Silver Line (MBTA)

MBTA Silver Line

MBTA Neoplan AN460LF CNG (left) and AN460LF dual mode trackless trolley (right) on Silver Line duty.
Parent Massachusetts Bay Transportation Authority
Founded 2002 (Washington Street)
2004 (Airport/Waterfront)
Headquarters 10 Park Plaza, Boston, MA 02116
Locale Boston, Massachusetts
Service type Bus rapid transit
Routes 4
Stations 13 (Washington St.)
9 (Airport/Waterfront)
Fleet 20 (Washington Street)
32 (Airport/Waterfront)
Daily ridership 14,709 (2005 Washington Street)[1] + 11,006 (2006 Waterfront)[2]
Operator MBTA
Chief executive Richard Davey
Web site MBTA Silver Line

The Silver Line is the only bus rapid transit (BRT) line currently operated by the Massachusetts Bay Transportation Authority (MBTA). It operates in two sections; the first runs from Dudley Square in Roxbury to downtown Boston, Massachusetts and South Station, mostly via Washington Street, with buses operating in reserved lanes. The second section runs from South Station to several points in South Boston and to Logan Airport in East Boston, partly in a dedicated bus tunnel and also on dedicated surface right-of-way. Riders can transfer between the sections at South Station; transfers there between SL1 and SL2 and the Red Line - but not SL4 - are within fare control.

Contents

Service routes

Waterfront: SL1 and SL2

Two Silver Line services operate in a dedicated tunnel from South Station to Boston World Trade Center, and then in a reserved surface right-of-way for another half-mile further east to Silver Line Way station, and then beyond there in mixed traffic:

During rush hours, a few additional buses turn around at Silver Line Way and head back into the tunnel to augment the service between South Station and Silver Line Way.

SL1 buses operate in a loop at Logan Airport and only serve the four Terminal buildings, at the "arrivals" level. The Silver Line stops are at the curb on the "downstream" end of each Terminal (in terms of traffic flow). Other free shuttle bus services connect the Terminals and other airport destinations, including the Airport station on the Blue Line, hotels, rental cars, and the water taxi. A system of moving walkways connects Terminals A and E, the Hilton Hotel and the central parking area. See the Logan Airport article for lists of which airlines serve each terminal.

SL1 and SL2 fares

Passengers travelling on SL1 and SL2 pay the standard MBTA subway fare: $1.70 when using a CharlieCard, $2.00 when using CharlieTickets or cash. Ticket vending machines that accept cash and credit cards are installed in the Logan Airport terminals and World Trade Center, Courthouse, and South Stations. A faregate-free and cost-free transfer to and from the Red Line is available at South Station for all SL1 and SL2 riders, but only CharlieCard users get free transfers to other bus lines and reduced fare on Express Bus. CharlieCard and CharlieTicket users, but not cash users also get a free transfer to SL4 service (at street level).

SL1 and SL2 equipment

The Neoplan USA AN460LF dual-mode 60 foot articulated buses on these services are powered by overhead electrical wires from South Station to Silver Line Way, to avoid generating internal combustion fumes in the tunnel, and continue on thereafter on diesel power, which is converted to electrical power to run the same electric motors used when running on overhead power. These buses provide higher capacity than standard 40 foot buses; both the rear and center wheels are powered by electric motors, which permits these buses to continue operation even through snow.

These buses are wheelchair ramp-equipped, using kneeling bus technology and a flip-out ramp. (See MBTA accessibility for more information.)

SL1 and SL2 station listing

Station [3] Routes Opened Transfers and notes
South Station SL1 and SL2 December 17, 2004 Red Line, Silver Line SL4, MBTA Commuter Rail, Amtrak, local and intercity buses
Courthouse SL1 and SL2 December 17, 2004 John Joseph Moakley United States Courthouse
World Trade Center SL1 and SL2 December 17, 2004 Boston Convention and Exhibition Center, seasonal ferry to Provincetown, Institute of Contemporary Art, Lenticular art on the lobby level of the station
Silver Line Way SL1 and SL2 December 17, 2004 Changeover between diesel and overhead electric power takes place here
Logan Airport Terminal A SL1 June 1, 2005 Massport and rental car shuttle buses; walkway to central parking and Hilton Hotel
Logan Airport Terminal B south SL1 June 1, 2005 See: Logan Airport for airlines and destinations at each terminal.
Logan Airport Terminal B north SL1 June 1, 2005
Logan Airport Terminal C SL1 June 1, 2005
Logan Airport Terminal E SL1 June 1, 2005 International arrivals, Hilton Hotel; next stop is Silver Line Way
306 Northern Avenue SL2
Northern Avenue & Harbor Street SL2 December 31, 2004
Northern Avenue & Tide Street SL2 December 31, 2004
21 Dry Dock Avenue SL2
25 Dry Dock Avenue SL2 December 31, 2004
88 Black Falcon Avenue SL2 December 31, 2004 Cruise ship terminal
Design Center SL2 December 31, 2004

Washington Street: SL4 and SL5

Two Silver Line services run between Dudley Square in Roxbury and downtown Boston along Washington Street in reserved bus lanes:

These two services share most of their route from Dudley Square to Chinatown; SL5 continues northward to Downtown Crossing and Boylston stations, whereas SL4 heads east on Essex Street to South Station.[4] Passengers can transfer to SL1 and SL2 buses at South Station; however, SL4 buses stop at a surface bus stop across the street from the station complex, whereas SL1 and SL2 buses stop at an underground stop within the station, so there is no direct transfer or capability for through service.

SL4 and SL5 fares

Passengers travelling on SL4 and SL5 pay the standard MBTA bus fare: $1.25 when using a CharlieCard, $1.50 when using a CharlieTicket or cash. At select stations, passengers can transfer from the Silver Line to the subway (Red, Green, and Orange Lines) for an additional 45 cents when using a CharlieCard. At these same stations, passengers may transfer from the subway to the Silver Line for free.[5]

SL4 and SL5 equipment

During the day, compressed natural gas (CNG) powered 60-foot Neoplan USA and New Flyer articulated buses are used on the SL4 and SL5 services for greater capacity than that provided by standard buses. At night, when the passenger load is less and the greater engine noise of the articulated buses is deemed more objectionable, standard (40-foot, non-articulated) CNG powered buses are used. During snowstorms, standard buses and sometimes a few articulated dual-mode buses from lines SL1 and SL2 (see above) are also used, because the articulated buses normally used on lines SL4 and SL5 have drivetrains only from the engine to the rear wheels, and therefore do not work well on slippery roads (this is especially true for the Neoplan USA articulated buses, which are pulled from service even in case of light snow). The reverse substition is not allowed: for safety reasons, CNG vehicles are not allowed into the SL1/SL2 tunnel.

As with SL1 and SL2, these buses are wheelchair ramp-equipped, using kneeling bus technology and a flip-out ramp. (See MBTA accessibility for more information.)

SL4 and SL5 station listing

Station Routes Transit Time[6] Opened Transfers and notes
Dudley Square SL4 and SL5 0 minutes July 20, 2002 1, 8, 14, 15, 19, 23, 25, 28, 41, 42, 44, 45, 47, 66, 170, and 171 bus lines
Melnea Cass Boulevard SL4 and SL5 July 20, 2002
Lenox Street SL4 and SL5 July 20, 2002
Massachusetts Avenue SL4 and SL5 July 20, 2002 1 and CT1 (Not the same as Massachusetts Avenue station on Orange Line, 1/2 mile northwest)
Worcester Square SL4 and SL5 Late 2002
Newton Street SL4 and SL5 July 20, 2002
Union Park Street SL4 and SL5 July 20, 2002
East Berkeley Street SL4 and SL5 10 to 12 minutes July 20, 2002
Herald Street SL4 and SL5 July 20, 2002
Tufts Medical Center SL4 and SL5 July 20, 2002 11, 43 and Orange Line
Chinatown SL4 and SL5 July 20, 2002 11 and Orange Line (inbound buses only)
Boylston SL5 July 20, 2002 43, 55 and Green Line (outbound buses only)
Downtown Crossing SL5 16 to 21 minutes July 20, 2002 Orange Line and Red Line at Downtown Crossing; Green Line at Park Street
South Station SL4 13 to 22 minutes Oct. 13, 2009 Silver Line SL1 (Logan Airport), SL2, Red Line, MBTA commuter rail, Amtrak, local and intercity buses

History

Subway and Streetcar proposals

In 1948 a state study, Surging Cities, made proposals for transportation in Boston. It had four proposals and the second part proposed that the Washington Street Elevated (operational, 1901-1987) elevated train line be replaced by a subway line for the length of Washington Street through Dudley Square to the line's terminus at Forest Hills. While $19,000,000 was initially budgeted, the subway part of the four proposals was shelved.[7][8] Prior to the Elevated's removal, area residents petitioned to retain the line until a promised light-rail vehicle line could be established.[9] Light-rail proposals generally envisioned extending the Green Line by reopening the southern part of the Tremont Street Tunnel (operational from 1897 to 1961) and extending surface light-rail trackage along Washington Street to Dudley Square.[10] After the line was scrapped in 1987, the MBTA withdrew its streetcar promise.[11]

The Silver Line

The collection of services currently branded under the Silver Line umbrella have varying origins. The first section opened, known as Silver Line Phase I, was the line along Washington Street currently referred to as SL5; it is the ultimate product of community demands for restoration of local service after the Washington Street Elevated portion of the Orange Line was demolished in 1987.[12] Proposals to build a new subway line under Washington Street or a new trolley line along Washington Street were deemed impractical, so the Orange Line was re-routed about 1/2 mile west onto the Southwest Corridor right-of-way, leaving many local residents without a rapid-transit option. Eventually, BRT was chosen to provide this service, and the MBTA feels it meets the needs of the communities affected by the Orange Line relocation. The line started running July 20, 2002, replacing service provided by the 49 bus (which had existed as a feeder route before 1987).

The tunneled section extending east of South Station, known as Silver Line Phase II, was constructed in conjunction with Boston's Big Dig and was originally referred to as the South Boston Piers Transitway. Tunnel sections were fabricated in a nearby, World War II–era dry dock and floated into place. Phase II opened on Friday, December 17, 2004, with the first route (Silver Line Waterfront, referred to within the MBTA as 746) running only to Silver Line Way, temporarily using new electric trolley buses borrowed from the trackless trolley routes that have their hub in Cambridge, as not enough dual-mode buses were available initially.

When dual-mode buses were placed in service on December 31, 2004, two routes, dubbed SL2 and SL3, began service. As still not enough dual-mode buses were available, some rush-hour service was provided by CNG buses, with transfers at Silver Line Way. Through service was suspended after January 5, 2005, and was not brought back until March 5, with all buses dual-mode starting on March 14. Beginning on March 26, late night and weekend trips ran combined, running both around the BMIP loop and to City Point. SL3 ran to City Point via the Boston Marine Industrial Park;[13] it ceased operation in 2008 due to insufficient ridership.[14]

SL1 service to Logan Airport began on an interim basis on January 2, 2005. CNG buses ran on a Sunday-only (4 pm–10 pm only) shuttle route between Silver Line Way and the airport terminals. The agreement with the Massachusetts Department of Environmental Protection had called for airport service by January, but the MBTA did not yet have enough dual-mode buses for full service.[15] Full-time SL1 service began on June 1, 2005.

For nearly five years after the opening of Silver Line Phase II, the two segments of the Silver Line were disconnected from one another. The MBTA wanted to connect the two via an underground tunnel, however the construction of this section, dubbed Silver Line Phase III, is no longer included in the region's long term plan due to funding concerns (see below for more details).

A partial solution that did not require a new tunnel opened on October 13, 2009, after fast-track construction using federal stimulus money. The new route, SL4, covers much of the same ground as the proposed Phase III in a dedicated bus lane on the surface that terminates across Atlantic Avenue from South Station, allowing a somewhat circuitous pedestrian transfer between Phase I and Phase II. When SL4 began operation, the existing Silver Line Washington Street service was rebranded SL5.

As of the day that SL4 began service, there were 29,670 Silver Line boardings per weekday: 14,709 on SL5, and 14,961 on SL1 & SL2.

Future development

Phase III

The proposed Phase III would connect the first two phases of the Silver Line via an underground busway from Boylston station on the Green Line to South Station, allowing a single-seat ride between the phases. Silver Line Phase III received a "not recommended" rating from the Federal Transit Administration,[16][17] which expressed skepticism that the T's operating cost estimates were reliable. Capital cost was estimated at $780 million at the time, but this price tag depended upon the route selected. Completion was estimated by 2013.

Four possible routings were debated,[18] but neighborhood opposition to the placement of portals, and to the use of BRT as a replacement for the Washington Street Elevated was problematic. In August, 2005, the MBTA put the Phase III project "on hold" in order to avoid a second such determination, and to build community consensus on a locally preferred routing.[16]

In February 2006, Massachusetts State Transportation Secretary John Cogliano proposed a much less expensive plan that would eliminate most of the tunneling, running the Silver Line on the surface via Kneeland Street to a new tunnel portal on Essex Street, near South Station. The estimated cost of this proposal was $94 million and it includes expansion of Silver Line service to Copley Square, Grove Hall, Mattapan, and Ashmont, connecting at the Fairmount commuter rail line.[19]

In March 2006, yet another plan was put forward, with support from most transportation leaders, including Cogliano. The plan was a fifth underground variation, calling for a mile-long tunnel with a portal at Charles Street and Tremont Street.[20] Environmental review and preliminary engineering were expected to be completed by the end of 2008.[21] A federal funding decision had been expected in 2010, with construction, if approved, starting in 2011 and ending in 2016.[18]

As of May 2009, the estimated price of the tunnel plan, dubbed the "Little Dig," had risen to $2.1 billion,[22] and the U.S. Federal Transit Administration (FTA) assigned it a Medium Low overall rating, making it ineligible to move into the final design phase for federal New Starts funding. The Boston Region Metropolitan Planning Organization removed Phase III from the list of recommended projects in its long range plan because of funding limitations. In April 2010, the Massachusetts Department of Transportation (MassDOT), concluding that it could not successfully compete for more than one New Starts grant, informed the FTA that MassDOT was no longer seeking New Starts money for Phase III, concentrating instead only on its proposed Green Line Extension. No further money is being spent on designing Phase III until some future funding becomes available, placing the project on indefinite hold.[23]

SL6

A study to extend the Silver Line to Chelsea is currently in the works. Early drafts show that between 240 and 620 trips per day systemwide could be added by 2020. Two of the three alternatives include the creation of a SL6 route.[24][25]

Other future BRT

A new BRT corridor was proposed in 2010 for the number 28 bus route which stretches from Mattapan Station to Ruggles Station. The new corridor would have included the installation of dedicated bus lanes, bus signal priority, and on-platform fare collection.[26] However, the application for federal stimulus funding was withdrawn due to local opposition.

BRT is also being considered as a means of implementing the Urban Ring Project to providing improved crosstown service, and to relieve crowding in the radial lines leading to the downtown subway stations.

Criticism

Detractors of Silver Line service insist that BRT is still a bus, not a high-speed transit line, and provides equivalent quality and speed to other buses. Community groups in the Roxbury and South End neighborhoods, along with the Sierra Club, have presented findings that support this argument, and maintain that a light-rail line would be both cheaper and more effective than BRT; furthermore, part of the tunnel required for this already exists.,[27][28] These groups sometimes refer to the Silver Line Phase I as the "#49 bus" (this being the bus line with an identical routing that the Silver Line replaced) and the "Silver Lie" (used because of allegations from advocacy groups that the MBTA reneged on a promise of real rapid transit). Furthermore, the necessity to link Roxbury and Logan is not well explicated in any MBTA document.

The Silver Line's SL1 route from the World Trade Center stop to the Ted Williams Tunnel is considered by critics to be unnecessarily convoluted. Despite the fact that the Silver Line's portal is less than 100 yards (91 m) from the eventual entry ramp to the Williams Tunnel, the line must cross D Street at grade and proceed to the Silver Line Way stop to change over from overhead electric to diesel. This requires a loop back towards downtown on several surface streets before it can enter the tunnel, adding several minutes to the ride. The inbound route makes a stop above ground at the entrance to the World Trade Center stop, proceeds to Silver Line Way, and then goes underground for a second stop at the World Trade Center. If the headway between buses is as close as seven minutes, it is faster for travelers in the rear bus to disembark at the above-ground WTC stop, walk down the stairs, and then board the bus that used to be in front of them than to remain on the bus they started on. For some time after the Big Dig ceiling collapse in 2006, the SL1 used a closer entrance ramp normally reserved for the Massachusetts State Police. However, use of this shortcut was stopped for safety reasons after the affected sections of roadway were reopened for Silver Line use.

References

  1. ^ Spring 2005 counts from CTPS, obtained by public information request from the MBTA.
  2. ^ Spring 2006 counts for typical weekday, obtained by public information request from tha MBTA.
  3. ^ Schedules & Maps: Subway: Silver Line. MBTA. Accessed 26 January 2010
  4. ^ PATRICK-MURRAY ADMINISTRATION, MAYOR MENINO LAUNCH SILVER LINE DIRECT CONNECT SERVICE TO SOUTH STATION. MBTA. Retrieved 22 April 2011.
  5. ^ Charlie Frequently Asked Questions (FAQ). MBTA. Accessed 22 April 2011.
  6. ^ Association for Public Transportation, Car-Free in Boston, A Guide for Locals and Visitors, 10th ed. (2003), p.117.
  7. ^ The City Record and Boston News-Letter, May 20, 2009, http://bostonhistory.typepad.com/notes_on_the_urban_condit/boston_maps/
  8. ^ Frank Cheney and Anthony Mitchell Sammarco, When Boston Rode the El, p. 9.
  9. ^ Frank Cheney and Anthony Mitchell Sammarco, When Boston Rode the El, p. 9.
  10. ^ world.nycsubway.org: MBTA Orange Line http://world.nycsubway.org/us/boston/orange.html
  11. ^ Frank Cheney and Anthony Mitchell Sammarco, When Boston Rode the El, p. 9.
  12. ^ "History of the Elevated Orange Line". Heart of the City Project, Center for Urban and Regional Policy, Northeastern University. http://ksgaccman.harvard.edu/hotc/DisplayPlace.asp?id=11701#HISTORY. Retrieved 12 May 2011. 
  13. ^ Ovenden, Mark (2003). Transit Maps of the World. New York: Penguin Books. p. 049 (Map #6). ISBN 978-0-14-311265-5. 
  14. ^ "MBTA reviewing bus routes as it considers service changes". The Boston Globe. September 14, 2008. http://www.boston.com/news/local/massachusetts/articles/2008/09/14/mbta_reviewing_bus_routes_as_it_considers_service_changes/. 
  15. ^ RTSPCC (2 January 2005). "Silver Line Sunday Airport service". ne.transportation. (Web link). Retrieved 13 January 2011. 
  16. ^ a b Daniel, Mac (August 18, 2005). "MBTA puts hold on 3d, final phase of its Silver Line". The Boston Globe. http://www.boston.com/news/local/massachusetts/articles/2005/08/18/mbta_puts_hold_on_3d_final_phase_of_its_silver_line/. 
  17. ^ "Silver Line Phase III: Boston, Massachusetts" (DOC) (Press release). Federal Transit Administration. 2003-11. http://www.fta.dot.gov/documents/Bos1AA.doc. Retrieved 2008-10-14. "The overall project rating of Not Recommended is based on MBTA’s unreasonable operating cost assumptions. In addition, although FTA is reporting MBTA’s ridership forecasts above, FTA has concerns about their validity and is thus not evaluating the project’s justification criteria." 
  18. ^ a b MBTA Transit Projects: Silver Line Phase 3
  19. ^ Proposed new route for MBTA Silver Line could save money, shorten construction. National Corridors Initiative, Inc. February 13, 2006. Accessed 22 April 2011.
  20. ^ Daniel, Mac (10 March 2010). "Officials endorse Silver Line tunnel". Boston Globe. http://www.boston.com/news/local/articles/2006/03/10/officials_endorse_silver_line_tunnel. Retrieved 22 April 2011. 
  21. ^ Kearnan, Scott (7 August 2008). "Silver Line Phase III moving forward". My South End. http://www.mysouthend.com/index.php?ch=news&sc=&sc2=news&sc3=&id=78529. Retrieved 22 April 2011. 
  22. ^ "Little Dig in Danger". Boston Globe. 10 May 2009. http://www.boston.com/news/local/massachusetts/articles/2009/05/10/little_dig_in_danger/. Retrieved 22 April 2011. 
  23. ^ Annual Status Report to DEP, July 9, 2010
  24. ^ Urban Ring Corridor Planning: Citizens Advisory Committee - Minutes of Meeting. Massachusetts Department of Transportation, Office of Transportation Planning. November 22, 2010. Accessed December 31, 2010.
  25. ^ MassDOT Urban Ring Planning Progress Report. Massachusetts Department of Transportation November 22, 2010. Accessed December 31, 2010.
  26. ^ Mattapan Bus Rapid Transit and South Station Direct Connect Project Massachusetts Executive Office of Transportation. May 2009.
  27. ^ Transit archeology: Tour of abandoned subway network offers a glimpse of how the T was built Boston Globe, December 26, 2009.
  28. ^ Boston Globe graphic: Abandoned tunnels Boston Globe, December 26, 2009.

External links