Monday, May 25, 2015

Charles River: Olympics Rapid Transit: A third possible Harvard Station, access from JFK Park

Charles River: Olympics Rapid Transit: A third possible Harvard Station, access from JFK Park.

1. Proposed route, Harvard Stations.
2. Harvard Station S1, S2, further elevator analysis..
3. Harvard Station S3.
4. Connection to and JFK Park.
5. The prior reports.


1. Proposed route, Harvard Stations.

I have been doing a series on possible new rapid transit service for the Boston 2024 Olympics.  A major part of my interest is my appreciation that the Boston 2024 Olympics peope want to destroy the starvation wall Cambridge and friends have created at Magazine Beach as part of their heartless abuse of the 34 year resident gaggle of the Charles River White Geese, and their environmental destruction at the Magazine Beach playing fields.

Normal human beings are a refreshing change over the vileness which dominates politics with regard to  Cambridge, MA, USA and its accomplices in their environmental destruction and heartless animal abuse.



And here is a layout of the three station alternatives for Harvard Station, in the upper part of this map.  I have presented Stations alternatives S1 and S2.  Here we will go into Station 3 and the preferred route in this area.



2. Harvard Station S1, S2, further elevator analysis..

Station alternative S3 only makes sense is S1 and S2 will not work.  It is a lot more expensive and intrusive.  It would still require the moving of the staircase as described in the S2 analysis, and, might require work on the Brattle Square elevator if it interferes with the tunnel.

Looking at the map, going with S1 or S2, the best alternative would be to rebuild the elevator in place if it obstructs the tunnel.  If that does not work, probably the lease obstructive alternative would be to put it on the south side of the Brattle Street side street.

Here is a photo from the sidewalk south of the Brattle Street sidestreet.  Straight ahead is current elevator.  A replacement elevator could readily be constructed on this plaza with a connecting tunnel above the Green Line A tunnel, very much on a straight line between the corners..



3. Harvard Station S3.

Here is the reverse camera view from the previous shot.  This is the last block of Eliot Street.  Station S3 would have to be constructed under this area if S1 and S2 were not feasible.



S3 is major construction. and almost certainly can be avoided.

It is unlikely that a full Green Line three car train could fit under this block.  So the station would almost certainly have to be stretched under Mt. Auburn Street and into the next block.

In the above picture, Mt. Auburn Street is visible.  The below shot is right at the corner.



The opening in the trees slightly right of the center of the photo is the walkway above the Green Line A tunnel.

Connection to Harvard Station would be through the Green Line A tunnel which would, in alternatives S1 and S2 be used for Green Line A.  Connection would be straight to the lower busway removing part of the non load bearing wall.

The waiting area for the lower busway could be expanded into the Green Line A tunnel to handle the traffic from Green Line A, station S3, in addition to folks waiting for buses.

In reality, the distance from the main station concourse to Green Line A would not be significantly different from the existing walk from the pedestrian concourse to northern end cars on Red Line trains.

The distance is longer than it could be with S1 or S2.

And the expense and disruption of S3 is very major.

S3's handicapped elevator would work very well operated in conjunction with handicapped access to the upper bus tunnel.  All that would be appropriate would be to put the elevator near the relocation of the elevator for access just to the busway, close to or to the left of where the photo is taken.  If necessary that one elevator could be used for access both to the upper busway and to station S3.  It certainly would be a lot simpler if the current busway elevator does not have to be replaced.

Once you do the major construction needed to build S3, pedestrian access would be just part of the major project.  There is plenty of room.  The biggest variable is how far beyond Mt. Auburn Street traffic would go.

The construction zone would probably not take up more than the two blocks, but it would take up the two blocks.

Traffic relocation, looking at the map, of traffic from Harvard Square would be left to Mt. Auburn Street.  It can readily handle it.  The block of JFK Street from Mt. Auburn to Eliot Street would have to be used as two way with on street parking, of course, removed.

Traffic to the Brattle Street side street would only be impacted if the upper busway elevator had to be removed.  If it does have to be removed, the first block of the side street would become a stub end.  During construction, all Brattle Street side street service would be from the next street to the north, which connects directly from Harvard Square.

Eliot Street from Eliot Street to JFK Street would see traffic which currently travels on Mt. Auburn Street.  The alternate route is clear.  That traffic would be turning north on JFK Street and then east on Mt. Auburn Street.

The combination of turns to JFK Street would significant increase traffic on JFK Street with probable backups on the approaches.

4. Connection to and JFK Park.

On the preferred alternative 1 route and its companion alternative 2, Green Line A would travel in the existing subway tunnel two stories underground.


This is the entrance from Eliot Street.  To the left is the newest JFK School building.  To the right is the Charles Hotel residential complex.




A view further in.



The trees up above are the ones you are looking at in the previous picture.  This parking lot of the JFK School used to be part of the Red Line train storage area.

On looking at these photos, I realize I was wrong in saying you cannot see the tunnel anymore because of the construction of the building straight ahead.

The thick black line is probably utilities.  As you approach the building, you will see a second line between the thick black line and the pedestrian walkway.  That line is the top of the existing tunnel.  The area between the lines is the tunnel.



Here is Harvard JFK School’s map of the area, and a better view of the parking lot and walkway support.

Access to extend the tunnel would be easy even after reaching the second Harvard Building next to the walkway / subway tunnel.



Here is the view of the walkway from JFK Park.


This is JFK Park.  This is where Alternative 1 would go.  There is even a break between the trees if construction were necessary further up.  JFK Park has been constructed to ease installation of a rapid transit connection.

There is a plaza which would probably have to be rebuilt.  It is between the location from which the last two photos were taken.  It could be possible that the construction under the pedestrian walkway could get far enough down for deep bore.  However, JFK Park, whichever means of crossing the Charles is chosen would have to be the center of construction of the northern end of the tunnel under the Charles River.  It seems inconceivable that that plaza could avoid being rebuilt.

The layout of JFK Park is perfect from an environmental impact point of view.  NO TREES WOULD BE DESTROYED in JFK Park for alternative 1, and JFK Park is key in the construction.

I am sorry about my lack of photo of the plaza.  I anticipate there was a lighting problem.  Note the overexposure above.



Here is a better view of the opening between trees.



5. Layover.

The double track Green Line A would have to end at JFK Park because of the existence of only tunnel room for one train.  There is room in JFK Park, without tree destruction, to add layover tracks for additional cars waiting to get into the terminus, or for storage.

If alternative S1 or S2 is chosen, the tunnel still exists connecting to the existing lower Red Line tunnel.  I am not certain if there is room between S1 and the Red Line tunnel to layover a train as well, almost certainly not.  If S2 is chosen and the rearrangement accomplished for S1, layover would be possible.

6. The prior reports.

General analysis:  http://charlesriverwhitegeeseblog.blogspot.com/2015/04/charles-river-new-green-line-ideal-for.html.

BU Bridge end of Green Line A:  http://charlesriverwhitegeeseblog.blogspot.com/2015/04/charles-river-green-line-boston.html

Charles River: Green Line A Rapid Transit for Olympics — Harvard Square: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-green-line-rapid-transit.html

Charles River - Harvard Square:  Corrections to Green Line A Harvard Station Proposal:: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-harvard-square-to-green.html

Charles River, Comments:  Olympics, Green Line A; fraud in Cambridge, MA, USA City Hall”  http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-comments-olympics-green.html.

Charles River: Green Line A for Olympics, map with options: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-green-line-for-olympics.html

Charles River: Olympics Rapid Transit map reorganized; change Green Line B rapid transit stop name? http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit.html

Charles River: Olympics Rapid Transit: One Harvard Station site for consideration. http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit_18.html

Charles River: Olympics Rapid Transit: A Second Harvard Station site for consideration: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit_19.html

Wednesday, May 20, 2015

Charles River: More environmental fraud coming from Cambridge, MA, USA.

Charles River: More environmental fraud coming from Cambridge, MA, USA.

1. Introduction.
2. Councilor claims sainthood.
3. This “achievement.”


1. Introduction.

You can frequently tell when the City of Cambridge, MA, USA has done something environmentally reprehensible.

It starts praising itself for its environmental enlightenment, lying through omission about the vile achievement which it keeps as secret as possible.  This behavior is very much non stop, but there does seem to be a bit of an uptake after the latest atrocity.

Since Cambridge destroyed the excellent grove of trees at the entrance to the Cambridge Common, it has opened a propaganda show in City Hall lying that Cambridge and friends are saints on the Charles River.  The show, as presented in its prior stop, features the usual lies of omission plus meaningful lies of commission.  I analyzed this outrage on top of an outrage at http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-environmental-fraud.html.

A taste of the vileness of the situation can be seen in one exhibit:



2. Councilor claims sainthood.

Councilor Craig Kelley is, as usual,  joining the lies of sainthood team.  Kelley has claimed to be an environmentalist from the beginning.  He never mentions his, and the Cambridge pols’, secret definition of environmentalism.

The secret definition of “environmentalism” is that they are protecting that part of the environment which Cambridge is not destroying.

I am unaware of any environmental outrage passed by the Cambridge City Council during his tenure that did not have Kelley’s vote.

The outrages extend to the Monteiro outrage in which the Cambridge City Council clearly communicated its indifference to the City Manager’s destruction of the life of a black, Cape Verdean, female department head because she exercised her civil / women’s rights in a manner which disagreed with the City Manager.  Three levels of courts condemned the City Manager vehemently.  The Cambridge City Council not only did not fire him.  It named the Cambridge Police Station after him.

Monteiro is important because Monteiro makes it very clear that any person standing up to the Cambridge City Manager, including on environmental matters, opens that person up to the danger that retaliation / abuse can be inflicted without Cambridge City Council punishment of the City Manager.

“Reprehensible” said the trial court judge.  “Ample evidence of . . . outrageous misbehavior” said the appeals court panel.  More than triple penal damages on top of more than $1.1 million lifetime harm, said the jury.

Cambridge, MA, USA is a city in which the City Council has strongly communicated that it is dangerous to meaningfully stand up against Cambridge’s environmental destruction and heartless animal abuse.

After all, whose name is on the Cambridge Police Station!

3. This “achievement.”

Kelley did do a good job of keeping folks aware of the then coming destruction on the Cambridge Common, with the usual lie of omission.  He neglected to mention that he voted for the destruction.

Now, Kelley is “protecting” street trees.

The secret definition of street trees does not include the Cambridge Common on which the City Council just destroyed that excellent grove.

The secret definition of street trees does not include the Alewife Reservation in which the City Council has destroyed 3.4 acres of irreplaceable woodlands and is being put in a position for perhaps total destruction.  The City Council has frequently yelled at the other guy, private developers obeying municipally controlled zoning.  The condemnations never mention the zoning or the municipal responsibility through irresponsible zoning for the outrage the City Council lies that it objects to.

The secret definition of street trees does not include the Fresh Pond Reservation where Cambridge is aggressively destroying animal habitat as part of their installation of gardens.  Animal habitats are so unbeautiful.

The secret definition of street trees does not include the hundreds of trees being destroyed on the Charles River by chapter 286 of Massachusetts Acts of 2014.  The Cambridge City Council has a telling definition of “neutrality” on the Charles River.  The Cambridge City Council is “neutral” on the Charles River except when funding or fighting for destruction.  A more accurate description is a wink and a nod.

But Kelley aggressively insists he is an “environmentalist”.  Just do not expect him, or any of the nine other City Councilors running for election this year, to volunteer to you his / their secret definition of “environmentalism” or his / their real record.

Tuesday, May 19, 2015

Charles River: Olympics Rapid Transit: A Second Harvard Station site for consideration

Charles River: Olympics Rapid Transit: A Second Harvard Station site for consideration.

1. Proposed route.
2. Harvard Station S2 - photos of the current situation.
a. Northern end of lower busway.
b. Ground view, western end of busway.
c. Lower busway, western end.
d. Upper busway, western end.
e. Ground view, western end.
3. Harvard Station S2, analysis.
4. The prior reports.


1. Proposed route.

I have been doing a series on possible new rapid transit service for the Boston 2024 Olympics.  A major part of my interest is my appreciation that the Boston 2024 Olympics peope want to destroy the starvation wall Cambridge and friends have created at Magazine Beach as part of their heartless abuse of the 34 year resident gaggle of the Charles River White Geese, and their environmental destruction at the Magazine Beach playing fields.

Normal human beings are a refreshing change over the vileness which dominates politics with regard to  Cambridge, MA, USA and its accomplices in their environmental destruction and heartless animal abuse.



2. Harvard Station S2 - photos of the current situation.

This the second of three suggestions for the Harvard Station stop, the lower busway.  It is my preferred alternative..

a. Northern end of lower busway.

Here are the entrances from the man pedestrian plaza in Harvard Station.

There are two entrances from the main pedestrian plaza.

The stairwell to the right leads into the northern portion of the busway.  The ramp straight ahead leads further south, to the western portion of the busway.  The only entrance to the upper busway from the pedestrian plaza is the ramp to the left.


The view from the mezzanine shows how the fare machines block view of the lower busway from much of the station pedestrian area.  The upper busway is readily visible above it.


And here is a view looking straight into the stairwell into the northern end of the lower busway, with the fare machines visible to the right and the entrance to the Red Line subway platforms to the far right..



Here is the view from inside the lower busway, looking north.  The doors to the stairs to the pedestrian plaza are to the right.  The pedestrian waiting area it to the right, the bus highway to the left.  The busway does not have room for buses to pass each other.  The busway curves.



Looking in the opposite direction, the ramp entrance is at the left, and you see some passengers waiting.  The area in the above photo is not used for waiting for buses.  It is strictly used for dropping off passengers.  There is quite a bit of distance between waiting areas.


b. Ground view, western end of busway.

The curve can be seen on the below map of Harvard Square.  The station and Harvard Square proper are in the upper right corner.  On the map, the ground level entrance is marked with the T.  The underground curve you are looking at is to the left of the T and across the street.  The busway goes around the buildings you see on this map.  The western portion of the busway runs under the sidewalk to the left on the map, past Palmer Street, the first side street, and to the Brattle Street side street, the second side street.  The busway is under the sidewalk of what is the first block of Brattle Street.  On the map, S2 indicates this as the location of the S2 station proposal.


Backing away from Harvard Square, proper, here are ground level views on the first block of Brattle Street, above the busways.  The third photo shows the beginning of the ground level pedestrian plaza at the turn of Brattle Street, from the first block to the Brattle Street side street.  This is called Brattle Square.




c. Lower busway, western end.

This photo is from the far western end of the lower busway.  The curve to the right is the corner of the stairwell to the upper busway on the western end of the lower busway.


This is the stairwell.


d. Upper busway, western end.

This is the upper busway from the top of that staircase.  Notice that the pedestrian area is wider.


This is the upper end of the stairwell.



To the left is the stairwell.  Straight ahead is the stairwell from the upper busway to Brattle Square.


The openings at the end of the above photo are show from the other side, to the right in this shot.  At the end of this corridor is the elevator from the ground level at Brattle Square, the point where Brattle Street turns.  The elevator does not go to the lower busway, just to the upper busway.


The elevator was installed after the rebuilding of Harvard Station, probably because of changes in the ADA (Americans with Disabilities Act?).  The slope to the upper busway is sharper than the slope to the lower busway.  The lower busway complies with the new requirements.  The upper did not until the elevator was installed.

Here is the look back into the upper busway from the side tunnel.


Here is the view of the western staircase from the busway proper, pretty much a reverse view of the previous.


e. Ground view, western end.

This view is taken very close to the corner of the first block of Brattle Street and the Brattle Street sidestreet.

The grey structure with T’s on it is the elevator to the upper busway.  The opening behind it showing a little bit of red is the staircase to the upper busway.


Here is a view from a slightly different angle.  The Red Line marking on the stairwell is clearer.


Here is a view of the side street and that part of the plaza.


Across the Brattle Street side street is the beginning of Eliot Street.  This would be the beginning of the S3 alternative, if used.


3. Harvard Station S2, analysis.

I have shown you this level of detail to show you the areas which need work as well as the lower busway, station S2.

The tunnel to the former rail yards at Memorial Drive is on the far side of the wall shown in the photos of the lower busway.


It seems likely that the stairwell between the lower and upper busway interrupts the tunnel.  That would require the stair well to be removed.

It seems reasonable to continue the staircase from the ground to the upper level straight ahead to the lower busway.  It might be necessary to make the stairwell less wide.  That would be reasonable since most of the people walking down the stairway would be going to the upper busway or, through it, to the main pedestrian plaza and the red line.

When reaching the lower busway level, it would be simple to install fair machines at the near end and at the end toward the pedestrian plaza, and to build an open fence toward the busway.  If more space is needed for access to the green line trains, the fare machines could be installed at the upper busway end of the stairs.

Passengers using the staircase to access the lower busway would have to walk through the upper busway and down its ramp, but the waiting area would be moved to the foot of the upper busway ramp anyway.



I do not know how deep or the nature of the foundations of the elevator go.  Hopefully, they do not interfere with the tunnel.  If they do, the simplest solution would be to rebuild or resupport the elevator.

Moving the elevator would certainly be possible, probably to the plaza at the beginning of Eliot Street, across the Brattle Street side street.  Moving would definitely complicate access for the handicapped.

Putting the Green Line terminus at this location would force passengers picking up buses at this level into the area next to the pedestrian concourse.



There is quite a bit of room there, much less than the lower busway currently has, but still quite a bit of room.

A key decision for those making the decisions is which makes more sense between S1, terminus at the pedestrian plaza or S2, at the lower busway.

The adjustments for the stairwell and the western elevator would have to be made in either instance.

Using the S1 alternative, you have the additional cost of moving the main elevator.  You also are rearranging the station to use space more efficiently without really cramping things, which would be necessary for S2.

I have been thinking these things over and thinking these things over.  I would think that the decision would be to save the money needed for moving the main elevator, but there is a lot to be said for the more efficient rearrangement in S1.

You tell me.

4. The prior reports.

General analysis:  http://charlesriverwhitegeeseblog.blogspot.com/2015/04/charles-river-new-green-line-ideal-for.html.

BU Bridge end of Green Line A:  http://charlesriverwhitegeeseblog.blogspot.com/2015/04/charles-river-green-line-boston.html

Charles River: Green Line A Rapid Transit for Olympics — Harvard Square: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-green-line-rapid-transit.html

Charles River - Harvard Square:  Corrections to Green Line A Harvard Station Proposal:: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-harvard-square-to-green.html

Charles River, Comments:  Olympics, Green Line A; fraud in Cambridge, MA, USA City Hall”  http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-comments-olympics-green.html.

Charles River: Green Line A for Olympics, map with options: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-green-line-for-olympics.html

Charles River: Olympics Rapid Transit map reorganized; change Green Line B rapid transit stop name? http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit.html

Charles River: Olympics Rapid Transit: One Harvard Station site for consideration. http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit_18.html

Monday, May 18, 2015

Charles River: Olympics Rapid Transit: One Harvard Station site for consideration.

1. Proposed route.
2. Harvard Station S1 - the pedestrian plaza.
a. Ground level.
b. Mezzanine.
c. Pedestrian plaza, general.
d. Pedestrian plaza, possible station.
3. Summary.
4. The prior reports.


1. Proposed route.

I have been doing a series on possible new rapid transit service for the Boston 2024 Olympics.  A major part of my interest is my appreciation that they want to destroy the starvation wall Cambridge and friends have created at Magazine Beach as part of their heartless abuse of the 34 year resident gaggle of the Charles River White Geese.

Normal human beings are a refreshing change over the vileness which dominates politics with regard to  Cambridge, MA, USA and its accomplices in their environmental destruction and heartless animal abuse.



2. Harvard Station S1 - the pedestrian plaza.

This is one of three suggestions for the Harvard Station stop.  My preferred alternative is S2, the lower busway.

a. Ground level.

Here are shots of the station at ground level taken from above the S2 / lower busway alternative.

In the first photo, the building at the far left is a Harvard University building physically located in Harvard Yard, separated from Harvard Square proper (which is what we are viewing) by an ornate fence.  The building to the left is "Out of Town News", a newspaper stand in business for many years.  In the very middle of the shot is an information booth.  To its right with red and white stripes extending at the top, is the entrance to Harvard Station.  Blocking the view of the entrance, colored blue, red and blue, is the structure holding the elevator to the station.



Here is the open plaza between / behind Out of Town News and the main entrance.  The new elevator would have to be located in this plaza.  A rough guess is that the second photo is at the location.





 The Main Entrance.


The is the current above ground entrance to the station elevator is to the right of the final shot.  It would have to be moved to make the option work.

b. Mezzanine.

Passengers go down a staircase or escalator to this mezzanine where they change direction and go down to the station level plaza.  The windows were designed for pass sales.  That function died out very quickly and is now fully automated.  In order to place the station at the pedestrian plaza level, a donut shop would have to be either moved forward or moved elsewhere.  The mezzanine is used for small businesses which would fit in well with coffee shop uses.

The lowered ceiling in the second photo is the edge of a grand support system which hold up the public streets and plaza above the station pedestrian plaza with minimal visible columns.  The elevator would have to go in the higher ceiling portion.  My guess is that it would be very close to the wall straight ahead where the shop currently is, with the donut shop to the right of the elevator.  The current shop could go under the supports, which would cost it some height, or go down on the main concourse.




The mezzanine was designed without elevator access.  The relocation would make this area handicap accessible.

Looking from the pedestrian plaza, the support for the public street is at the top of the photo, with the mezannine above the staircase and escalators. The relocated elevator would be located to the left of the left escalator under the mezannine.  This area includes the public restroom, which would have to be relocated, probably against the wall to the left.



c. Pedestrian plaza, general.

The main level plaza is truly excellent.  35 years after construction it is still excellent.

The view from the mezzanine.  Shows the upper busway straight ahead, with the lights.  Visible below it are automated fare selling machines.  Hidden by the ticket / pass vending machines is the lower busway.  The upper busway has a magnificent back lighted mural which has been hidden almost since the beginning.  The T will not pay for the electricity.

To the far left, barely visible is the donut shop,  To its right is the ramp to the upper busway.  Not really visible to its right is the ramp to the lower busway.  To the right of the photo and not visible are the ramps to the Red Line trains.  The photo is taken under the ceiling supports just a little distance from where the elevator would have to be.



Now, isn’t that escalator / staircase magnificent?



d. Pedestrian plaza, possible station.

Key to the concept of the entire Green Line spur linking the BU Bridge to Harvard Medical School to Harvard Station is the continued presence of a tunnel connecting the plaza most of the way to JFK Park.  That tunnel, with minimal work could be converted to handle Green Line trains.

My recollection is that the coffee shop was constructed in front of the tunnel.  Moving the coffee shop to the mezzanine or simply forward and to the right would free up the current coffee shop location for a passenger platform.

Toll access could be readily arranged on the left with the platform following the track sufficiently far to the right to grant full access to a three car street car train.

There should be room to go under the mezzanine.  Fare collection machines could easily be stretched across the area to the right of the bottom of the escalator.  Phones to the immediate right could be moved to the wall to the left of the left escalator.


Looking from below the mezzanine.  First is visible the donut shop, then the dark area after the donut shop is the elevator.  Straight ahead is the ramp to the upper busway, and to its right is the ramp to the lower busway.   The elevator is to the right of the phones visible above.

I should think the silver structure to the right is the side of the escalator.  The table to the left is probably about where the fare machines would be.  The train platform would be right where the coffee shop is.  The donut shop is really not very wide.  It would probably fit very nicely on the mezzanine.  If kept here, it could be moved outward and as close to the busway ramp as makes sense.

A wall or some sort of barrier clearly would be needed for fare control.  The big question is just how far would have to be separated to give full access to and from trolley trains.



Here is a closer view of the ramps.  The elevator is to the left.  The ramp to the upper busway is straight ahead, and to the lower busway is to the right.

This elevator would be in the middle of the platform.  If it is not moved, access to trains would be awkward, to put it mildly.  The phone bank could clearly be moved to the left of the escalator, which is a third possible location for a relocated coffee shop.  Access to the left would have to be rearranged to keep a public bathroom available.



I do not have exact dimensions needed to service the maximum length Green Line trolley.  One factor would be how far to the left you can go.  There seems to be storage or other support facilities under the mezzanine now.

I would think that car access would probably require rearrangement of the ramps.  It is helpful that the left ramp, to the upper busway is wider than the right ramp, to the lower busway.  This difference in dimensions gives the impression that the ramps were designed to allow use of the tunnel for an additional rapid transit line.

3. Summary.

I will go into the details of the lower busway use for a terminal in a later report.  There is quite a bit more room there for use, plus, of the three options, the lower busway clearly is, by far, the simplest alternative to create.

There has been limited construction associated with the busways that blocks a portion of the tunnel.  Cleaning up this should not be a major problem.

The much greater ease in use of the lower busway is the reason to prefer it.

4. The prior reports.

General analysis:  http://charlesriverwhitegeeseblog.blogspot.com/2015/04/charles-river-new-green-line-ideal-for.html.

BU Bridge end of Green Line A:  http://charlesriverwhitegeeseblog.blogspot.com/2015/04/charles-river-green-line-boston.html

Charles River: Green Line A Rapid Transit for Olympics — Harvard Square: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-green-line-rapid-transit.html

Charles River - Harvard Square:  Corrections to Green Line A Harvard Station Proposal:: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-harvard-square-to-green.html

Charles River, Comments:  Olympics, Green Line A; fraud in Cambridge, MA, USA City Hall”  http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-comments-olympics-green.html.

Charles River: Green Line A for Olympics, map with options: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-green-line-for-olympics.html

Charles River: Olympics Rapid Transit map reorganized; change Green Line B rapid transit stop name? http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit.html