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  • Pertaining to all railroading subjects, past and present, in New England
Pertaining to all railroading subjects, past and present, in New England

Moderators: MEC407, NHN503

  by BandA
 
The BRT + rail-trail study from 2011 that MaineCoonCat referenced https://www.mapc.org/wp-content/uploads ... report.pdf for a project that was obviously not going to be built, isn't as detailed as the study for power-line vault + rail-trail. But there were lots of interesting tidbits, plus it covers the full corridor not just Hudson & Sudbury.

A BRT + rail-trail is really just a paved road. Apparently there are 23 grade crossings (how is the rail-trail dealing with that?) They assumed a BRT line would not have traffic lights installed because ~$2.5M is too much, yet any new Commuter Rail crossing has to have signalized crossing, and any rail-trail crossing a road of any consequence would have a crosswalk signal. 23 grade crossings, 1 minute slowdown each --> +23 minutes delay, which is ridiculous. The other things that struck me as bizarre include that the ROW is narrowed by tree growth!! Obviously trees can/will be cut down for any project. Also narrow bridges are a constraint but if the bridge is totally missing that isn't a constraint.
  by MaineCoonCat
 
BandA wrote: Mon Aug 15, 2022 1:28 pm how is the rail-trail dealing with that?
That will be interesting in itself. The Peakham Road crossing was a bit unnerving when traveling eastbound as it is around a blind curve, in the days when the line was active. Unfamiliar motorists who didn't notice the round, yellow and black sign or the symbol painted on the roadway, occasionally were reminded as to what the term "panic stop" meant.

Google Earth photo. The grade crossing is about 50 metres/165 feet ahead, by the furthest visible utility pole.

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