Sunday, May 10, 2015

Charles River - Harvard Square:  Corrections to Green Line A Harvard Station Proposal

1. Introduction.
2. General.
3. Elaboration and correction to prior analysis, stations S1 and S2.
a. Harvard Station Lobby, station S1.
b. Lower busway, station S2.
4. Prior Reports.

1. Introduction.

This is the fourth report in a series on possible Rapid Transit support for the Boston 2024 Olympics, to help the Boston Allston neighborhood, and to receive repairs to Charles River damage inflicted by Cambridge, MA and its friends.

The main purpose of this report was to provide photos I took while investigating the Cambridge Common outrage.

I took quite a few, but my operation is based on my computer.  Things are going wrong with the computer.

I am going to pass on the corrections I have accumulated and try to figure out what is going on with my photo situation.

2. General.

Here are my main map showing most of the route of the possible Green Line A connector.  The map is superimposed on the plans of the central area which is Harvard’s probable relocation of its Medical School.  A detailed analysis of the area has been done by the Massachusetts Department of Transportation with regard to rearrangement of the Massachusetts Turnpike (I90) in the area.

Please refer to my first analysis for details.  The main map does not include the northern end of the idea, with stations at Harvard Business School / Stadium and at Harvard Square.  Much more details in the third analysis.

The Olympics proposal has hostile feelings among the Cambridge organization.  They are yelling “anti-environment” which could refer to the plans to outdo at least one of Cambridge’s and friends outrages on the Charles River.

These folks are joiners.  This tiny number of people could impact many organizations.  They have turned the local Sierra Club, in particular, into just another fake group praising environmentally destructive Cambridge City Councilors.

3. Elaboration and correction to prior analysis, stations S1 and S2.

I made two slip ups, at minimum, in my very detailed analysis of the possibilities in Harvard Station.

a. Harvard Station Lobby, station S1.

One understated the amount of work needed in the Harvard Station lobby.

The tunnel which has been unused since the 70s when the Red Line was extended to Alewife is separated from the main station by a non load bearing wall, and a coffee shop is in front of or in the tunnel.  I have suggested that the coffee shop be moved closer to the center of the lobby and in the direction of the bus tunnel ramps.  It could also be moved to the mezzanine of the starirwell to the station lobby from Harvard Square proper.

This area is shown as a dashed line ending at the letter T at the top right of that map.

The nearest bus tunnel ramp to the Green Line A tunnel goes up to the upper busway.  A further ramp goes down a short distance to the lower busway. The upper busway ramp is wider than the lower busway ramp.  That difference in dimensions is reminiscent of the situation in the JFK park toward which the Green Line A tunnel aims.

JFK Park has quite a few trees, but there are absolutely none in the area where work would be necessary for a rapid transit line.  That gives the impression that room was left for the rapid transit line.

The same applies to the ramps in Harvard Station.  The nearer ramp could be needed to be narrowed to give passenger access to a Green Line A terminus.  It is also possible that the ramp could have to be moved over into the lower ramp area.  The lower ramp is duplicative of a staircase which gives direct access.  Since it is duplicative of that staircase, there is a lot of flexibility in the rearrangement of the ramps should passenger access to a Green Line A terminus need to be built.

My attitude toward building the terminus in the lobby is affected by the need to move the main station elevator which is currently between the coffee shop and the ramps.

That would be quite a bit of work.  It would be possible on the opposite side of the stairwell, but the impact could be more than really is necessary.

b. Lower busway, station S2.

The busways run to the darkened plaza to the left of Harvard Square.  This is at a turn in Brattle Street.  The side street is Brattle Street.  The street next to the busway is next to Brattle Street.

There is an elevator at this corner to the upper, not the lower, busway.  This would not impact the Green Line A tunnel because it stops above the tunnel.  I have no knowledge as to the impact of the construction of that elevator on the Green Line A tunnel.

At the same location is a stairwell which gives pedestrian access to the upper busway tunnel and to the main Harvard Station lobby through the tunnel.

Access to the lower tunnel from the upper turns out to be by a separate stairwell of to the side though the Green Line A tunnel area.  That stairwell would have to be moved to provide direct access to the lower busway tunnel.  You would go down the stairs and keep on, after a break, keep on going.  Upper busway access would be provided next to the second level staircase.

Rearrangement of the staircases would take space out of the lower busway which would become split between bus and Green Line A access, station S2.  There are many examples of multiple buses using the same stops, at minimum.  This additional space should not be any big thing.

4. Prior Reports.

The prior reports are posted at:

General analysis:

BU Bridge end of Green Line A:

Harvard Square analysis, preliminary: