OK, yes, like I just said -- but to make it clearer -- absolutely nobody is proposing a tunnel with diesel ventilation. N-S Rail Link *requires* that the entire system be electrifed first, because *only* electric trains will be able to travel through it. Presumably with new rolling stock. So that must happen first. At the moment, one major focus of Boston's TransitMatters advocacy group is making sure the electrification happens. (Other focuses of theirs are getting clockface 15-minute service in inner areas and clockface 30-minute service in outer areas, and high platforms everywhere.)
Sure, once you've electrified the entire system, expand it by digging the N-S Rail Link, which will add underground through platforms and therefore massive capacity. Cheaper in the long run than adding more terminating-reversing platforms next to South Station, and more effective, and frees up more land for urban development. The N-S Rail Link becomes the *final* step in the electrification program. And to be clear, it has to be last, because only electric trains can run through it.
Waste of money. Electrify, *which we agree on*, and then spend the money on N-S Rail Link. The whole picture looks different once you've electrified the system (it looks like SEPTA). N-S Rail Link should be thought of as the next step after electrification. Electrify *first*.
I don’t fully agree.
Couple of points:
Of course you aren’t proposing a tunnel with diesel locomotives. No where did I say that if you read my post carefully. You wouldn’t have to electrify the entire system to have a NS link. You could simply have dual mode locomotives, much like NYP. Given that this is the future of NEC Amtrak power, it certainly could make sense.
I’m well aware of Transit matters as I started volunteering for the group not long ago, so you aren’t exactly presenting news to me. I do live in Boston you know, so these things are on my radar more than most.
Cost overruns on the NS Link will be huge. To suggest that it will be the cheaper of options is wistful thinking in my opinion
In general, I think you’re missing my point.
At the moment, money is coming but political will in Boston is not an infinite resource, especially with the lowering of i90 and the Allston interchange project. To propose and break ground on a project nearly as big, complex and expensive as the Big Dig, not even 20 years later, will run the tank of public will low.
I figure, with the 10 billion or so that is potentially in the pot for rail projects, electrify the system, and acquire new rolling stock. That alone will eat up enough money, and transform the T. Electrification won’t be such an emotionally taxing, eye soar project, and it will bring huge dividends in terms of ridership and usefulness.
we can agree to disagree about adding terminus platforms to SS.