| MBTA Commuter Rail COMMUTER RAIL
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A train enters Porter on the Fitchburg Line. |
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| Reporting mark | MBTA |
| Locale | Eastern Massachusetts and Rhode Island |
| Dates of operation | 1973–present |
| Track gauge | 4 ft 8 1⁄2 in (1,435 mm) (Standard gauge) |
| Length | 394 miles (634 km) |
| Headquarters | Boston, MA, USA |
| Website | MBTA.com |
The MBTA Commuter Rail system serves as the regional rail arm of the Massachusetts Bay Transportation Authority, in the United States. It is operated under contract by the Massachusetts Bay Commuter Railroad Company (MBCR) a joint partnership of Veolia Transportation, Bombardier Transportation and Alternate Concepts, Inc.[1] The current operating contract expires in July 2013.[2]
The commuter rail system is the fifth-busiest commuter rail in the country, after only New York, New Jersey and Chicago area systems, when measured by weekday passenger boardings. For total passenger boardings, it is sixth-busiest, slightly behind SEPTA Regional Rail in the Philadelphia area. The line's characteristic purple-trimmed coaches run as far south as Warwick, Rhode Island, and as far north as Newburyport and as far west as Worcester, both in Massachusetts. The trains have two terminal stops in Boston—South Station and North Station—both transportation hubs offering connections to Amtrak, local bus and subway lines. As of Q1 of 2011, daily weekday ridership was 129,400.[3]
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The following lines have a terminus of South Station (listed from southeast to west):[4]
The following lines have a terminus of North Station (listed from west to northeast):[4]
The Commonwealth of Massachusetts's involvement with the operating facets of commuter rail began in 1967 when Boston & Maine petitioned the Interstate Commerce Commission to discontinue all passenger services. All service north of the state line was discontinued, but service in Massachusetts was preserved through a contract between the Commonwealth and the B&M, at this time still an independent railroad company.
The Boston & Maine Railroad (B&M), operator of the North Station commuter lines since the first half of the 20th Century, filed for bankruptcy protection in 1970. All B&M railroad assets inside Massachusetts Route 128 with the exception of yard tracks and freight-only branches were sold to the Commonwealth of Massachusetts in 1976. B&M was contracted to operate the service using its existing fleet of diesel railcars.
The New York, New Haven and Hartford Railroad (NYNH&H, or simply "New Haven"), the long time owner-operator of most South Station commuter trains, filed for bankruptcy for the last time in 1961. Just two years earlier in 1959, the New Haven had discontinued passenger service on the Old Colony division in southeastern Massachusetts. The New Haven was included in the Penn Central Transportation Company merger in 1968, which itself filed bankruptcy in 1970. During 1973-76, the Commonwealth of Massachusetts bought almost all track assets in Southeastern Massachusetts from the Penn Central's bankruptcy trustees.
The Worcester Line, historically part of the Boston & Albany Railroad (B&A), was merged into the New York Central System and its ownership subsequently passed to Penn Central in 1968. As part of the Massachusetts Turnpike Boston Extension's construction in the 1960s, the Worcester Line's right of way between Route 128 and Boston was sold to the Massachusetts Turnpike Authority, with the proviso that the control of the railroad remains with New York Central. Consolidated Rail Corporation (Conrail), Penn Central's successor, inherited the rail line which forms a vital freight artery between Boston's Beacon Yard and Conrail's Selkirk Yard. In September 2009, CSX Transportation and the commonwealth finalized a $100 million agreement to purchase CSX's Framingham to Worcester tracks, as well as some other track, to improve service on the Framingham/ Worcester Line.[5] A liability issue that had held up the agreement was resolved.[6][7]
The Northeast Rail Service Act of 1981 compelled Conrail to transfer operations of all passenger and commuter services to local transit authorities, resulting in Conrail ceasing all subsidized passenger rail services. The B&M won the contract for the South Side Lines also. After bankruptcy, the B&M continued to run and fulfill its contract under the protection of the federal bankruptcy court, in the hopes that a reorganization could make it profitable again. It emerged from the court's protection when the newly formed Guilford Transportation Industries (GTI) bought it, in 1983. GTI let the contract expire in 1986.
From 1986 to 2003, Amtrak managed all of Boston's commuter rail.[8] MBTA observers saw Amtrak as having been a reliable manager and operator, but Amtrak sometimes experienced strained relations with the MBTA. Quibbles centered on equipment failures, crewing issues about the number of conductors per train, and responsibility for late trains. Because of these issues, and Amtrak's repeated statements that the MBTA contract was unreasonable, few were surprised at Amtrak's decision not to bid again for the MBTA Commuter Rail contract at its 2003 renewal.[2]
When the MBTA asked for tenders on the commuter rail operation contract, Amtrak did not bid.[8] Two tenders were submitted, from Guilford Rail System and from the Massachusetts Bay Commuter Railroad Company (MBCR), the latter of which won, taking over the MBTA Commuter Rail operation from Amtrak in July 2003.[9] The MBCR contract originally expired in July 2008 but had an additional five-year option; it was extended three years to July 2011[2] and then another two to July 2013.[10] After concerns about on-time performance, the 2011 extension increased the fine for late trains from $100 to $300.[11]
MBCR partners Bombardier Transportation and Alternate Concepts have other ties to the MBTA. Bombardier is the manufacturer of much of the rolling stock operated by the railroad, while Alternate Concepts is majority owner of Paul Revere Transportation, which operates some bus lines under contract from the MBTA.[12]
Many improvements have been made to the Boston Commuter Rail system during MBTA's period of stewardship which started circa 1973. However, the Commonwealth's support for rail operations began long before it owned the infrastructure, in the 1950s with contracted operations and subsidies to railroads providing commuter service.
During the period of MBTA control, services have also been curtailed:
All MBTA Commuter Rail service is provided by push-pull trains powered by diesel locomotives with a cab car at the other end of the train. The current fleet of active passenger coaches numbers 410 ranging from 1978 to 2005, with an additional 75 on order from Hyundai Rotem.[17] There are a total of 88 active locomotives ranging from 1957 to 2009 with 86 being used for passenger service.[18] Of those, two were surplus units purchased in 2010 from the Utah Transit Authority,[19] while three from MARC of Baltimore, Maryland are leased from Motive Power.[20] The MBTA has placed an order with Motive Power for the purchase of 20 new HSP46 locomotives scheduled for delivery in 2012 and 2013.[21]
Passenger coaches are designated as either "Blind Trailer Coaches" (BTCs), which have no cab controls, or "Control Trailer Coaches" (CTCs), which have cab controls.[18] All MBTA Kawasaki coaches are bi-level while the new Hyundai Rotem coaches will be bi-level as well.[17][18]
| Year | Builder | Classification | Fleet ID | Seats | Restroom | Fleet Size | Notes |
|---|---|---|---|---|---|---|---|
| 1978–79 | Pullman | BTC-1C | 200–258 | 114 | No | 57 | Coaches 203 and 215 have been retired. |
| 1987 | Bombardier | BTC-1A | 350–389 | 127 | No | 40 | — |
| 1987–88 | MBB | BTC-3 | 500–532 | 86 | Yes | 33 | These, and their CTC-3 counterparts, are the only rail vehicles produced by the company, which was an aerospace firm. |
| 1987–88 | MBB | CTC-3 | 1500–1533 | 96 | Yes | 34 | — |
| 1989–90 | Bombardier | BTC-1B | 600–653 | 122 | No | 54 | Rebuilt 1995–96 |
| 1989–90 | Bombardier | CTC-1B | 1600–1652 | 122 | No | 52 | Coach 1648 has been retired. Cab controllers have been deactivated in coaches 1600–1626 making them BTCs. |
| 1990–91 | Kawasaki | BTC-4 | 700–749 | 185 | No | 50 | — |
| 1990–91 | Kawasaki | CTC-4 | 1700–1724 | 175 | No | 25 | — |
| 1997 | Kawasaki | BTC-4A | 750–766 | 182 | No | 17 | — |
| 2001 | Kawasaki | BTC-4B | 767–781 | 182 | No | 15 | — |
| 2005 | Kawasaki | BTC-4C | 900–932 | 178 | Yes | 33 | — |
| 2010 | Hyundai Rotem | BTC-5 | Yes | 0 | 75 on order for delivery in 2010.[17] | ||
| Total active coach fleet: | 410 | ||||||
| Year | Builder | Model | Fleet ID | Horsepower | HEP[B] | Fleet Size | Notes |
|---|---|---|---|---|---|---|---|
| 1957–60 | EMD | GP9 | 902, 904 | 1750 | No | 2 | Not used for passenger service |
| 1971 | EMD | GP40-1 | 3247 | 3000 | No | 1 | Not used for passenger service |
| 1973–75 | GMD | GP40MC | 1115–1139 | 3000 | Yes | 25 | Rebuilt 1997 |
| 1978 | EMD | F40PH | 1000–1012 | 3000 | Yes | 13 | Rebuilt 1989–90 |
| 1980 | EMD | F40PH | 1013–1017 | 3000 | Yes | 5 | Rebuilt 1989–90 |
| 1987–88 | EMD | F40PH-2C | 1050–1075 | 3000 | Yes | 25 | Rebuilt 2001–03. Locomotive 1073 damaged in a collision in 1990 and subsequently scrapped. |
| 1991 | MK | F40PHM-2C | 1025–1033 | 3000 | Yes | 9 | Rebuilt 2003–04 |
| 1993 | MK | F40PHM-2C | 1034–1036 | 3000 | Yes | 3 | Rebuilt 2003–04 |
| 1995 | MK | GP40WH-2 | 59, 61, 67 | 3000 | Yes | 3 | Former MARC engines leased from MotivePower on a month-to-month basis[20] |
| 2009 | MP | MP36PH-3C | 010, 011 | 3600 | Yes | 2 | Purchased from Utah Transit Authority's FrontRunner.[19] |
| 2012–13 | MP | HSP46 | Yes | 0 | 20 on order for delivery in 2012 and 2013.[21] | ||
| Total active locomotive fleet: | 88 | ||||||
As the Commonwealth assumed the control of the Commuter Rail during the 1970s, it inherited various non-standard equipment from predecessor railroads. These included:
The MBTA Commuter Rail uses a fare zone policy whereby origin and destination stations are not individually priced, but assigned a zone based on distance from Boston.[25] There are a total of ten zones (1A, then 1 through 9) with an increasing fare to or from Boston the higher the zone number. Zone 1A fares are the least expensive and cost the same as rapid transit ($1.70), while the highest priced Zone 9 fares are $8.25 per ride.[25] Travel between suburban zones without going to Boston is charged an "interzone" fare based on the number of zones traveled.[25] Seniors, those with a disability, and middle and high school students with proper identification receive a 50% discounted rate; children under eleven travel free with a paying adult.[26] Fares are collected by train conductors or the captain on-board and while fare evasion is explicitly illegal, it is not criminal.[27][28]
Tickets may be purchased at automatic vending machines located in principal stations and at suburban stations from nearby businesses and vendors.[29][30] Stations without ticketing machines or vendors can purchase tickets on-board.[27] Travelers can purchase tickets as a one-way, round trip, twelve ride (no discount), or monthly pass (substantial discount over daily round-trip purchase).[25]
Ridership levels on the Commuter Rail have grown since the MBTA's involvement began in the late 1960s, with overall average weekday ridership growing from 29,500 in 1969 to 76,000 in 1990 and 143,700 in 2008. This was accomplished by a series of rationalizations, such as closing lightly used lines, concentrating service on heavily utilized lines, and re-opening formerly abandoned branches with high traffic potential, such as the Old Colony Lines. A general growth of transit usage in the Northeastern United States also contributed. Growing ridership in this way required substantial capital investment, which was provided by a mixture of Federal mass transit funds and Commonwealth transportation bond issues.
Like most commuter railroads in the Northeastern United States, MBTA is a NORAC Railroad and uses the Rulebook promulgated by that organization. Much of MBTA Commuter Rail is Rule 251 territory, as the tracks are signalled for movement in one direction of travel only. During the 1990s, parts of the system, such as the Framingham/Worcester Line, were re-signalled to allow a more advanced mode of operations known as NORAC Rule 261, which allows trains to operate in either direction on both tracks where double track is available. During the morning rush hour, both tracks can be simutaneously used for inbound traffic, allowing one train to make local stops while an express train overtakes the local train.[31]
On each train, the cab car is attached at the end closest to the downtown Boston terminal station for the particular line (either North or South Station), and the locomotive is attached at the end farthest from the terminal station. On each train serving the North Station lines, the "ADA" coach used to carry mobility-limited persons is attached right behind the locomotive, allowing level boarding at all suburban stations featuring mini-high platforms. On the other hand, on each train serving the South Station lines, the cab car also serves as the "ADA" coach. (The "ADA" coaches support compliance with the Americans with Disabilities Act of 1990.)
Trainlined doors that open automatically via central control are available on some equipment, but at low level platforms the conductor in each car must manually open a trap to allow passengers to descend via stairs onto the platform.
Several extensions of and improvements to the MBTA Commuter Rail network are in debate or under way.
An extension of the Stoughton Line known as South Coast Rail is set to break ground to bring service to Taunton, Fall River, and New Bedford, Massachusetts. Routes through Attleboro and Middleboro were considered for the service but rejected.[32][33] Critics argue that building the extension does not make economic sense.[34]
In September 2010, the MBTA completed a study to determine the feasibility of extending regular commuter rail service to Foxboro via the Franklin Line. Currently, the station is only served during special events at Gillette Stadium. The study looked at extending some Fairmount Line service to Foxboro, running shuttle trains from Foxboro to Walpole, or a combination of both. No determination has been made as to if or when this service would begin.[35]
A Providence Line extension to Wickford Junction, in North Kingstown, Rhode Island is currently under construction with service expected to start in late 2011.[36] The Rhode Island Department of Transportation is also studying the feasibility of serving existing Amtrak stations in Kingston and Westerly as well as constructing new stations in Cranston, East Greenwich, and West Davisville. Federal funding has also been provided for preliminary planning of a new station in Pawtucket.[37]
There are also purposals to extend the Middleboro Line to Wareham and eventually to Buzzards Bay.
On October 18, 2010, MBTA announced that ground had been broken on an extension of the Fitchburg Line 4.5 miles (7.2 km) to a new West Wachusett stop beyond the current terminal at Fitchburg Station. Upgraded high level platforms at both South Acton and Littleton are also planned, as well as enhanced drop-off and parking. No longer included is cab signaling, but a second main track is planned between South Acton and Ayer Junction, which is shared with freight traffic, so that the Fitchburg to Boston trip would take only about an hour.[38] The extension was funded by a $55.5 million Transportation Investment Generating Economic Recovery (TIGER) Grant.[39]
There is a proposal to build a South Salem Commuter Rail station in Salem, Massachusetts, to improve access to Salem State University, as well as to extend Commuter Rail to Peabody, Massachusetts and Danvers, Massachusetts.[40]
The former state Secretary of Transportation James Aloisi had also indicated support for commuter service from Worcester to North Station via Clinton and Ayer, presumably along the Worcester, Nashua and Rochester Railroad right of way, owned by Pan Am Railways as of 2009.[41]
The state of New Hampshire has created the New Hampshire Rail Transit Authority and allocated money to build platforms at Nashua and Manchester.[42]
An article in the Eagle Tribune claims that Massachusetts is negotiating to buy property which has the potential to extend the Haverhill Line to Plaistow, New Hampshire. Funding is available, and Plaistow is potentially interested, but wants to better understand the potential drawbacks of being the location of the layover station.[43][44]
No direct connection exists between the two downtown terminals; to travel from one station to the other, passengers must use the MBTA subway or the street. While passengers using the Providence/Stoughton, Framingham/Worcester, Franklin, and Needham lines can transfer to and from North Station at Back Bay via the Orange Line subway, and passengers using the Fitchburg Line can transfer to and from South Station at Porter via the Red Line subway. All other passengers have to change subway trains at either Park Street or Downtown Crossing stations. A North-South Rail Link has been proposed to unite the two halves of the Commuter Rail system; but, because of the high cost, Massachusetts has, as of May 2006, withdrawn its sponsorship of the proposal. Meanwhile, for non-revenue transfers of equipment, the MBTA and Amtrak use the Grand Junction Railroad Company main line.
On the North Side lines, as part of the original sale agreement, B&M and its successor Pan Am Railways (formerly Guilford Transportation Industries) retains 'perpetual and exclusive' trackage rights for freight service. Pan Am provides freight service on those lines.[45]
Boston Sand and Gravel has an agreement with Pan Am to operate its shortline New Hampshire Northcoast Railroad trains from Conway, New Hampshire to just north of Boston's North Station to supply aggregates to its plant on the Boston/Somerville border.[46] An occasional move occurs with run-through power from Norfolk Southern Railway to supply coal to a power plant in Bow, New Hampshire, over the Fitchburg Line.
On the South Side lines, CSXT retains trackage rights over much of the former New Haven territory. Limited service is also provided by the Providence & Worcester Railroad on the Providence Line, principally from Central Falls (the intersection with its main line to Worcester) through Providence towards New Haven (although some freights go as far east as Attleboro before leaving the corridor).[47]
CSXT provides intermodal, autorack, and general merchandise over the Worcester Line, a part of CSXT's Boston Line.[48] This part of the Commuter Rail network can host over 12 mainline freight trains per day, including descendents of Conrail's expedited intermodal Trail Van trains. Currently freight service runs east to Beacon Park Yard in Allston; however, CSX is scheduled to stop using the intermodal yard in 2013.[49]
On its former Old Colony division, the New York, New Haven and Hartford Railroad (NYNH&H) essentially vacated its right of freight operations by abandoning the tracks in 1959. As MBTA rebuilt the tracks, it gained freight service rights, and those rights were franchised to Conrail (predecessor to CSX), which provided freight service on the former Old Colony division.
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