Silver Line to Chelsea

How many hours will Chelsea folks waste in their current sucky bus service while the opening is delayed to incorporate Phase 2 stuff? How many hours of delay with Phase 2 stuff save? Can you say it is enough to pay back Chelsea for its wait?

Considering signal crossings at Everett Ave, Spruce Street, and Arlington Street, were not included in Phase I initially, but apart of Phase II. This was one of the things that was moved.

Was it worth it? As a daily 111 rider I can say that... absolutely, it was worth it, as the signals will make the service faster along the busway.

How much faster could it have been built if the T had been content with ordinary bus shelters?

FWIW.. Engineer says it takes about 7-10 days to build the concrete structure (pouring and curing the concrete). This is a non-issue if you're saying 'this caused delays', which it didn't

Secondly the concrete canopies will have bus shelters... or as the engineer put them.. "covered BRT waiting areas" (it's a bus shelter essentially) under the concrete canopies. These will provide the protection from the elements, not the concrete structures themselves.

And there's other thing besides the structure that are apart of this project. As I said above in another post (and many, many other posts about this).. its more than just throwing asphalt down and letting the bus drive on it. There's electrical. There's drainage. There's data cabling for security, fare vending machines, etc. Unfortunately much of this stuff is not 'optional', it had to get done.

Furthermore, don't forget that the Washington Ave bridge reconstruction was connected to this project (it's the same construction contract). And without the bridge being done, the buses could not travel on the busway as the footings for the old bridge were not wide enough for the buses to drive in the busway. There was no way around this, the bridge had to be redone for the busway to happen. (Plus the bridge was structurally deficient so it had to go)

Concrete shelters don't keep you any dryer or make the trip go any faster than standard shelters, and seem to come at the cost of taking longer and then the T cries poverty for real (but less monumento-politico) mobility projects like signal priority D Street in the Seaport (which would speed trips for ALL of Silver including SLG).

But signal at crossings do make the trip faster, so yeah it was probably worth it.

Plus the D street light issue is out of the scope of this project, other than the SLG buses will drive thru that intersection, so I can't speak much about this at all.

Two things I'm going to throw into this comment..

1. As it stands right now, the MBTA does not have enough buses for SLG service. The MBTA needs the buses that are being rebuilt in Maine for the additional SLG service. So even if it opened this year, the T would not have enough buses to provide the required level of service.

2. And as far as the 'open' and/or 'completion' date according to the website's documents (using April 1, 2014 meeting presentation doc), it was slated to open December 2016 vs March 2017.. its really not that much of a delay to add signals and a few other small things to make the buses run better along the busway. A difference of 3 months. Not too terrible of a delay.

And also to note.. "March 2017" is when the construction will be done (and when the contract with McCourt will end). It's not when service will begin. That's up to the MBTA, not MassDOT. The engineer made that pretty clear. It's also why any "opening date" says "Spring 2017" and no real hard set day or month.

Even still... 3 months overage, on a project that took 3 years is pretty good. (Construction started March 2015). Far better than I can say for other transit projects in this state.

Edit: I keep editing this because I haven't had enough coffee so I am fixing my spelling and grammar. Plus there's a lot to know so I keep adding things to the post to clarify and further my point.
 
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The point remains that if the T had stayed focused on organization before signals before concrete, signal priority at D st should have been in the bundle (or it's scope creep) not pretty concrete arches.
 
The point remains that if the T had stayed focused on organization before signals before concrete, signal priority at D st should have been in the bundle (or it's scope creep) not pretty concrete arches.
Even if the project funding allowed for both (there is no way it does), this isn't even a tradeoff that exists. Money doesn't 'convert' into will to inconvenience drivers.
 
Even if the project funding allowed for both (there is no way it does), this isn't even a tradeoff that exists. Money doesn't 'convert' into will to inconvenience drivers.

It apparently included transit signal priority in Chelsea (that's what I read from Cybah's comments about having moved "signal crossings at Everett Ave, Spruce Street, and Arlington Street" into Phase 1. I applaud that.).

I don't see the logic of "I'm frustrated that I can't materially improve transit operations [at D Street], so I'll budget and spend money on ornamental concrete [at every stop in Chelsea]" How, exactly, does that make the system better? Its like saying "we couldn't make the buses go faster, so we added cool-looking flame decals and a rear spoiler" Notch that as a win?
 
I'm frustrated that I can't materially improve transit operations [at D Street], so I'll budget and spend money on ornamental concrete [at every stop in Chelsea]
This causal relationship only exists in your head. The actual process is "we designed a pretty barebones system expansion with some nice canopies since its all cast concrete anyway". That's it. The fact that other things exist in the world is an argument that proves *way* too much (why is the MBTA even running a transit system when extreme poverty exists?), and thus is only relevant where a direct tradeoff is present, which in this case it does not. The fact that the MBTA got $ for SLG capex is not something it did instead of, because of, in spite of, rather than, or any other causal chain to the D st light!
 
The point remains that if the T had stayed focused on organization before signals before concrete, signal priority at D st should have been in the bundle (or it's scope creep) not pretty concrete arches.

So I'll start with you.

This is why we can't have nice things. Because there's always someone in the background going "well this should be done this way" or "this needs more attention" or whatever. Can't we just have something nice, that is being built to spec with things we actually want (like signal priority), without the side comments for once?

What you fail to realize this that this is a project that is moving along very quietly without a lot of fan fare. It will serve a population of people that really need better public transportation in their neighborhood. This is why it's a great thing.. D street light or not. Take it at face value... we're getting something we desperately need. Unlike a lot of transportation projects in this state, it's actually happening, and happening soon. Don't try to discount this at all.

Secondly, I agree with you about the D street light. I never said I didn't. It's been a sticking point with the entire South Boston Transitway. However... I understand that the D street light is out of the scope of this project. And I'm OK with that fact, so it's not a sticking point for me because I understand how the arrangement of this project works (see below). And we're getting something we desperately need in Chelsea... rapid transit.

However, you keep driving home an issue that isn't really relevant to the scope of the project. Why? Because this project is being funded and managed by MassDOT & City of Chelsea, not the MBTA. The only thing the MBTA is doing is providing the buses to run on the busway in Chelsea. That's all.

And while the D street is a service-level issue, that really falls on the MBTA and the City of Boston. Not MassDOT, not the City of Chelsea. And because of that, your argument really does not apply here. It's pretty much unrelated, with the exception that SLG buses will pass through this light also.

If you have gripes about the D street light, then take it up with the MBTA and the City of Boston because it's really their issue, not really apart of this project.

Even if the project funding allowed for both (there is no way it does), this isn't even a tradeoff that exists. Money doesn't 'convert' into will to inconvenience drivers.

I agree. There is no trade off. As I said above, the D street light is a MBTA & City of Boston issue. Not a MassDOT & City of Chelsea issue. Two very different bucks of money.

It apparently included transit signal priority in Chelsea (that's what I read from Cybah's comments about having moved "signal crossings at Everett Ave, Spruce Street, and Arlington Street" into Phase 1. I applaud that.).

I don't see the logic of "I'm frustrated that I can't materially improve transit operations [at D Street], so I'll budget and spend money on ornamental concrete [at every stop in Chelsea]" How, exactly, does that make the system better? Its like saying "we couldn't make the buses go faster, so we added cool-looking flame decals and a rear spoiler" Notch that as a win?

Again, MassDOT project. We're talking about two very seperate buckets of money. There's absolutely no way, money could have been diverted outside of the scope of this project to fix the D street light. None.

This causal relationship only exists in your head. The actual process is "we designed a pretty barebones system expansion with some nice canopies since its all cast concrete anyway". That's it. The fact that other things exist in the world is an argument that proves *way* too much (why is the MBTA even running a transit system when extreme poverty exists?), and thus is only relevant where a direct trade off is present, which in this case it does not. The fact that the MBTA got $ for SLG capex is not something it did instead of, because of, in spite of, rather than, or any other causal chain to the D st light!

Thank you. I agree. The project is already pretty bare bones at it is. We're lucky to get even what we have. And I'm amazed how much we're getting for such a small budget (it's pretty small when compared to other transportation projects, such as the GLX). AND that they had enough money (or MassDOT coughed up a few more bucks) so we can have signals at the crossing and a few other nice perks that's going to make this BRT line built the way it should be (i.e. Gold Standard BRT).

I mean, if they did not move things over from Phase II to Phase I, we would have ended up with something half assed. And I give kudos to MassDOT for actually realizing this and not waiting for the TIGER grant to come thru to give us those additional BRT perks we need to make service better along the busway.

And since I brought up the TIGER grant, I'll mention this now and not in my future post.. the CR station is up in the air now thanks to the current administration in DC killing all TIGER grants. We may not get a CR station now because of that. (Although I do see the state coughing up the money for the CR station because it's an ADA issue and the current CR station is a single platform station now because the other platform was taken up for the BRT station on the other side of the tracks.)

And again hats off to MassDOT for moving stuff out of Phase II into Phase I.. especially long before the current administration in DC cut TIGER grants.. they saw a need for signals and other perks NOW vs later when funding became avaliable. They didn't have to do that, but did anyways. And its a good thing they did, because now the funding for Phase II may vanish if the state doesn't cough up the money to fund it.
 
There's also no freakin reason that the D Street light needs to be a part of any project. It's something that can be done just by swapping in a few thousand dollars worth of equipment plus maybe 2 hours labor. Seriously. It's not a time or money thing, it's a willpower thing.
 
since all legitimate subway to subway transfers currently don't require you to leave the paid fare zone

except for the people who ride the E-line inbound who want to go outbound on any of the other green lines by transferring at Copley... or the reverse...
 
Why hasn't MassDOT funded TSP for SL@D?

If we asked Boston what they want for SL@D, what would their answer be?
 
"Fuck bus riders"
Has Boston been offered TSP and turned it down?

TSP SL@D is so important (and Seaport mobility is such a known problem and Silver Line Anything is such a known solution) it would be really good to know the real root cause for its not having happened.
 
Has Boston been offered TSP and turned it down?

TSP SL@D is so important (and Seaport mobility is such a known problem and Silver Line Anything is such a known solution) it would be really good to know the real root cause for its not having happened.

Same reason the buses have to go on an extended tour of the area and stop at WTC twice rather than using the dedicated ramp.

"Fuck bus riders"
 
Hey All-

Here's the big exciting update you've all been waiting for!!

I was finally able to get at tour with a MassDOT engineer to get busway-level shots and to ask some questions about the project. It was very exciting to finally able to get some answers, and learn some new things about the project that I did not know.

My apologizes for a delay on getting these to you, as they were taken last Thursday (4/20). I've just been so busy with my new job and I had to do an extra special job (like I actually edited the photos for once) on the photos. Plus there was so many photos to go through, as I took 668 photos in total, and was able to pair them down 207 photos. So alot of photos to edit and write descriptions for!

Much like last time, the project is chugging along. As I said in previous posts about this tour, I was mistaken about the opening. The end of the construction is March 2018. Service should begin, after initial testing of the busway, shortly after. So the website, which does say "Opening Spring 2018" is correct.

As I said above, it's only slightly delayed now (opening Fall 2017 as original estimated), but they've added several Phase II things to Phase I, plus the engineer says the MBTA is waiting for the buses that are being referbished in Maine to provide the additional service to Chelsea from South Boston.

But it's coming along. Today it appears they were primarily putting the caps on the retaining walls for the shared use path (and a small wall near the Washington Ave bridge) along with working on the outbound concrete canopy at Bellingham Square Station.

If you'd like to see the previous photo sets they can be found here by clicking on the links below:

Pics from 4/25/15
Pics from 6/20/15
Pics from 8/1/15
Pics from 9/19/15
Pics from 10/31/15
Pics from 1/9/16
Pics from 3/12/16
Pics from 4/16/16
Pics from 5/15/16
Pics from 6/26/16
Pics from 8/13/16
Pics from 10/5/16
Pics from 11/10/16
Pics from 12/14/16
Pics from 2/2/17
Pics from 3/23/17

And if you'd like to see the ALL of NEW photos, you can click here

Now for the highlights.. but I do urge you to look at the full photo set of 207 photos, as I'm only giving you a small taste of the photos here!

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Here's a close up of the outbound canopy at Eastern Ave Station. Electrical rough in is done, and ground should be final graded for turn around loop. One thing to note that the engineer did say is that the ground at all the bus stations and crossings will not be asphalt, but rather concrete. The busway outside of the stations and crossings will be asphalt though!

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Looking toward the Cottage Street crossing from Eastern Ave Station with the shared use path on the otherside of the jersey barriers.

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Looking toward Box District Station at the Bellingham Street Bridge. In this photo grading of the shared use path is being done, new jersey barrier, and the rough-ins for lighting under the bridge is being done. The project will have extensive lighting along the paths and busway, under bridges, and around stations.

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Here's looking back at the Bellingham Street Bridge with Box District Station behind me. The shared use path on the right is all graded and jersey barries will be going in soon, along with lighting.

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Another look at the finished grading of the Shared Use path and the retaining wall, looking toward Box District Station

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Here's looking toward Box District Station. Library Street is on my left, and Griffin Way is on my right. What's interested, and not apart of the plans that I have that is being built is... The curbing there on the right of the busway (starting at Griffin Way) will be an additional sidewalk (along with the shared use path on the left side of the busway) that will provide pedestrian access from Box District Station to Griffin way. A fence will go up along Library street at the shared use path to prevent people from crossing at Library Street and force them to use the pedestrian sidewalk. (this was a mitigation thing from the community meetings from workers who work along Griffin Way and use Library as a shortcut from the 111 bus)

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Another look at the new pedestrian walkway on the rightside of the busway connecting Box District Station to Griffin Way

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A look back at the Bellingham Street Bridge with the end of the new pedistrian walkway at Griffin Way. (With Library street on the right)

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Looking at Box District Station. The dip in the curbing is where the crossover will be to connect Highland Ave and Box District Station to the walkway to Griffin Way

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Electrical conduit rough in work at Box District Station. All stations will have fare boxes, lighting, security cameras. The entire project will also have security cameras mounted on top of most of the light poles along the project. It will be well secured.

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Box District Station from the busway looking toward the Bellingham Street bridge. Shared use path will be on the right.

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Looking toward the Broadway bridge and the retaining wall for the shared use path. Notice the signal for the bi-directional lane that goes under the bridge (since it is too narrow for two buses to simultaneously go under the bridge at the same time)

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A look back at Box District Station with the nearly finished retaining wall on the right

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A closer look at the new bi-direction signal at the Broadway Bridge

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The old retaining wall for the Broadway Bridge, meets the new retaining wall for the shared use path

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A look back at the Broadway Bridge and it's bi-directional lane (from the otherside of the bridge)

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A look toward the Washington Ave Bridge (with the Broadway Bridge behind me)

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A look at the forms for the tops of the small retaining wall near the Washington Ave Bridge being built

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Another look back at the Broadway Bridge from the Washington Ave Bridge (directly behind me)

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Here's where a series of ramps that will be built that will connect the inbound side of Bellingham Square Station to Washington Ave (for connections to the 111 and the square itself). This was a Phase II item that was moved to Phase I, and should be built by the fall or early winter. (It's in design currently)

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The concrete forms for canopies on the outbound side of Bellingham Square Station

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Another look at the concrete forms for the canopies on the outbound side of Bellingham Square Station as seen from the Arlington @ Sixth Street crossing

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Heres looking toward the Spruce Street crossing with Route 1's overpass behind me (and Arlington @ Sixth Crossing beyond that)

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A look back at the Route 1 overpass as seen from the busway near Spruce Street

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Here's looking at a missing jersey barrier, but better yet.. the new BRT signals for the crossing at Spruce Street. There's a reason why there's a third pole, but the engineer could not explain for what (I honestly forgot to ask, but it's in a series of follow up questions I have for him). He did also say the signals will be in sync with the railroad signals, so the buses can continue to travel on the busway when the railroad signals are down (and the lights will activate when the railroad signals are going down also)

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Looking toward Everett Ave and Chelsea Station with Spruce Street behind me

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The Everett Ave Crossing with Chelsea Station behind it. Note the new signal poles for the crossing here. And much like Spruce Street, there's a reason for the third pole, which will happen in Phase II. I will try to get clairfication on this.

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The outbound (drop off side) of Chelsea Station with its nearly finished baffles and glass. This entire area is being graded in these photos in preparation for the roadbed. (this site was recently cleaned up, as it had been a storage area)

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A look at the inbound side of Chelsea Station

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A look at the outbound side of Chelsea Station with Everett Ave behind it

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In the background they are constructing the footings for a "Comfort Station" (aka a bathroom) at Chelsea Station. I was kind of surprised when he told me that but it makes sense(mainly for the drivers since this will be where they will layover). I'm going to assume it's going to be locked and not open to the public unless you ask a MBTA employee to unlock it for you). (I sure hope not)

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Post Walk Thru: The forms going up at the high retaining wall at the Broadway Bridge at the Shared Use Path that will connect Broadway to Chestnut Street

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Post Walk Thru: And finally, I did ask what this box was being constructed in the middle of shared use path. Apparently it's for Eversource (for some power thing that was moved)

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That's all for now. And I hope so.. that was a long update. There's a TON more pictures in the album, so please go take a look!

Next update (regular update as normal as seen from public ways) probably after Memorial Day. But I might take a quickie update once the light poles are installed along the project.

I'm going to try to shoot for another "Special Edition" sometime in the late summer or early fall (and again near opening).. as time permits with work (I would have to ask for a weekday morning off to do this again). But I promise, there will be another one, I was promised by who was able to get this arranged with MassDOT that I would have access to get a tour if I wanted again. So yes. There will be more of these!

Let me know what you think!!

PS - I am VERY busy at work during the day so I may not see replies until this evening, but I will reply to folks as soon as I can!!
 
Holy cow, so many pictures, great stuff Cybah.

Question for anyone who might know but how does the light work for bi-directional lane under the bridge? Is it only a loop or does it know when a bus is approaching?
 

Yeah I had to be told by someone else about this :) (too busy at work to pay attention to social media)

Only took them 2 years to notice (although their twitter handle does retweet every single time). I think it's because I had to pull strings with them and MassDOT to get the tour, so this photo set is more "official".

And of course, out of the 207 photos uploaded, they use the construction sign as the main picture. #boring!
 
Holy cow, so many pictures, great stuff Cybah.

Question for anyone who might know but how does the light work for bi-directional lane under the bridge? Is it only a loop or does it know when a bus is approaching?

A TON of pictures. I took 668 photos initially and paired them down to 207.

Typically I take 300 and pair them down to 80. It was just so hard to decide this time around what to use and what not to use :) And I still didn't get as many shots as I wanted too. (I missed some key areas)

As far as your question.. good question. I'm not sure. I'll add that to my list of questions for the engineer I am building. That's a good question for him. He should know.
 
Fantastic job! It's exciting to watch such a useful transit expansion get built!
 
One thing to note that the engineer did say is that the ground at all the bus stations and crossings will not be asphalt, but rather concrete. The busway outside of the stations and crossings will be asphalt though!

This is something LA standardized on long ago, and it's probably saved them a ton of money on street repairs. Bus acceleration / deceleration absolutely ravages asphalt. Concrete, not so much. (Unless you're using the garbage-tier quality concrete in the Silver Line Transitway.
 

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