen as part 6 School Street Along of the inauguration of the railroad this picturesque street you will see extension to Provincetown. With several Greek Revival Cottages origi- much fanfare, he spoke to crowds nally built from 1825-1924. If you have at this corner and at each stop on 8 a little extra time, saunter here. his way to Provincetown on the Old 7 Colony Railroad! OLD COLO NY ROAD NY COLO OLD 10 9 11 12 13 6 Built in 1852, 14 Captain Allen Crowell Homestead, 20 in 1666, this area of remains a fine original example of the Greek Revival land was granted to the first settler style of architecture. Captain Crowell (1821-1891) SOUTH STREET of Hyannis, Nicholas Davis, by the was well known for sailing all of the Seven Seas! 15 leader of the Mattakeese Indians, Yanno, Visit the Barn/Stable to see the PLEASANT STREET also called Iyannough. -
MBTA Red Line Repairs
Ana Torres November 3, 2011 Assignment 5: Basic queries MBTA Red Line Repairs Starting next Saturday (November 5, 2011) and until March 4, 2012, the MBTA will close the Red Line north of Harvard Square on weekends to complete $80 million in repairs designed to keep trains from derailing due to eroded tracks and power lines caused by leaks in the tunnel. The service will be replaced with shuttle buses. According to an article from the Boston Globe by Eric Moskowitz on October 22, 2011, about 21,200 riders on Saturday and 14,200 on Sunday board the Red Line at Porter, Davis and Alewife stations, meaning over 35,000 commuters will be affected weekly in the five-month shutdown period. The MBTA has come up with its next commuter nightmare. On weekends starting November 5, Red Line trains north of Harvard Square due to tunnel repairs. According to an article from the Boston Globe, the $80 million project will serve to keep trains from derailing These events are a perfect opportunity to reanalyze the profile of the users of the MBTA. Having a clearer idea of the sociodemographic profile and the patterns of use of transportation of the people that will be affected by this project will help to have a better assessment of the true cost of the project, that it, not only the monetary cost of the infrastructure but counting the social cost of the project as well. For this, a map that relates different characteristics of the population and their transportation information will result extremely useful. -
Make Your Space at 960 Mass Ave. - 68,500 SF AVAILABLE - Overview & Specifications
Make Your Space at 960 Mass Ave. - 68,500 SF AVAILABLE - Overview & Specifications 960 Mass Ave offers 68,500 SF of available open floor plates with unlimited possibilities. From industrial to flex-tech, the expansive layout and building infrastructure offer tenants ultimate flexibility to meet any use. With immediate access to highways, commuter rail, and immediate adjacency to Boston’s urban core, 960 Mass Ave is located in the heart of urban Boston with unbeatable regional accessibility. Image is inspirational and does not reflect the current conditions of the building 960 MASSACHUSETTS AVENUE | BOSTON MA Overview & Specifications Property Specifications Total Building Size Signage ±97,929 SF Highly-visible canopy signage opportunities; over 12,000 daily car count Basement: ±1,500 SF 1st Floor: ±34,194 SF Land Area 2nd Floor: ±37,484 SF ±1.83 acres 3rd Floor: ±24,751 SF Loading Docks Available Space Shared loading available with freight ±68,637 SF elevator access at both the north and south sides of the building 1st Floor: ±6,402 SF 2nd Floor: ±37,484 SF Sprinklers 3rd Floor: ±24,751 SF Wet system Clear Height Utilities 1st floor: 10' typical Electric: Eversource 2nd floor: 11'8" typical Gas: National Grid 3rd floor: 10' typical Water & Sewer: City of Boston Fiber: Comcast and Verizon Floor Poured concrete up to Power 150 lb/square foot load capacity 3000 Amps Building Exterior Year Built New CMU block and glass 1952; renovated 2019-2020 exterior walls; metal panels Parking Ratio Column Spacing 0.8/1,000 SF 20' x 20' typical Access -
Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line
Towards 3-Minutes: Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line by Gabriel Tzvi Wolofsky B.A.Sc. in Civil Engineering, University of Toronto (2017) Submitted to the Department of Urban Studies and Planning in partial fulfillment of the requirements for the degree of Master of Science in Transportation at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 2019 © 2019 Massachusetts Institute of Technology. All rights reserved. Signature of Author …..………..………………………………………………………………………….. Department of Urban Studies and Planning May 21, 2019 Certified by…………………………………………………………………………………………………. John P. Attanucci Research Associate, Center for Transportation and Logistics Thesis Supervisor Certified by…………………………………………………………………………………………………. Saeid Saidi Postdoctoral Associate, Institute for Data, Systems, and Society Thesis Supervisor Certified by…………………………………………………………………………………………………. Jinhua Zhao Associate Professor, Department of Urban Studies and Planning Thesis Supervisor Accepted by……………………………………………………………………………………………….... P. Christopher Zegras Associate Professor, Department of Urban Studies and Planning Committee Chair 2 Towards 3-Minutes: Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line by Gabriel Tzvi Wolofsky Submitted to the Department of Urban Studies and Planning on May 21, 2019 in partial fulfillment of the requirements for the degree of Masters of Science in Transportation Abstract Transit service regularity is an important factor in achieving reliable high frequency operations. This thesis explores aspects of headway and dwell time regularity and their impact on service provision on the MBTA Red Line, with specific reference to the agency’s objective of operating a future 3-minute trunk headway, and to issues of service irregularity faced today. Current operating practices are examined through analysis of historical train tracking and passenger fare card data. -
Albany Bus Terminal Number
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