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 |
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.
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).
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.)
| 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 |
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.
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]
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.)
| 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 |
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 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.
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]
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]
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.
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.
|
|||||||||||||||||||||||||