Long-term plans for the Mattapan Line include old trolleys - just not as old as the ones running now

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The T could resolve a lot of the concerns with the ADA compliant historic replica cars made in Pennsylvania. Did I read correctly that only four trolleys are needed at any given time to operate the Mattapan line? I believe there are ten (six spares) in the entire fleet. The way the T squanders money, purchasing ten of these would be short money for the problems solved.

Has there been any studies to extend the Red Line from Ashont to Mattapan, replacing the trolleys?

There are some challenges of course:

- At grade crossings at Central and Chapin would need to be eliminated or bridged (Chapin of course would need to be bridged)
- Not even sure if the ROW is wide enough for red line trains as the envelope would be wider than for the trolleys.
- would eliminate some stations, leaving as few as Mattapan and Lower Mills

As the person who created the Friends of the Mattapan High Speed Line group on Facebook I have been pleasantly surprised with how many folks have gotten involved in the vision for the line's future. Initially, I was floored and outraged that the T would simply just discontinue the line and think a glorified bus line would be a proper and adequate replacement.

The option of switching to Type Nines by 2030 has left me with some key questions:

The Type Nine fleet was initially ordered to provide service for the Green Line Extension. 24 cars were ordered as that was the forecast vehicle requirement for service beyond Lechmere. Now that GLX track is actually being laid... how does the MBTA balance the streetcar requirements of two services which lack any physical connection? Do you "adjust" {read: cutback} service on GLX to free up the cars for Mattapan? Reduce service on the High Speed Line so fewer cars are needed? {Note the greater capacity of a Type Nine versus a PCC. The MBTA could argue that longer headways -- even during rush hour -- would not necessarily equal more crowded conditions.}

The very option of assigning some Type Nines to Mattapan also hinges on the final design, order/manufacture and acceptance of the Type Ten fleet. What if the Type Tens end up being like the Type Eights?! {That is: shenanigans-riddled specs lead to their delivery and acceptance getting wicked delayed. The first Type Eight arrived in 1998... the final one was accepted in 2008. And only 95 of the 100 cars ordered were actually completed...}

What ought to be part of the Mattapan Line discussion is not only analysis and planning for its infrastructure needs, but also robust planning for its future as a transit service. I mainly use the line to go chill with friends from Adams Village to Mattapan {and go take in the scenery along the Neponset; or Simco's}. Something that many of them have shared is A} how quick and convenient the trolley is and B} how poorly coordinated with other T service it can be. What does it take to have the Mattapan Trolley see an average of 10,000 weekday riders? 5,000 on an average Saturday? 2,500 on an average Sunday? Better coordination with local bus routes at Mattapan and Ashmont might help... but maybe that's just me...

Is one of the most scenic rides the T offers. Any plan to abandon that route for bus service would be truly sad.

RTD, the authority that runs the historic St. Charles Avenue streetcars, built its own replica cars for the newer Canal Street line. Perhaps they could build a dozen or so for Mattapan.