I thought that was partly because of the city’s and the T’s poor engagement with the community though wasn’t it?Bus lanes are a half-measure to begin with, and residents have already made it clear that they'll fight them tooth and nail.
Only those 4 accepted for service, far more have been delivered if you scroll down a bit more:1300 series is on the road, so we're one step closer to a trolleybus-less city... Also, despite 1329 being a pretty high number, NETransit gives only 4 buses delivered so far: 1300, 1301, 1308, and 1329.
View attachment 33297
Meanwhile the 3100 series remains off-and-on, currently two on the SL2 and one on the SL3.
Depends on what you mean by contract. The T put out a procurement bid for the first round of BEB’s last year and were expected to announce the winning bid by the end of last year, but I haven’t heard anything. They currently have 5 New Flyer BEB’s in use on the Silver Line, and I suspect that New Flyer will continue to provide more. They’re the largest city bus provider in North America and have provided the T with all buses built since 2005.I saw some construction this past weekend in the yard at the North Cambridge garage. Has the T signed a contract for the battery bus boondoggle or is it just being used as a lay down for other construction?
What's the basemap you used, here?Is there a good map showing places that can operate or operate as multimodal hubs where buses can terminate at? I can't seem to find one or define what makes good consistant criteria to define as a "multimodal hub" for buses to terminate at.
This is the best I came up with, it does kinda show how urban development patterns relate to where buses feed into rail and other bus routes.
I simply used MBTA and RTA hubs, where there are either:
1. A town square or center, or a mall, with at least 2 existing bus routes that operate in different patterns terminate at, or,
2. a rail station, busway, or bus hub, with at least 1 existing bus route terminating at, or
3. One or more existing bus routes has to terminate at the site.
In some extreme cases, the terminal may be only 2 regularly scheduled trips as variant services on 2 different bus routes, or 1 bus route at a train station. School trips are excluded.
Since buses usually feed into rail stations, this concerns bus terminals, not where rail lines end. Essentially, it's a map of where do/can buses feed into from out of town, or where can crosstown bus routes start and end, or in a few instances, where buses heading out of town can feed into and collect at.
View attachment 33416
Is there a good map showing places that can operate or operate as multimodal hubs where buses can terminate at? I can't seem to find one or define what makes good consistant criteria to define as a "multimodal hub" for buses to terminate at.
This is the best I came up with, it does kinda show how urban development patterns relate to where buses feed into rail and other bus routes.
I simply used MBTA and RTA hubs, where there are either:
1. A town square or center, or a mall, with at least 2 existing bus routes that operate in different patterns terminate at, or,
2. a rail station, busway, or bus hub, with at least 1 existing bus route terminating at, or
3. One or more existing bus routes has to terminate at the site.
In some extreme cases, the terminal may be only 2 regularly scheduled trips as variant services on 2 different bus routes, or 1 bus route at a train station. School trips are excluded.
Since buses usually feed into rail stations, this concerns bus terminals, not where rail lines end. Essentially, it's a map of where do/can buses feed into from out of town, or where can crosstown bus routes start and end, or in a few instances, where buses heading out of town can feed into and collect at.
View attachment 33416
What's the basemap you used, here?
Couldn't a bus lane do the trick?Stringing wires would at least make it clear where the transit is. As the bus network redesign has shown, the ease of yanking a bus can have serious negative impacts on areas within a transit network.
I’m curious, if the alternative is stringing up wires for trolley buses all over the greater Boston area, wouldn’t that be a bigger boondoggle and mean less flexibility for the network? It’s been hard enough to get the state to string wires up on commuter rail lines and there aren’t any abutting storefronts and property owners they need to contend with.
That’s not a bad idea. I wonder if they’re just banking (praying) on battery technology improving enough to make those obsolete. It definitely would’ve been worth a pilot program thoughStrategically used wire could have helped out a lot of routes with 50-mile off-wire range ETBs. They had the perfect route to do a trial on -- the 77 -- but didn't bother.
Both the Ts bus and rail electrification plans are based on hope and large unnecessary expendatureThat’s not a bad idea. I wonder if they’re just banking (praying) on battery technology improving enough to make those obsolete. It definitely would’ve been worth a pilot program though