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Ocm39986872-1961-HB-3027.Pdf HOUSE No. 3027 Che Commontoealth of Massachusetts SPECIAL REPORT Of THE MASS TRANSPORTATION COMMISSION RELATIVE TO THE EX- TENSION AND EXPANSION OF CERTAIN RAPID TRANSIT FACILITIES BY THE METROPOLITAN TRANSIT AUTHORITY Under Section 10 of Chapter 10 of the General Laws March, 1961 « BOSTON WRIGHT & POTTER PRINTING CO., LEGISLATIVE PRINTERS 32 DERNE STREET 1961 Che Commontoealth of Massachusetts Mass Transportation Commission, m State House, Boston 33, March 9, 1961. To the Honorable Senate and House of Representatives. Pursuant to section 10, chapter 16 of the General Laws, we sub- mit herewith the report relative to the extension and expansion of certain rapid transit facilities by the Metropolitan Transit Authority. This report was prepared for the Commission by Dr. Joseph Maloney, Executive Director, and Nathan Paven, Special Counsel for the Mass Transportation Commission. Respectfully submitted LUCY M. CARRA. MICHAEL J. GORMLEY JACK P. RICCIARDI. HAROLD FINN. JOSEPH R. DRAGONE. ROBERT F. MURPHY. THOMAS J. GRIFFIN. WILLIAM F. CALLAHAN. EPHRAIM A. BREST. DANIEL A. BENSON. d I C&c Commontoealtft of SPECIAL REPORT OF THE MASS TRANSPORTATION COMMISSION RELATIVE TO CERTAIN RAPID TRANSIT FACILITIES OF THE METROPOLITAN TRANSIT AUTHORITY. w FOREWORD This report, while being filed in accordance with the provisions of chapter 16, section 10, of the General Laws, is being submitted in partial fulfillment of the investigations and studies directed to this Commission by chapter 89 and chapter 100 of the Resolves of 1960. The portions of these Resolves with which this report deals has to do with the several studies of M. T. A. service, as well as the study of commuter needs and highway programs north and west of Boston. No funds were appropriated for these studies. Part I. Introduction. Chapter 416 of the acts of 1959 created the Mass Transportation Commission and charged it with co-ordinating all planning for high- ways and transportation. The only funds made available to the Commission in 1959 were funds to continue the study of the Old Colony problems. There was an additional appropriation of $20,000 made in the supplementary budget for fiscal 1959. Chapter 644 of the acts of 1960 made certain corrective changes in the legislation establishing the Mass Transportation Commission, to enable the Commission to draw upon federal funds for studies relating to the co-ordination of highway planning, transportation, 'and use and urban renewal. This corrective change was not made until September 6, 1960. It was at that time that the Commission was first able to start planning for its long range work in these vital fields. Chapter 89 and chapter 100 of the Resolves of 1960 directed the Commission to undertake investigation and studies of several ex- tensions of M. T. A. service, as well as a study of the commuter 6 HOUSE No. 3027. [Mar. needs and highway programs north and west of Boston. No funds were appropriated for these studies. In preparing this report, we have, of course, referred to the 1945 and 1947 Metropolitan Transit Recess Commission reports, which are the only master plans available for mass transportation in the Metropolitan Boston region. We have also examined the 1948 Metropolitan Master Highway Plan and the 1957 Coverdale and Colpitts report. Unfortunately, very little has been done since 1945 to review the of reports. Changes taken place in basic conclusions these have * population, travel and highways since 1945, which were only con- jectures at that time. We must therefore, review these reports in light of these changed conditions. This report is intended to serve as a guide to future studies. It does not and cannot offer answers to all of our transportation prob- lems without considerable engineering and planning work. We can and do, however, explore certain areas where improvements over existing rail rights of way should be implemented. We recommend that a comprehensive study should be made of the effects of decentralization caused by roads such as Route 128 and the forthcoming Route 495. Such decentralization has created a diversion of traffic between Boston and the suburbs to traffic between the suburbs. If mass transportation is feasible for these new traffic needs, such plans must be drawn from new and radical ideas. We have included herein a table, comparing the population changes for the inner core of twenty-three cities and towns shown in the 1945 Coolidge report with those which have occurred be- tween 1945 and now, as Appendix A. Certainly, such propulation changes have an effect on our planning for transportation. As we have pointed out, the Coolidge report concentrated solely on mov- ing traffic to and from the center of Boston. We question whether such a premise is completely valid in the light of changed conditions. In 1948, a joint board for the Metropolitan Master Highway Plan presented its report to Governor Bradford outlining a ten- year program of highway planning. This plan is still the basic plan for the metropolitan Boston area and a large portion still re- mains uncompleted. The Metropolitan Master Highway report pointed out that a comprehensive plan for the improvement of a transit system was contained in the two reports of the Metropolitan Transit Recess 1961.] HOUSE —No. 3027. 7 Commission dated April of 1945, and April, 1947. These reports were the so-called “Coolidge Reports”, mentioned above. In planning the master highway plan, the 1948report said If rapid transit facilities are not extended and improved, the system of ex- pressways recommended will be inadequate to handle the volumes of traffic that will be generated in the outer and rapidly growing portion of the metropolitan district. The expressways do not offer a rubber-tired alternate to railborne rapid transit. The vast number of people to be handled by public transportation would make such an expedient economically unsound. Furthermore, the downtown street system would be unable to absorb any significant portion of the number of buses that would be involved. Since 1948 there have been two extensions of the rapid transit system of the M. T. A. These two extensions are the Highland Branch and the Revere Beach extension. Since 1946, however, there has been a drastic decline in the use of the facilities of the M. T. A. The following chart indicates the extent of this decline; This decline will probably continue if no extensions of service are made. In large measure this decline has been caused by the move- ment of population out of the fourteen cities and towns into the outlying suburbs, while the M. T. A. has been confined to virtually the same limits as existed in 1946. This, in turn, has led to greater reliance upon the automobile as the means of transportation. To meet the movement of populations, which has occurred, it is appar- ent that extensions of rapid transit service should be accomplished as rapidly as possible. Fortunately, the Boston area is so situated that it can take ad_ 8 HOUSE —No. 3027, [Mar. vantage of existing railroad rights-of-way for expansion of pas- senger transportation. Recent experience has also clearly supported the conclusion of the Coolidge Report, that the railroads are moving in the direction of abandoning all passenger transportation. Vast highway building programs have been and still are being planned through the heart of the core city and surrounding cities. The increasing demands of the automobile for more and more roads cannot be denied, but in planning such roads thought should be given to incorporate the principle that sufficient space be ac- quired for rapid transit in the median strips, according to a logical plan for expansion of rapid transit along with the highways. Un- less we do so, we will not be lessening the demand for roads, but increasing it. Planning rapid transit expansion can take one of two forms. First, we can so arrange financial matters that we reimburse the railroads for any loss resulting from their continuation of passenger service. Such a system is feasible, but is subject to the same ills as those which presently make passenger transportation by railroads uneconomical old equipment, high fares, infrequent service and lack of adequate parking facilities at the stations. Second, a combination of extending existing M. T. A. facilities over railroad rights-of-way by any one of several combinations or methods. It is our position that, if the Commonwealth is to expend large sums of money to provide passenger service, it would be most eco- nomical and most advantageous that the Commonwealth do so by means of a public authority and provide such service directly. The greatest advantage of an authority is that it pays no taxes and can raise money at less expense and more readily than private companies. The greatest objection to such a public authority at the present time is the spectre of increasing burdens upon the local real estate tax rates resulting from the cost of such service. Obviously, some new methods of paying the cost of service must be established. The most obvious answer is the amendment of the constitutional limitation which prohibits the application of the Highway Fund to' passenger transportation. Such a limitation has proved to be short- sighted and contrary to the best interests of the motoring public whom it was originally intended to protect. The failure to make funds available for public mass transportation has resulted in the demand for more and more highways, ever increasing the highway 1961.] HOUSE — No. 3027. 9 tax which is imposed upon motorists. It has long been established that it is far less expensive to build and maintain facilities for mass transportation on rail than it is to provide and maintain facilities carrying the same amount of people on rubber.
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