Charles River: Olympics Rapid Transit: neighborhood station stops, alternate route.

Charles River: Olympics Rapid Transit: neighborhood station stops.


1. Introductory.
2. North Harvard and Cambridge Street.
3. North Harvard and Franklin Streets.
4. The alternate route.
5. Prior reports on Green Line A.
6. How you may assist.


1. Introductory.

This is the most recent in a series of reports on the possibility of a streetcar spur which could be commenced at the Massachusetts Bay Transportation Authorities Green Line B route on Commonwealth Avenue in Boston, starting at a point just west of the BU Bridge.  The concept would run close to a number of possible sites for the Olympics 2024 proposal.

My inducement in this proposal is appreciation for plans of the Olympics planners which would undo at least a little of the outrage inflicted on the Charles River by Cambridge and its accomplices.

The Massachusetts Department of Transportation has reaffirmed my affection for MassDOT, as well, with its recent rejection, again, of Cambridge's demand for passenger service on the Grand Junction railroad through Cambridge with environmental harm to the Charles River and its animals, to air in Cambridge, and to traffic in Cambridge.  MassDOT has repeatedly shown itself to be the adult in a room with the very destructive City of Cambridge and the dreaded DCR.

The street car spur would  run through the wasteland which contains the Brighton - Cambridge exit ramps from I90 (Mass. Pike) and which contains the remnants of an, until recently, vibrant rail yard.  This area is now owned by Harvard University with the very clear intent of moving the Harvard Medical School there sometime in the 21st Century if not later.  The area has some intended uses for the Olympics and, I should think, could contain many more.

The route would continue through the residential North Allston neighborhood past Harvard Stadium and Business School, and connect to the existing Harvard Station on the Heavy Rail Red Line rapid transit at one of three locations.

Here is my map of the concept.

My analysis has brought details of the preferred Green Line A in the Commonwealth Avenue end through the future Harvard Medical School area, and details at the Harvard Station end and how it would connect to the Charles River.

This report will bring the preferred alternative in the residential neighborhood.  The MassDOT presentations have stressed supposed values of two proposed commuter rail stations to the neighborhood.  These two stations would be in the neighborhood.

Here is the enlargement of the proposal showing the two stations and the alternative route which has been suggested.  I will first go into great detail as to the locations where I propose the new stations to be.  Then I will briefly analyze the alternative route.

All Green Line service will be operated two stories below ground.  This will comply with the normal mode of construction of the most recent underground stations.  This will reduce disturbance to residents because of the greater muffling of sound.  At the stations, the upper levels will provide more efficient management of passengers service.

2. North Harvard and Cambridge Street.

Here is a photo taken two blocks into the neighborhood on North Harvard Street.

The cars crossing the road at the far end of the area are on Cambridge Street.  The raised Massachusetts Turnpike (I90) is beyond those cars.  The trees beyond the cars block view of the Mass. Pike.

The last block before Cambridge Street, on the right, contains the yellow apartment building and a retail store on the corner.

Here is a view from the opposite side of North Harvard Street.  Here we see the gas station on the corner which occupies the first block on the left.

These are two photos of the location I propose for the North Harvard and Cambridge Street Station.  Visibility to the public would primarily be from headhouses above ground, with bus stops for access.

These photos show the apartments in the prior photos from the Cambridge Street view.

The Mass. Pike will be coming down and be moved away from Cambridge Street.

Here is a close up shot of the Mass. Pike side of Cambridge Street.  Headhouses would be right and left.

Here is one of the most recent reconstruction plans that I am aware of.  There is still a lot of discussion about specifics.  Nevertheless, the plans show the location of the many small residential properties in the area.

This plan calls for a second branch of Cambridge Street to be constructed between the current Cambridge Street and the relocated Massachusetts Turnpike.  North Harvard and Cambridge Street is the second marked intersection from the left.  In the above photo, the new connecting street would be located exactly where the middle stop light is.

The photos I started with were taken close to the intersection of Hooker and North Harvard Streets.

This area was devastated by the construction of the Mass. Pike.

Here are photos of the area of Cambridge Street around Cambridge and North Harvard, starting at the left on the plan and moving to the right.

I lived in the neighborhood during construction of the Mass. Pike east of this point.  My residence was after demolition and after building of the Mass. Pike to this point.  I assume both sides of Cambridge Street were similar.

There continues to be a very major residential neighborhood which includes significant structures still on Cambridge Street.

Here are photos of the nearby neighborhood.

3. North Harvard and Franklin Streets.

Repeating my station plan, this station would be the higher station on the left, the one closest to the left, marked Station 5.  As the crow flies, I lived about a block to the left of the number 5.

Here are photos of the area closest to Franklin and North Harvard.

Here are photos from the station site toward construction going in by Harvard at the Intersection of North Harvard and Western.  This construction is the same density as Harvard Square.

I would suggest one head house on each side of the Franklin - North Harvard intersection, and two headhouses at North Harvard and Western, with a station name of Franklin Square

Here are further photos of the neighborhood.

The first photo is of a building at Franklin Street and Raymond Street, the first street south and west of the intersection.  I lived in a row house on Mead Street, almost parallel to Franklin and the first street to the west.  We had a shared parking lot behind the buildings on the west side of Franklin Street.

4. The alternate route.

The map of the proposed route again.

And, once again, the plan above of the reconstruction of the Mass. Pike.

The dark blue street coming out of the middle of the top of plan is Harvard’s proposed new street, Stadium Way.

Stops would be at Stadium Way and Cambridge Street, and Stadium Way and Western Avenue.

If the route looped around and behind Harvard Stadium, there would be a stop at North Harvard and Stadium Way.  I would prefer, if this route were chosen to swing under North Harvard instead and use the stop at “Harvard Way” and North Harvard which would be central for both Harvard Business School and Harvard Stadium.

Construction would be under Stadium Way except that the eastern portion would have to be raised over the reconstructed Mass. Pike.  Maybe it would be possible to bring the Green Line route underground between East Drive Connector and Stadium Way connector.  Otherwise, it would have to be done north of Cambridge Street with an elevated station over Cambridge Street.

I do not like the alternate route.  It would be less expensive than cut and cover under North Harvard Street, but:

a. The location would be severely less valuable to the neighborhood and peripheral to the neighborhood.  North Harvard Street, by contrast, would be very convenient to the neighborhood.

b. That station over Cambridge Street would be highly intrusive.


5. Prior reports on Green Line A.

● 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

● Charles River: Olympics Rapid Transit: A third possible Harvard Station, access from JFK Park: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit_25.html

● Charles River: Green Line A, Olympics - Changes in Harvard Station (June 17, 2015): http://charlesriverwhitegeeseblog.blogspot.com/2015/06/charles-river-green-line-olympics.html

● Charles River: Olympics Rapid Transit: crossing the Charles, Technical Considerations in Serving Passengers, Business School / Stadium stop:  http://charlesriverwhitegeeseblog.blogspot.com/2015/07/charles-river-olympics-rapid-transit.html

6. How you may assist.

We have a facebook page named for the Charles River White Geese.  If you would be so kind as to friend the Charles River White Geese on facebook, you are clearly standing up for Earth against some truly vile destroyers lying that they are environmental saints.

All posts on the Charles River White Geese page are condensations of these blog posts with links to the actual post.  By friending, you will be informed of new blog posts by being told of the new facebook posts.

If you wish to do more, there is a link at the top of this blog to a number of suggested actions, along with a button to push if you would like to contribute financing to be used to publicize the problems.  Publicizing the truth is the soundest response to a media monopoly by a massive organization which does a lot of lying, and is aggressively destructive.  The key destroyers are extremely endangered by the truth.  They stay in power by lying about which side they are on.

The short part of this is friend, work and contribute.  The author may be contacted at boblat@yahoo.com.

Additionally, there are neutral parties such as the Governor of Massachusetts who stand to make major political benefit from standing up to the massive waste of funds and resources targeting the Charles River and its animals and environment. The destructive actors, of course, lying, nonstop, about their own sainthood.

Charles River: Destroyers, “Restoration” and Lies

1. One core of the Destructive Governments of Cambridge and the dreaded “DCR” is redefinition so that reality is obscured by fake definitions.
2. The local fake group on the Charles River is calling for “restoration.”
3. Any Questions?
4. Photos.

1. One core of the Destructive Governments of Cambridge and the dreaded “DCR” is redefinition so that reality is obscured by fake definitions.

A.

In Cambridge, MA, USA, when you listen to the IN pols talking about “Environmentalism,” they do not tell you their secret definition of “environmentalism.”  Their secret definition of “Environmentalism” is protection of that part of the environment which Cambridge is not destroying this week.

B.

Cambridge, MA, is now subservient to the third in a line of regents who go by the name “City Manager.”

The first in the line, James Leo Sullivan was rehired in 1974.  He had been fired in the 1960's, along with the second in the line.

The second in the line has had the city’s police station named after him.  This honor was bestowed at about the same time as three levels of courts condemned number 2 for destroying the life of a Black Cape Verdian Woman department head for doing a horrible thing.

The horrible thing she did was to file a women’s rights complaint allegedly that women in Cambridge, particularly, her, were being discriminated against because they were women.

Nine city councilors, including self proclaimed women’s rights and minority rights activists, listened to the Courts calling #2's destruction of that woman’s life “reprehensible,” and worse.  So they named the police station after him.

James Leo was rehired shortly after popular activists prevented an Interstate from destroying Cambridge.

Buried in the current outrages is an off ramp from the Mass. Pike (I90) over the Grand Junction Rail Bridge to Kendall Square, very close to the route those activists prevented in the 1970's.

The City of Cambridge is truly fighting for restoration, restoration of the “Inner Belt” then numbered I95.

C.

James Leo Sullivan promised to create neighborhood associations.

The first such neighborhood association fought to destroy the best park in their Mid-Cambridge neighborhood, behind the Public Library.

In favor of saplings IN A DIFFERENT LOCATION.

20 years later, Cambridge destroyed the saplings, almost totally destroyed the saplings.

In Cambridge, a lot of groups favored by the city government call themselves “neighborhood associations” and similar lovely names.  And Cambridge does not recognize groups which call themselves “neighborhood associations” unless the groups are blessed by the City of Cambridge.

But the real definition of too many of these groups fits the qualities, most human being would association with “cheerleaders” for a reprehensible city government.

But then again, they have to be blessed by the reprehensible city government they are cheerleading for.

2. The local fake group on the Charles River is calling for “restoration.”

A.

Cambridge is showing what the secret definition of “restoration” means on its Cambridge Common.  It has destroyed the excellent grove at the entrance of the Cambridge Common facing Harvard Square.  Cambridge is bragging about all the saplings Cambridge is providing in a different location than the grove it has destroying, and does not mention the saplings are in a different location.

Cambridge also does not explain why it cannot plant those saplings without destroying the excellent grove.  That would be the behavior of a responsible city government.

B.

Cambridge has shown what it means by “trees” and “restoration” at Porter Station, not far from the Cambridge Common.  When Porter Station was built in the early eighties, a magnificent grove was planted on the plaza created with the station.

In the 2000's, Cambridge destroyed that magnificent grove.  “TOO THICK.”  What about all those saplings on the Cambridge Common in 20 years?

This is Cambridge’s idea of “restoration”.

C.

On the Charles River the fake group put the sanitized version of their plans for the Charles River up for a public meeting in January 2013.  The public meeting was in the process of rejecting the sanitized version.  So the fake group called for a vote in their next monthly meeting in February 2013.

The February 2013 meeting was conducted on April 23, 2013.  Decent people driven away by secrecy.  The fake group conducted  10 minute vote on a horribly complicated motion.  The horribly complicated motion was not meaningfully discussed and was kept secret until the ten minutes allotted.

The horribly complicated motion blessed all of the provisions kept secret in the January 2013.  The secret provisions were worse than the sanitized version which was rejected by the public meeting.  The horribly complicate motion was voted on without meaningful by a bunch of people who could care less because the unacceptable provisions were kept secret and people were driven away.

The fake group is now considering barring people who are interested in the neighborhood but who are not interested in the real purpose of the group, cheerleading and irresponsible city government.

This is “public participation” in Cambridge, MA.

If you are in favor of your neighborhood, it is required that you like cheerleading for a destructive city government and the dreaded DCR, and their friends.

D.

The local fake group clearly communicates the reality of its definition of “restoration” by what it prevents being discussed.

The local fake group prevents discussion of the $20 million State House money for destruction of hundreds of excellent trees between the Longfellow and BU Bridge.

The local fake group’s idea of “restoration” includes destruction of those hundreds of trees.

The local fake group prevents discussion of the poisons which were introduced on the Magazine Beach playing fields in the last ten years by Cambridge and the dreaded DCR.  The local fake group’s corrupt vote rammed through expansion of the poisons to the top of the neighboring hill and to the wetlands behind the swimming pool.

Existence of poisons is kept secret.  Expansion of poisons is kept secret.

And the fake roup fights for expansion of the poisons by suppressing discussion of poisons.  After all, expansion of poisons was blessed by the corrupt vote.

So the fake group fights for more poisons by suppressing discussion of poisons.


E.

The local fake group fights for the continuation of the 14 foot high introduced wall of vegetation put in the by Cambridge and the dreaded DCR.  This was done in secret and is being kept going in secret.

No place else on the Charles River Basin has such a wall of bushes blocking off the shore.

But it has value: it starves the 34 year resident Charles River White Geese.

It furthers the goal of the dreaded DCR of killing off or driving away all resident animals.

There used to be plenty of animals residing on the Charles.

But the fake group wants “restoration.”  And their definition of restoration includes opposition of restoration


The fake groups call for swimming in the Charles River.

And walling off the Charles River by a bizarre wall of introduced 14 foot high bushes prevents swimming.

So the fake groups have a secret definition of “swimming.”  Their secret definition is that swimming does not include swimming.


The building of a fence blocking off the area to which the Charles River White Geese have been confined without food from the adjacent wild area is proposed as part of Cambridge’s bike highway on the Grand Junction.  That fence and related destruction, of course in the starvation ghetto is never mentioned

DCR plans to destroy all but one of the trees in that wild area are never mentioned and are part of the things that are prohibited for destruction.

This secrecy is part of the fake groups’ definition of open government.


And, oh year, the third City Manager of the City Manager regency supervised the destruction which the fake group is fighting to expands in the name of restoration.

3. Any Questions?

Be certain that the fake groups will bar responsible questions.  Honest and sensible questions are prohibited under their definition of responsible government and responsible cheerleaders (or what was the name they call themselves)?

4. Photos.

Sorry.  I just think that text and text can be of value after my photo laden reports.

Lots of (33) photos can be seen at http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-more-money-for.html/

Charles River: Cambridge Common destruction almost bragged about.

Charles River: Cambridge Common destruction almost bragged about.

1. Context.
2. City of Cambridge ALMOST Brags about destroying the Cambridge Common.


1. Context.

The vile situation in Cambridge, MA, and on the Charles River is based on lies of omission plus lies which are more blatant.

This is a key factor in how a truly vile city government stays in control in a city which wants to be progressive.

I have reported on Cambridge destroying the excellent grove at the entrance to the Cambridge Common as part of

Here are before and after photos of the Cambridge Common.

Here is a report from me providing more detail, and 33 photos, on recent and ongoing outrages this vile government is part of:  http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-more-money-for.html.


2. City of Cambridge ALMOST Brags about destroying the Cambridge Common.

Cambridge is now bragging about the Cambridge Common project, but not about the destruction.

They are bragging about a new bike highway constructed on the far side of the adjoining Flagstaff Park.

And they casually mention all the saplings they are planting as part of the project.

No mention of the outrageous and completely typical destruction.

The people who are important are happy — the contractors who are being paid for outrageous destruction, the contractors who are being paid for planting saplings which do not justify outrageous destruction.

But the inside pols and their fake groups will brag about how great they are being on the Cambridge Common.

Just look at the bike path and the saplings.

Do not look at what they tell you not to look at by not mentioning the outrage.

A truly vile city government.

Truly vile and business as usual con games.

Charles River: Olympics Rapid Transit: crossing the Charles, Technical Considerations in Serving Passengers, Business School / Stadium stop.

Charles River: Olympics Rapid Transit: crossing the Charles, Technical Considerations in Serving Passengers, Business School / Stadium stop.


1. Introductory.
2. Basic concept, crossing the Charles River, Technical Considerations in Serving Passengers,, Business School / Stadium stop.
a. General.
b. Allowances for more than one Green Line A train at a time.
c. Cut-and-cover.
d. Alternate routes.
e. Deep Bore.
f. The neighborhood stations.
3. Prior reports on Green Line A.


1. Introductory.

This is the most recent in a series of reports on the possibility of a streetcar spur which could be commenced at the Massachusetts Bay Transportation Authorities Green Line B route on Commonwealth Avenue in Boston, starting at a point just west of the BU Bridge.  The concept would run close to a number of possible sites for the Olympics 2024 proposal.

My inducement in this proposal is appreciation for plans of the Olympics planners which would undo at least a little of the outrage inflicted on the Charles River by Cambridge and its accomplices.

The Massachusetts Department of Transportation has reaffirmed my affection for MassDOT, as well, with its recent rejection, again, of Cambridge's demand for passenger service on the Grand Junction railroad through Cambridge with environmental harm to the Charles River and its animals, to air in Cambridge, and to traffic in Cambridge.

The street car spur would  run through the wasteland which contains the Brighton - Cambridge exit ramps from I90 (Mass. Pike) and which contains the remnants of an, until recently, vibrant rail yard.  This area is now owned by Harvard University with the very clear intent of moving the Harvard Medical School there sometime in the 21st Century if not later.  The area has some intended uses for the Olympics and, I should think, could contain many more.

The route would continue through the residential North Allston neighborhood past Harvard Stadium and Business School, and connect to the existing Harvard Station on the Heavy Rail Red Line rapid transit at one of three locations.

Here is my map of the concept.

I stated in my report of June 17, 2015, cited at the very end of my prior reports list below, that there are changes pending in the Harvard Station area of which I do not have the details.

In my June 17, 2015 report, I gave you a copy of my communication to MassDOT trying to determine the exact nature of the pending changes.  I must assume, given the lack of response, that the changes do not impact the Green Line A analysis.

My analysis has brought details of the preferred Green Line A in the Commonwealth Avenue end through the future Harvard Medical School area, and details at the Harvard Station end and how it would connect to the Charles River.

This report will bring the preferred alternative back to Harvard Stadium / Harvard Business School.


2. Basic concept, crossing the Charles River, Business School / Stadium stop.

a. General.

Here is a blow up of the area in question from the above map.

Here is the area of the Charles River which would have to be crossed, from the Cambridge side.

I would anticipate that construction would be accomplished at a distance below the surface through a technique called “deep bore”.  This is the technique which was used in the extension of the Red Line beyond Harvard Station in the late 70s.  Basically, you dig and dig and dig until you get to a point where you can safely proceed below the surface without disrupting the surface.

The traditional alternative, cut-and-cover, would be environmentally destructive.

JFK Park is at the northwest corner of the Memorial Drive / JFK Street / Anderson Bridge intersection.

Here is a photo of the intersection taken from the river side west of the Anderson Bridge.  The bushes and trees to the left are part of JFK Park.

Here is a view of the portion of JFK Park which would have to be used for construction associated with the Green Line.  The absence of trees in JFK Park where work would have to be done leaves me with the very strong opinion that JFK Park is designed to facilitate exactly the rapid transit construction we are discussing.

The photo is taken from the river side of Memorial Drive.  Please review my second prior report for photos of where the construction would go, demonstrating that it could be accomplished without destroying any of the excellent trees on either side of Memorial Drive.

The two structures visible are, on the left, the Charles Hotel, and, on the right, the JFK School of Government of Harvard University.

In front of the two structures can be seen hedges.  These are the edges of a plaza which would have to be dug up during work.

Between the two buildings is the pathway connecting JFK Park to Harvard Square proper.  Once again, many photos in the second prior report.

The tunnel from Harvard Station to the former Red Line rail yard in this location is still in place.  It ends about halfway between Eliot Street (on the northern end) and the JFK Park.

Whichever type of construction is used, it will clearly be necessary to work in JFK Park.  Access from a courtyard in the middle of the JFK School will greatly simplify work.

The JFK Park end of the pathway would have to be dug up.

b. Allowances for more than one Green Line A train at a time.

A portion of the JFK Park would have to be wide enough to allow more than one train to wait while one train (or perhaps two) go into Harvard Station, drop off passengers, and pick up passengers.

Two trains might be possible at one time at the Harvard Station end depending on just how much of the Red Line tunnel is usable between the Green Line station at Harvard and the current Red Line tracks.  One train could drop its incoming passengers and move forward into the unused portion of the tunnel.  The second train could come along behind it, drop passengers and immediately pick up passengers.  Then the first train could do the pick up.

The second train, first to pick up, would operate on an express basis, stopping at a limited number of stations, with the second to pick up servicing all stations.

This possibility would be more viable based on use of the busway for the terminal, or a longer terminal visibly capable of holding two trains could be done, combining the plaza terminal with the busway terminal.  Track area viable for use of the portion of track toward the Red Line will determine the flexibility possible.

Whether this technique is possible or not, the double track Green Line A would, of necessity end under the JFK Park because the tunnel into Harvard Station can only handle one track.  At the point where you go from two tracks to one, it would be advisable to have room for more than one train to layover, waiting for trains to be emptied and filled at Harvard Station.

If the double train drop at Harvard Station is possible, that could greatly speed up the operations.

Here is an enlargement of the three suggested Green Line A station possibilities for a terminus at Harvard Station.  Double loading could combine Alternatives S1 and S2.

c. Cut-and-cover.

Cut-and-cover construction is exactly that.  The earth would be removed to such a level that you would be able to continue the existing tunnel underground and under the Charles River.

Here is the photo of the existing situation taken from the JFK School yard.  The wall supporting the connecting path runs left to right across most of the photo.  There is a wide line about half way up the wall which runs across the entire view of the wall.  To the right is a second line above the wide line.  That second line is the top of the still existing tunnel.

As shown in the last report, cut and cover would have to be used initially whether or not ultimate work under the Charles River is done that way or deep bore.

If cut and cover is chosen as the crossing method, construction would start at the end of the existing tunnel and proceed at the depth determined appropriate from there and under JFK Park and the Charles River.  This would involve disruption of Memorial Drive on the Cambridge side and Soldiers Field Road on the Boston side.

Once again, here is the likely crossing route, shot taken closer to the Charles River.

It would be necessary to build dikes holding back the Charles River first from one side and then from the other.

In the photo, the Anderson Bridge is on the left.

To the right of straight ahead is the Harvard Stadium complex.  Straight ahead and to left is the Harvard Business School.

Here is a view of the Boston side of the Charles River facing west.  Soldiers Field Road is on the left.

Here is the extension of the Anderson Bridge on the Boston side, North Harvard Street.  The road to the right is the east bound off ramp of Soldiers Field Road to North Harvard Street / Anderson Bridge.

Here are the grounds of Harvard Stadium facing the Charles River.

Cut-and-cover across the Charles would likely have to end west of the Anderson Bridge at such a distance that the existing Soldiers Field Road / North Harvard Street / Anderson Bridge ramp structure is not impacted.  That means that it would be necessary to build in this last area next to Harvard Stadium, and make the turn onto and under North Harvard Street.

Here are two further views of the Harvard Stadium grounds which would have to be used.

And proceeding under North Harvard Street as shown in the next few photos.

First the Stadium side.

Now showing the Business School Side

The ideal location for a stadium / business school station is the last site.  Here is the enlarged map, again.

The station should be at the intersection of North Harvard Street and “Harvard Way.”

d. Alternate routes.

The map shows a great amount of alternate route analyses (broken red lines).  Alternate routes are described in a lot of detail in the first report of this series.  I have photos.  I really do not know if the alternate routes are worth a report.  Probably the most important value in the Harvard Square alternatives is the possibility of another station at Memorial Drive and JFK Street / Anderson Bridge.

I provided a photo of that intersection above.  Here is another shot, this time from the Anderson Bridge.

The building to the right is a Harvard dormitory.  To the left is JFK Park.

I just do not consider the added station worth it.

The alternate route with the most possible value is just below the map, following Harvard’s proposed new road, Stadium Way.  The reality of that route is that, while it certainly would be less expensive and less disruptive than North Harvard Street, that route would turn the proposal from one with very real community value to a proposal with much less community value.

Those two stops in the neighborhood are major.  That concept is one of the few ideas concerning the Olympics or the Mass. Pike (I90) rebuilding which put a light in the eye of Allston residents.

e. Deep Bore.

Same route, but straighter and deeper, with access from the JFK Park end of the walkway connecting to Harvard Square.  Harm to the environment will vary with the distance needed to get down deep enough to avoid disruption of the surface.

I would think that the same station location would be viable.

Here are several photos of the lawn south of the Harvard Business School.

The last area, and Harvard Stadium, are intended Olympics sites.

Harvard already intends to replace part of this lawn with the connecting road it calls Stadium Way.  Stadium Way would be the focus of the principal alternate route mentioned in the map.  It would wrap around the back and side of a former building which contained WGBH radio and television stations, going to Western Avenue.  It would then connect to Cambridge Street.

Deep bore construction requires access from two ends.  This lawn is the obvious other end.

I do not know how far under North Harvard Street would be necessary for deep bore before reverting to cut-and-cover.

Exact distance needed to get proper depth on either end will determine how far the deep bore preparatory construction needs to go in each direction.  Since the tunnel is starting two stories below ground, it is a good distance below the surface from the beginning at Harvard Square.  That distance under ground also makes sense in the neighborhood in order to get entrances properly aligned with the tunnel.  And the deeper tunnel would also minimize noise for neighbors.

Further limits would, of necessity, be determined by properly supervised engineering staff.

Hopefully, on the Harvard Square end, that further extreme will be no further than the southern edge of Eliot Street.  On the Allston end, I would hope that the intersection of North Harvard and Western, including the gas station, would be the limit.  In each case, only as far as necessary and no further.

f. The neighborhood stations.

I will provide analysis of the neighborhood stations in the future.  I find deep bore highly unlikely in this part of Green Line A.  Deep bore is more expensive than cut-and-cover.  Deep bore makes sense to prevent harm to the Charles, but the Charles is a special situation.

The reality is that a Green Line A under North Harvard Street would be so extremely popular in the neighborhood that the neighborhood would be pleased to put up with the inconvenience of construction.  The folks in the construction zone will demand proper respect for their normal sleep periods.  Responsible replacement of on street parking should be possible with temporary loss of existing open space but without harm to trees.


3. Prior reports on Green Line A.

● 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

● Charles River: Olympics Rapid Transit: A third possible Harvard Station, access from JFK Park: http://charlesriverwhitegeeseblog.blogspot.com/2015/05/charles-river-olympics-rapid-transit_25.html

● Charles River: Green Line A, Olympics - Changes in Harvard Station (June 17, 2015): http://charlesriverwhitegeeseblog.blogspot.com/2015/06/charles-river-green-line-olympics.html