MBTA Buses & Infrastructure

[jbray]

"Drivers need to pay more" and "People should pay for the transit they use" are not even close to being mutually exclusive. Car infrastructure is subsidized and negative externalities are not adjusted for, drivers, particularly in Boston, should need to pay higher taxes on gas, vehicle registration, and congestion charges.

That's only one half of my point. I'll restate: Western, Central, and South Eastern Massachusetts are subsidized by the economy of Boston. That economy cannot function if everyone drives. Given that transit users choices (and cyclists and pedestrians) are allowing this economy to continue, car users underpay. By charging ALL taxpayers in the economy, transit users pay for THEIR service and drivers help fund a system THEY unequivocally benefit from either in time savings or redistributed tax dollars from the economy. You are saying that is "less fair" and I disagree. Also, such a distributed tax would include monies for RTAs in local areas and not just the MBTA. I'm part of the advocacy for reducing fares or making public transit free at point of service because the benefits to the environment and economy are undeniable.

 

[HenryAlan]

Man, that TM map shits all over 3 of 4 northside mains' inside-128 stops by punting them into Zone 2 while every southside line's + Fitchburg's 128-and-in stations (and then some...Weymouth, Holbrook) get the Zone 1 advantage. I can't believe Lynn is still outside of the inner core fare zone; that's a big FAIL right there. The general concept of fewer fare zones is pretty good, but the 'equity' still needs lots of work geographically.

It also makes no sense to me. Is it the same cost for both Zone 1 and Zone 2? Why have both? Maybe I'm just not interpreting the key correctly.

 

[Teban54]

It also makes no sense to me. Is it the same cost for both Zone 1 and Zone 2? Why have both? Maybe I'm just not interpreting the key correctly.

The difference seems to be primarily for the "crossing X zones" scenario, particularly trips that do not enter downtown Boston. So a trip from Zone 4 to Zone 2 costs less than Zone 4 to Zone 1.

Because of this, I think @F-Line to Dudley's interpretation of Lynn being unfairly treated is actually incorrect. There's no difference in fares between a Lynn-Boston trip and a Dedham-Boston one, as it takes $2.40 both within the same zone and when crossing two zones. But the distinction becomes significant for, say, Newburyport-Lynn, which is now cheaper than Newburyport-Boston.

 

[StreetsblogMASS]

City of Boston will abandon Summer St. curbside bus lane, which was so frequently blocked by drivers that it created no measurable improvements to bus travel times:

The Slow Bus To Southie: Boston Will Abandon Frequently-Blocked Seaport Bus Lane - Streetsblog Massachusetts

The City of Boston will remove a shared bus-and-trucking lane through the Seaport neighborhood after acknowledging that the design, which was frequently blocked by cars, failed to deliver measurable benefits to bus riders. “Based on the analysis of this data and feedback, we have decided to...

mass.streetsblog.org

 

[bigeman312]

Sad, but hopefully this is an indication that future bus infrastructure projects will be more than paint as city officials wake up to the reality that paint and no enforcement does absolutely nothing.

 

[KCasiglio]

If only we could, say, mount a camera on a bus or a bollard or something to issue citations to bus/bike lane blockers. If only that were possible.

Oh well, guess this is just a totally unsolvable problem and we can't have nice things.

 

[The EGE]

 

[Arenacale]

One annoying thing about that bus lane was they kept the ability to turn left out of Pumphouse Rd. from the right lane, so I always forgot the bus lane was there and had to bail quickly. Making that right lane right turn only would have kept at least some cars out of it.

 

[cubbe8]

Saw a 66 going to Watertown Yard.

 

[737900er]

Saw a 66 going to Watertown Yard.

School trip

 

[as02143]

Saw a 66 going to Watertown Yard.

school trip, no?

 

[MBTA DMA]

school trip, no?

Yes it is a school trip.

 

[Stlin]

In interesting bus news, apparently the first BEBs are mostly built, and should show up in Boston in November. Apparently, we should expect the first 10, 5 standard 5 with left side doors, to be delivered this winter. (Edit: evidently complete with new zig-zag yellow stripe) That begged the question of where exactly they planned on charging the things - N. Cambridge isn't scheduled to be finished until the fall of 2025, and Quincy March 2027, so I went digging. Apparently, they're building the capacity to charge up to 8 buses simultaneously at the Charlestown garage. That's fully ¼ of N. Cambridge's future full capacity, and if we take the Southampton Garage example where they have a 5-3 BEB to charger ratio, could possibly support more.

 

[Koopzilla24]

MBTA Launches NextGen Bus Navigation Pilot Program, Operations Employees to Use New Digital Tools | News | MBTA

Official website of the MBTA -- schedules, maps, and fare information for Greater Boston's public transportation system, including subway, commuter rail, bus routes, and boat lines.

www.mbta.com

Coincidentally:

I'm glad this step is being taken for MBTA bus operators. Long, winding routes and detours can be confusing especially for the many new drivers and a lot of drivers are not city residents or haven't been for long. I've personally had a few occasions of guiding a newer driver who's said it was only their first few times driving the route with passengers, and have had my fair share of confusion following written or radio detour instructions as a driver.

 

[Riverside]

Replying to this here:

Seeing this map makes one realize how dumb and silly it is for the MBTA to have the 22 duplicate the Orange Line between Ruggles and Jackson Square. We already have the Orange Line between Ruggles and Jackson Square, so the MBTA's decision to keep the 22 between Jackson Square and Ruggles is redundent and an unnecessary waste of buses, with how anemic the bus network is. If you want to get between Ruggles and Jackson Square, the Orange Line already exists as the more reliable option. Huge missed and wasted opportunity for the MBTA reroute the 22 from Jackson Square to Brookline Village to alleviate pressure off the 66 and provide the extra crosstown connectivity.

It really is not silly. Running the 22 to Ruggles provides direct transfers to key crosstown routes including the 47, the 8, and the aforementioned 66. Needing to transfer to the Orange Line to go 2 stops and then transfer again would suck.

I'm mainly referring to the Heath St. corridor that only gets hourly bus service between Heath St and Jackson Sq. Meanwhile the 22 still duplicates the Orange Line north of Jackson Square. Tremont St already has several bus routes going through it, and Heath St. would provide a more direct routing to reach LMA rather than the routing that duplicates the Orange Line to get from Jackson to LMA. It'd give Brookline Village a OSR to Jackson Sq., which would provide faster trips between west and south.

Rerouting via Heath St (as you suggested later in the thread) is an interesting idea. It could be interesting for the lower-frequency 29 (which already does terminate at Jackson Sq) to be extended that way. But the 22 itself should continue to serve Roxbury X'ing, and should be through-routed to LMA, as proposed in the BNRD.

(I also don't see how Heath St to LMA is more direct; from the Heath/Columbus intersection to the Tremont/Huntington intersection is 1.05 miles via RX and 1.37 miles via Heath.)

 

[Delvin4519]

Replying to this here:

It really is not silly. Running the 22 to Ruggles provides direct transfers to key crosstown routes including the 47, the 8, and the aforementioned 66. Needing to transfer to the Orange Line to go 2 stops and then transfer again would suck.


Rerouting via Heath St (as you suggested later in the thread) is an interesting idea. It could be interesting for the lower-frequency 29 (which already does terminate at Jackson Sq) to be extended that way. But the 22 itself should continue to serve Roxbury X'ing, and should be through-routed to LMA, as proposed in the BNRD.

(I also don't see how Heath St to LMA is more direct; from the Heath/Columbus intersection to the Tremont/Huntington intersection is 1.05 miles via RX and 1.37 miles via Heath.)

It would go to the Green Line D Branch at Brookline Village, not the Tremont/Huntington intersection, then up Brookline Ave. to reach LMA. It would provide 3 corridors to get between the D and the Orange Line, instead of being dependent on only 2 corridors.

Extending the 29 wouldn't increase frequency between Brookline Village and Jackson Square. It would still be hourly service with extending the 29. It would not speed up any trips from Brookline Village to southside Orange Line because of the limited frequency.

Most of the 22 is within walking distance of a north-south route that will give access to the 47 or the 8 bus. The 22 is a semi east-west route. If you are north of Egleston, you can take Orange to reach Ruggles. Alternatively, the 42 can bring you to Nubian for connections. Further south, the 44, 23, and 28, provide a direct connection to Nubian to connect to such bus routes. On Talbot Ave, instead of taking the 22, taking the Fairmount Line would give connections to Nubian-based bus routes at Uphams Corner and Newmarket.

This creates a frequent grid of routes, which is better at maximizing connections. A forced transfer at Orange isn't always necessary. In most cases, there is an intersecting north-south route that can be used in lieu of the 22 to maintain a connection. If the 22 continues to Brookline Village, you can still transfer at Riverway to the E/39, or at Brookline Village to the D for connections.

 

[BosMaineiac]

 

[Koopzilla24]

Phase 1 of Bus Network Redesign Launches December 15 to Bring More Frequent Service, Better Routes | News | MBTA

Official website of the MBTA -- schedules, maps, and fare information for Greater Boston's public transportation system, including subway, commuter rail, bus routes, and boat lines.

www.mbta.com

Last paragraph under "What's next" is a pleasant surprise. I expected their 5 phases over 5 years of BNRD plan to be one phase at the end of each year but for Phase 2 to be planned for "Early 2025" is shockingly soon for my expectations of the MBTA. With their map showing Phase 2 covering all of Boston's southern neighborhoods that should mean that the city's highest ridership routes are next up.

 

[Delvin4519]

Phase 1 of Bus Network Redesign Launches December 15 to Bring More Frequent Service, Better Routes | News | MBTA

Official website of the MBTA -- schedules, maps, and fare information for Greater Boston's public transportation system, including subway, commuter rail, bus routes, and boat lines.

www.mbta.com

Last paragraph under "What's next" is a pleasant surprise. I expected their 5 phases over 5 years of BNRD plan to be one phase at the end of each year but for Phase 2 to be planned for "Early 2025" is shockingly soon for my expectations of the MBTA. With their map showing Phase 2 covering all of Boston's southern neighborhoods that should mean that the city's highest ridership routes are next up.

I'd think that upgrading the 31 and 16 to KBR status is probably more on the "low hanging fruit" end of things that would be up front and center of phase 2, as it does not require adding new bus stops, rerouting buses, or more buses, aside from improving off peak frequencies to match peak frequencies (and maybe an extra bus or two for the 16). Perhaps the 21 can also be improved to "almost KBR" like the 31 is today. The 15 would complete its extension from St Peters Square to Fields Corner. Those are what I'd think they could "easily" do without many resources. Maybe also the 9 bus, but that serves Southie. That gives you like 4 or 5 routes that can be improved for very little, "right now", for a southside Phase 2. These changes about as identical of the scope of Phase 1, and extends the frequent grid pretty decently.

Same as above, but in list form:

• Extend 15 from St Peters Sq. to Fields Corner
• Upgrade 16 to KBR frequency as the T16
• Upgrade 21 to near-KBR status, similar to the 86 (extra off peak frequency)
• Upgrade 31 to KBR frequency, as the T31
• Upgrade 9 to KBR frequency, as the T9 (I'm iffy about this one since it serves Southie, but I can't find another "trivial" change to right size the scope of Phase 2 to match Phase 1)

I wonder if the T is trying to save as many resources to spring 2025 (My estimate: April 6th 2025), that way they can run as much bus service as possible, trying to run 102% of pre-COVID service levels, so they can say "look, we're running more bus service than pre-COVID, either save us now, it's May 2025, or we'll hit the cliff in 6 weeks".

Also, is the MBTA finally going to undo the COVID-induced service cuts from the operator shortages for non-BNRD routes, or are the improvements only going to be BNRD improvements only? I'm talking about restoring Fall 2021 service levels for non-BNRD routes, prior to the early 2022-mid-2024 service cuts.

They had a higher budgeted operator count for FY24 of 1,867 instead of 1,819 operators pre-COVID. Surely they can run 101-102% of pre-COVID service levels with an extra 48 operators right? Removing the express buses like the 325, 326, 448, and 449, that ran pre-COVID; should free up those operators to run more off-peak service on high ridership inner core routes.

 

[Delvin4519]

I'd think that upgrading the 31 and 16 to KBR status is probably more on the "low hanging fruit" end of things that would be up front and center of phase 2, as it does not require adding new bus stops, rerouting buses, or more buses, aside from improving off peak frequencies to match peak frequencies (and maybe an extra bus or two for the 16). Perhaps the 21 can also be improved to "almost KBR" like the 31 is today. The 15 would complete its extension from St Peters Square to Fields Corner. Those are what I'd think they could "easily" do without many resources. Maybe also the 9 bus, but that serves Southie. That gives you like 4 or 5 routes that can be improved for very little, "right now", for a southside Phase 2. These changes about as identical of the scope of Phase 1, and extends the frequent grid pretty decently.

Same as above, but in list form:

• Extend 15 from St Peters Sq. to Fields Corner
• Upgrade 16 to KBR frequency as the T16
• Upgrade 21 to near-KBR status, similar to the 86 (extra off peak frequency)
• Upgrade 31 to KBR frequency, as the T31
• Upgrade 9 to KBR frequency, as the T9 (I'm iffy about this one since it serves Southie, but I can't find another "trivial" change to right size the scope of Phase 2 to match Phase 1)

I wonder if the T is trying to save as many resources to spring 2025 (My estimate: April 6th 2025), that way they can run as much bus service as possible, trying to run 102% of pre-COVID service levels, so they can say "look, we're running more bus service than pre-COVID, either save us now, it's May 2025, or we'll hit the cliff in 6 weeks".

Also, is the MBTA finally going to undo the COVID-induced service cuts from the operator shortages for non-BNRD routes, or are the improvements only going to be BNRD improvements only? I'm talking about restoring Fall 2021 service levels for non-BNRD routes, prior to the early 2022-mid-2024 service cuts.

They had a higher budgeted operator count for FY24 of 1,867 instead of 1,819 operators pre-COVID. Surely they can run 101-102% of pre-COVID service levels with an extra 48 operators right? Removing the express buses like the 325, 326, 448, and 449, that ran pre-COVID; should free up those operators to run more off-peak service on high ridership inner core routes.

Phase 1 of Bus Network Redesign Launches December 15 to Bring More Frequent Service, Better Routes | News | MBTA

Official website of the MBTA -- schedules, maps, and fare information for Greater Boston's public transportation system, including subway, commuter rail, bus routes, and boat lines.

www.mbta.com

Last paragraph under "What's next" is a pleasant surprise. I expected their 5 phases over 5 years of BNRD plan to be one phase at the end of each year but for Phase 2 to be planned for "Early 2025" is shockingly soon for my expectations of the MBTA. With their map showing Phase 2 covering all of Boston's southern neighborhoods that should mean that the city's highest ridership routes are next up.

The MBTA has continued it's opaqueness and cancelled the subcommittee meetings once again this month!

But alas, StreetsBLOG MASS has finally given some clarity on the issue

T Will Launch New 'Frequent-Service' Bus Routes in December, But Overall Service Still Remains Below Pre-Covid Levels - Streetsblog Massachusetts

The T is officially moving ahead with plans to launch “phase one” of its long-planned Bus Network Redesign on December 15, even though overall bus service in the MBTA system still remains about 12 percent below what the agency offered before the Covid-19 pandemic. For its fall 2024 service...

mass.streetsblog.org

The MBTA is budgeted for 1,859 bus operators this fiscal year. This is a count of 36 higher than 1,823 pre-COVID, where 1,750 - 1,800 positions out of a maximum of 1,823 were consistently filled.

Today, the MBTA has only 1,571 active bus operators, leaving 288 inactive or vacant positions.

Even after accounting for inactive positions, there's still hundreds of vacant positions left to fill. StreetsBLOG MASS states 164 vacancies currently. They can't possibly fill all of those positions in just 6-7 weeks! BNRD December 2024 is still too damn soon! Not enough time! Needs more time!

Per StreetsBLOG MASS, pre-COVID, there were 8,299 service hours per weekday, which is today, down to 7,306 hours. Only 88% of pre-COVID service levels. 993 service hours short.

The reduction of 993 service hours per weekday we're at today is 4,965 hours across all 5 weekdays; worth 125 positions if it's 40 hours in revenue service, or if we're generous with 30 hours per position in revenue service, that's 165 positions' worth of reduced service. Also, keep in mind that's only weekday service levels. It doesn't include weekend service cuts like 18-22 minute Saturday headways on the 39; 13-18 minute headways of the 57; and hourly or less frequent weekend service on the 108 bus. All of which were put on reduced schedules in 2022-2024! Today's Sunday schedule has 2,982 bus trips, compared to 3,084 bus trips on Sundays pre-COVID. A 3.3% cut, 102 trips, lost from Sunday bus schedules systemwide.