by octr202
A couple stations on that line are puzzling. Why Highlands wasn't made full high is the one that really boggles the mind. I know it's not the busiest stop, but they built some fairly substantial mini-highs there. Obviously it would have cost more to go full high, but that station could have been done without anything more than ramps down to ground level as you have the grade crossing for pedestrian traffic to cross - no need to expensive footrbridges, and plenty of space to work with. That "lack of forward thinking" bit again.
Strangely I never thought of moving Wakefield south of the current location, but that does make a lot of sense. They can sorta make six car trains work at Wakefield by sitting on both crossings (outbound the first double actually ends up on the Chestnut St crossing), but as you say it's far from ideal. Dwell times at Wakefield are way too long - part of the reason that the express (215) really doesn't save much if any time. All of it's time savings get eaten up with long dwell times at Wakefield, Reading, and Andover while people trundle out just a few doors onto low platforms. Moving north of Chestnut puts the platforms close to the bulk of the station parking, but you have the challenge of the steep (in places) slope down to street level along North Ave, and you abut houses on the other side of the ROW. UrbEx's south of Albion looks much better (no abutters save for a parking garage and lumber yard, and 500' more distance to the next crossing). Might even be able to design it without a pedestrian bridge, but it probably should have one for better pedestrian access due to the station's passenger volume.
It's a shame that on more lines the MBTA hasn't been proactive about tackling future limitations as other work is being done. Tearing up a station for work? Go ahead and put in full highs now, even if it'll be years before the other stations near it get done.
Strangely I never thought of moving Wakefield south of the current location, but that does make a lot of sense. They can sorta make six car trains work at Wakefield by sitting on both crossings (outbound the first double actually ends up on the Chestnut St crossing), but as you say it's far from ideal. Dwell times at Wakefield are way too long - part of the reason that the express (215) really doesn't save much if any time. All of it's time savings get eaten up with long dwell times at Wakefield, Reading, and Andover while people trundle out just a few doors onto low platforms. Moving north of Chestnut puts the platforms close to the bulk of the station parking, but you have the challenge of the steep (in places) slope down to street level along North Ave, and you abut houses on the other side of the ROW. UrbEx's south of Albion looks much better (no abutters save for a parking garage and lumber yard, and 500' more distance to the next crossing). Might even be able to design it without a pedestrian bridge, but it probably should have one for better pedestrian access due to the station's passenger volume.
It's a shame that on more lines the MBTA hasn't been proactive about tackling future limitations as other work is being done. Tearing up a station for work? Go ahead and put in full highs now, even if it'll be years before the other stations near it get done.
Wondering if I'll see the Western Route double-tracking finished before I retire...
Photo: Melbourne W7 No. 1019 on Route 78, Bridge & Church Streets, Richmond, Victoria. 10/21/2010
Photo: Melbourne W7 No. 1019 on Route 78, Bridge & Church Streets, Richmond, Victoria. 10/21/2010