MassDOT mulls linking Chelsea and South Station with Silver

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Re: MassDOT mulls linking Chelsea and South Station with Sil

Postby boblothrope » Thu May 09, 2013 1:47 pm

F-line to Dudley via Park wrote:Go to North Cambridge carhouse when they've got the garage doors open and one of the TT's opened up and you'll see a dirt simple traction motor in the back and little more. Really weird seeing the hood popped open on something that looks like a bus, and the space where the bus guts are supposed to be being...nearly empty.


Then what's in the huge box on the roof of the trackless trolleys? That doesn't exist on the low-floor diesel buses.
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Re: MassDOT mulls linking Chelsea and South Station with Sil

Postby MBTA3247 » Thu May 09, 2013 5:59 pm

boblothrope wrote:
F-line to Dudley via Park wrote:Go to North Cambridge carhouse when they've got the garage doors open and one of the TT's opened up and you'll see a dirt simple traction motor in the back and little more. Really weird seeing the hood popped open on something that looks like a bus, and the space where the bus guts are supposed to be being...nearly empty.


Then what's in the huge box on the roof of the trackless trolleys? That doesn't exist on the low-floor diesel buses.

Part of that is the HVAC system, the rest is electrical components (like resistor grids) that would have been under the floor on earlier TTs.
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Re: MassDOT mulls linking Chelsea and South Station with Sil

Postby trainhq » Fri May 24, 2013 1:00 pm

Yeah, we studied this as part of Urban Ring around 10 years ago. What made it such a good idea was the
existence of the old abandoned, still useable rail corridor from Chelsea station to the Chelsea bridge,
and also to the East Boston Greenway, including bridges; perfect for BRT. Note that if this got
built, it would, along with the Silver Line, be the eastern side of the Urban Ring. By hooking
up at Chelsea station with CR, you would now have a North Shore airport and South Station
connector, a very useful addition.
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Re: MassDOT mulls linking Chelsea and South Station with Sil

Postby wicked » Fri May 24, 2013 7:06 pm

Would the Silver Line still loop around all the airport terminals? Seems like that would be a massive time drain for Boston-bound Chelsea commuters. They could just get a bus to Maverick and on the Blue Line.
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Re: MassDOT mulls linking Chelsea and South Station with Sil

Postby BostonUrbEx » Sat May 25, 2013 9:37 am

wicked wrote:Would the Silver Line still loop around all the airport terminals? Seems like that would be a massive time drain for Boston-bound Chelsea commuters. They could just get a bus to Maverick and on the Blue Line.


It may, it may not -- As I recall, it was discussed that either could happen. If I had to guess, it would be different from SL1 once you pass under the harbor, where it would proceed to Airport Station (but not the terminals), and then to the haul road/bypass road to the Chelsea St Bridge. Makes the most sense of the possible alternatives, and I presume it is the preferred alternative. Budget restrictions could dictate they use another alternative, though.
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Re: MassDOT mulls linking Chelsea and South Station with Sil

Postby Disney Guy » Sun May 26, 2013 8:24 am

There should be some concern about wear and tear on the dual modes being used in ordinary bus service. But applying some of the smaller bus rapid transit techniques will alleviate this.

1. Not having stops every two or three blocks.
2. Using nub stops, that is, the bus does not maneuver to the curb, putting more wear and tear on the steering, but rather passengers walk out (with or without a curb extension) to meet the bus. (The bus shelter can be placed in the space that for conventional bus operation the bus pulls into for a stop.

This way the dual modes should run longer between maintenance sessions and also we cut down on the possible times there are not enough of them for the tunnel service.

They are indeed like a PCC wearing a bus costume (the early ones almost literally PCC lookalikes except for the rubber tires). Right down to the way they trigger switches with power-thru or coast-thru rules. Go to North Cambridge carhouse when they've got the garage doors open and one of the TT's opened up and you'll see a dirt simple traction motor in the back and little more. Really weird seeing the hood popped open on something that looks like a bus, and the space where the bus guts are supposed to be being...nearly empty

Nitpicking.

Triggering the power/coast switches is not a unique PCC feature. Even the electrified horse cars could do it if said cars and said switches coexisted in the same era.

I suspect that all of the propulsion system components for a streetcar or a trackless trolley would occupy about the same amount of space as said components for a gasoline or diesel bus although much less space as said components for a steam locomotive. Obviously the resistance grids are installed in a well ventilated area such as on the roof so as to reduce fire hazards and so as to not to require a fan as the radiator for an internal combustion engine of any significant horsepower rating would.
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