Since it is also natural for readers to want to jump immediately to the details of any proposal, listed below are some of the specifications. This is not a complete list, but more than enough to engage your thinking and hopefully your interest. Don't let your eyes roll too far to the left or right, keep in mind that, even for the specs given here, brevity has been used, often foregoing explanations that would answer questions which are no doubt raised.
- 2 lines, operating primarily on Mass. Ave., Summer St. and Broadway, one proceeding into Somerville, turning around at Davis Square, and the other into Cambridge, turning around at Porter Square
- fares paid using smart-card technology with multiple card-interface boxes on each tram
- uni-directional trams, putting all doors on one side, doubling the active entry/exit capacity
- tram tracks embedded in concrete pathways at street grade, will need approximately 18" of depth, construction of which should require very little, if any, disturbance of utility/water/sewer lines
- tracks placed primarily along existing curb-sides, displacing most existing uses for those areas, which will in many cases be accommodated by other means, such as parking lots in the commercial/retail districts and loading and unloading zones established, as needed, at the head of each side street
- tram-ways will not interfere with vehicular movements at street intersections, can be used as clearance space for vehicular U-turns, curbside drop-offs/pick-ups, and other quick-use needs by private entities when trams are not present or observably approaching; stiff fines are levied for impeding a tram
- tram-ways can be used for pick-up/drop-off functions by MBTA buses (where continued) and by private or commercial vehicles transiting wheelchair bound persons, in a manner that minimizes delays in tram service
- electrical power provided by a single overhead line; electrical substations, placed at half mile intervals, will be low-profile
- tram stops fixed, with 3 or 4 per mile (half the number of an MBTA bus route)
- trams are low-floor, thus no 'platforms' will be needed for boarding or alighting, only minimal increases in sidewalk height at transit stops sufficient to accommodate handicapped patrons
- western ends of each line will branch, with half of the trams on a line servicing each of its branches, thus broadening the geographical area being served
- western ends of each line (branch) will be routed in a one-way loop, both to turn the uni-directional tram around and to further broaden the geographical area being served
- only one fare control area (station) will be utilized, in Arlington Center; a low-profile simple shed type structure, styled appropriate for the area; allows for swift boarding in a high activity location and for an ease of transferring between the tram lines (only stop served by both lines)
- three fixed location fare-card machines (for acquiring a fare-card/account and adding funds to a fare-card/account) will be utilized, one each at Arlington Center, Davis Square and Porter Square; future placements, if warranted, could be made at Park St./Mass. Ave. in Arlington Heights and at Lake St./Mass. Ave. in East Arlington
- trams will have one fare-card machine located near the tram operator
- fare based upon length of trip (service level)
- to facilitate quick loading and unloading at (and on-time departures from) Davis and Porter Squares, particularly in peak use periods, a unique 'round trip' and 'default' fare payment structure will be implemented, thus there will be no need for fare-card/fare-box interfaces to record boarding and departure points at those two stops; 'inbound/round-trip' fare calculations will use a passenger's boarding point and the default destination point for each line, that being its eastern terminus; passengers exiting a tram short of the line's eastern terminus will have their fare charge appropriately adjusted by recording their exit point, done by passing their fare card over a point-of-service fare-box
- point-of-service fare boxes for recording an exit point will be available at most stops (based on level of activity); for exit points without a fixed device, passengers can use a point-of-service fare-box located on the tram by the door adjacent to the tram operator (the only such box on the tram that can be used for recording exits)
- fare-boxes to record passenger boarding points are located by each door of the tram, where fare-cards should be used by each passenger boarding an inbound tram to record their boarding point (and if need be using the fare-card machine on board)
- fare system compliance is monitored by tram operators with the use of electronic devices (limited to only half of their service route, the inbound portion); electronic detectors at each door will attempt to provide an accurate count of boardings by door and cameras at each door will provide visual assistance; the number of card validations/recordings performed at each door will also be provided to be matched to the electronic and visual information of boardings; the boarding and fare information and the camera views are all displayed on the operator's console and the counts are reset to zero prior to each stop
Need is most likely the next subject that should be addressed. For many, the need may be very apparent, in which case you can fast forward in this presentation.
I'm not going to do an exhaustive
A uni-directional mode requires a means and space to turn the tram around. The expense of this extra track and space is frequently avoided with the use of a bi-directional tram, but the operational benefits of coaches with doors limited to one side far exceed the up front expense. And, the need to turn a tram about can, itself, become a benefit.
At Davis and Porter Squares a tight track loop will facilitate turning the trams for their return trips. On the western/northern ends each line be routed in a broad loop providing one way service. These loops will greatly increase the geographical area being served by each line.
Additionally, the western/northern portions of each line will be branched to create a total of four one-way loops. The branching of each line on this end serves both to further broaden the area being served by the the tram system and to provide a more appropriate level of frequency for the demand level which exists in this area. Thus, peak commute time hours will have 5 min. frequency on the main lines, with 10 min. frequency on the western/northern branches.
There will be no 'stations', other than a small one at Arlington Centre. Stops will use existing infrastructure, with minor modifications along existing sidewalks and installations where sidewalks are presently absent.