F-Line to Dudley
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You know, the MBTA does have a performance metric of how crowded a bus can get before net accessibility harm starts to take effect: 140% of seating capacity at peak, 125% of seating at off-peak. And that bakes into the equation that bus < fixed-guideway when it comes to how many standees you can comfortably fit before the mode's inherent lateral movement on an unfixed surface makes holding on in crowded confines uncomfortable for most, an outright accessibility loss for others. And worse inside the Transitway where comfortable standing is needed most badly than on the street because of how all-world horrible the roadway's ride quality is.
So before we keep hurling more hottakez about how ripping out seats is always the answer...rip, rip-'em-out to freedumb!...be sure to re-remind self that such hacks are quite literally a race to the bottom for upending the state's own accessibility standards. Which gets us back to the original problem: SL1's airport audience who are boarding at SS and staying put until the Terminals is far too different in needs and makeup to coexist with exploding numbers of SL2 and intra-neighborhood riders who are doing quick on/offs, dwells are suffering from the operational requirement that SL1 and the SL1/3 luggage rack buses do >50% of the heavy-lifting for the whole Transitway, and the per headway loading capacity is far too low with buses to serve all masters on the demand side projected against a very intimidating-looking growth curve. Something has to give...and it bloody isn't going to be ripping out more seats and calling it a day because that LOWERS FURTHER the threshold--statistically official and everything--for what makes a bus too crowded to do its stated job. They've already tried a bunch of stuff, from corralling luggage-boarders to one door and general passengers to the other, to minor layout optimizations as the vehicles have aged and been rebuilt, to having staff with notepads and counters taking a near-continuous stream of boarding/alighting and passenger movement data for 15 years trying to uncover an exploit, to studying the crap out of other agencies' fleets' seating arrangements and what specialties they're catered to. They can't do greater-than 60 footers on the SS loop...so spare us the "this bad boy" pics of vehicles clearly a whole lot longer than 60 ft. and apply filter to the much more limited purchase options that will actually fit in the tunnel.
Nothing small-scale is moving the needle against the congestion trend driven by explosive growth. The problem is deep and structural-operational. Throwing some large quantity of skin-deep easy answers at the wall like ripping out seats and then getting all indignant that "Well, X exists somewhere in the world so 'ur totes stoopid T for not doin' it" doesn't do anything except kick the can another couple years on a problem that then comes roaring back worse than ever with growth. There aren't enough kicks left at the can to feasibly stay ahead of the problem, and getting locked into that mentality starts wasting time, money, and bandwidth on the sheer quantity of ineffectual little stuff that must be sustained to even keep falling behind more slowly against the congestion problem than before. At the end of the day you're still losing ground, and still not confronting the problem that capacity-per-headway is too goddamn low to work while preoccupying self instead with the optics of how to more gracefully lose ground.
The Seaport has a rapid transit demand profile. It needs vehicles that fit that profile: very high-capacity per headway, higher density standard for overcrowding than the 140%-of-seating-at-peak metric for non- fixed-guideway vehicles, and sharper audience differentiation in interior config for the luggage + stay-put properties of the aisle-clogging airport crowd vs. the no-luggage + quick-on/off + need-clear-aisles of the intra-Seaport crowd. The trending has already established beyond a reasonable doubt that every trick in the book thrown at general-purpose packaging of max 60 ft. length single-articulation Transitway-compatible buses won't come anywhere close to accomplishing all those tasks as it hurls headlong into a demand growth tsunami. Won't. All the pretty pictures in the world of somebody else's kewl buses isn't going to change the fact that the headways are functionally maxed, it's a single-unit not multiple-unit mode per headway, the physical dimensions are static, it's a non-fixed guideway with inherently un-dense standee capacity and inherently low threshold for overcrowding, and the same vehicles have to serve divergently different airport vs. Seaport audiences when apportioning headways on the mainline. You have to address capacity-per-headway in a fundamentally different way, or it's not anywhere fucking enough to matter in the end.
So before we keep hurling more hottakez about how ripping out seats is always the answer...rip, rip-'em-out to freedumb!...be sure to re-remind self that such hacks are quite literally a race to the bottom for upending the state's own accessibility standards. Which gets us back to the original problem: SL1's airport audience who are boarding at SS and staying put until the Terminals is far too different in needs and makeup to coexist with exploding numbers of SL2 and intra-neighborhood riders who are doing quick on/offs, dwells are suffering from the operational requirement that SL1 and the SL1/3 luggage rack buses do >50% of the heavy-lifting for the whole Transitway, and the per headway loading capacity is far too low with buses to serve all masters on the demand side projected against a very intimidating-looking growth curve. Something has to give...and it bloody isn't going to be ripping out more seats and calling it a day because that LOWERS FURTHER the threshold--statistically official and everything--for what makes a bus too crowded to do its stated job. They've already tried a bunch of stuff, from corralling luggage-boarders to one door and general passengers to the other, to minor layout optimizations as the vehicles have aged and been rebuilt, to having staff with notepads and counters taking a near-continuous stream of boarding/alighting and passenger movement data for 15 years trying to uncover an exploit, to studying the crap out of other agencies' fleets' seating arrangements and what specialties they're catered to. They can't do greater-than 60 footers on the SS loop...so spare us the "this bad boy" pics of vehicles clearly a whole lot longer than 60 ft. and apply filter to the much more limited purchase options that will actually fit in the tunnel.
Nothing small-scale is moving the needle against the congestion trend driven by explosive growth. The problem is deep and structural-operational. Throwing some large quantity of skin-deep easy answers at the wall like ripping out seats and then getting all indignant that "Well, X exists somewhere in the world so 'ur totes stoopid T for not doin' it" doesn't do anything except kick the can another couple years on a problem that then comes roaring back worse than ever with growth. There aren't enough kicks left at the can to feasibly stay ahead of the problem, and getting locked into that mentality starts wasting time, money, and bandwidth on the sheer quantity of ineffectual little stuff that must be sustained to even keep falling behind more slowly against the congestion problem than before. At the end of the day you're still losing ground, and still not confronting the problem that capacity-per-headway is too goddamn low to work while preoccupying self instead with the optics of how to more gracefully lose ground.
The Seaport has a rapid transit demand profile. It needs vehicles that fit that profile: very high-capacity per headway, higher density standard for overcrowding than the 140%-of-seating-at-peak metric for non- fixed-guideway vehicles, and sharper audience differentiation in interior config for the luggage + stay-put properties of the aisle-clogging airport crowd vs. the no-luggage + quick-on/off + need-clear-aisles of the intra-Seaport crowd. The trending has already established beyond a reasonable doubt that every trick in the book thrown at general-purpose packaging of max 60 ft. length single-articulation Transitway-compatible buses won't come anywhere close to accomplishing all those tasks as it hurls headlong into a demand growth tsunami. Won't. All the pretty pictures in the world of somebody else's kewl buses isn't going to change the fact that the headways are functionally maxed, it's a single-unit not multiple-unit mode per headway, the physical dimensions are static, it's a non-fixed guideway with inherently un-dense standee capacity and inherently low threshold for overcrowding, and the same vehicles have to serve divergently different airport vs. Seaport audiences when apportioning headways on the mainline. You have to address capacity-per-headway in a fundamentally different way, or it's not anywhere fucking enough to matter in the end.