Boston Train Schedule Red Line
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Conceptual Plan
About the Cover Photo The photo on the cover of this report was taken on December 17, 2010, around 8:00 AM. The view is from the Savin Hill Avenue overpass and looks almost directly south. This overpass is shown in Figure 3-3 of the report, and the field of view includes land shown in Figure 3-2. At the right is the recently completed headhouse of the Savin Hill Red Line station. Stopped at the station platform is an inbound Red Line train that started at Ashmont and will travel to Alewife. The station is fully ADA-compliant, and the plan presented in this report requires no modification to this station. Next to the Red Line train is an inbound train from one of the three Old Colony commuter rail branches. There is only one track at this location, as is the case throughout most of the Old Colony system. This train has a mixed consist of single-level and bi-level coaches, and is being pushed by a diesel locomotive, which is mostly hidden from view by the bi-level coaches. Between the two trains is an underpass beneath the Ashmont branch of the Red Line. This had been a freight spur serving an industrial area on the west side of the Ashmont branch tracks. Sections A-2.3 and A-2.4 of this report present an approach to staging railroad reconstruction that utilizes the abandoned freight spur and underpass. The two tracks to the left of the Old Colony tracks serve the Braintree Red Line branch. -
RED LINE SHUTTLE Bus Time Schedule & Line Route
RED LINE SHUTTLE bus time schedule & line map RED LINE SHUTTLE Ashmont (Shuttle) View In Website Mode The RED LINE SHUTTLE bus line (Ashmont (Shuttle)) has 2 routes. For regular weekdays, their operation hours are: (1) Ashmont (Shuttle): 12:12 AM - 1:02 AM (2) Jfk/Umass (Shuttle): 12:13 AM - 12:30 AM Use the Moovit App to ƒnd the closest RED LINE SHUTTLE bus station near you and ƒnd out when is the next RED LINE SHUTTLE bus arriving. Direction: Ashmont (Shuttle) RED LINE SHUTTLE bus Time Schedule 5 stops Ashmont (Shuttle) Route Timetable: VIEW LINE SCHEDULE Sunday Not Operational Monday 12:12 AM - 1:02 AM Jfk/Umass 151 Mount Vernon Street, Boston Tuesday Not Operational Dorchester Avenue @ Savin Hill Avenue Wednesday Not Operational 1107 Dorchester Avenue, Boston Thursday Not Operational Dorchester Avenue @ Fields Corner Station Friday Not Operational 1485 Dorchester Avenue, Boston Saturday Not Operational Dorchester Ave @ Centre St 1669 Dorchester Avenue, Boston Ashmont 31 Bushnell Street, Boston RED LINE SHUTTLE bus Info Direction: Ashmont (Shuttle) Stops: 5 Trip Duration: 20 min Line Summary: Jfk/Umass, Dorchester Avenue @ Savin Hill Avenue, Dorchester Avenue @ Fields Corner Station, Dorchester Ave @ Centre St, Ashmont Direction: Jfk/Umass (Shuttle) RED LINE SHUTTLE bus Time Schedule 5 stops Jfk/Umass (Shuttle) Route Timetable: VIEW LINE SCHEDULE Sunday Not Operational Monday 12:13 AM - 12:30 AM Ashmont 31 Bushnell Street, Boston Tuesday Not Operational Dorchester Ave @ Centre St Wednesday Not Operational 1664 Dorchester Avenue, Boston -
Building a Better T in the Era of Covid-19
Building a Better T in the Era of Covid-19 MBTA Advisory Board September 17, 2020 General Manager Steve Poftak 1 Agenda 1. Capital Project Updates 2. Ridership Update 3. Ride Safer 4. Crowding 5. Current Service and Service Planning 2 Capital Project Updates 3 Surges Complete | May – August 2020 Leveraged low ridership while restrictions are in place due to COVID-19 directives May June July August D Branch (Riverside to Kenmore) Two 9-Day Closures C Branch (Cleveland Circle to Kenmore) E Branch (Heath to Symphony) Track & Signal Improvements, Fenway Portal Flood 28-Day Full Closure 28-Day Full Closure Protection, Brookline Hills TOD Track & Intersection Upgrades Track & Intersection Upgrades D 6/6 – 6/14 D 6/20 – 6/28 C 7/5 – 8/1 E 8/2 – 8/29 Blue Line (Airport to Bowdoin) Red Line (Braintree to Quincy) 14-Day Closure Harbor Tunnel Infrastructure Upgrades On-call Track 2, South Shore Garages, Track Modernization BL 5/18 – 5/31 RL 6/18 -7/1 4 Shuttle buses replaced service Ridership Update 5 Weekday Ridership by Line and Mode - Indexed to Week of 2/24 3/17: Restaurants and 110 bars closed, gatherings Baseline: limited to 25 people Average weekday from 2/24-2/28 100 MBTA service reduced Sources: 90 3/24: Non-essential Faregate counts for businesses closed subway lines, APC for 80 buses, manual counts at terminals for Commuter Rail, RIDE 70 vendor reports 6/22: Phase 2.2 – MBTA 6/8: Phase 2.1 60 increases service Notes: Recent data preliminary 50 5/18-6/1: Blue Line closed for 40 accelerated construction Estimated % of baseline ridership -
Make Your Space at 960 Mass Ave. - 68,500 SF AVAILABLE - Overview & Specifications
Make Your Space at 960 Mass Ave. - 68,500 SF AVAILABLE - Overview & Specifications 960 Mass Ave offers 68,500 SF of available open floor plates with unlimited possibilities. From industrial to flex-tech, the expansive layout and building infrastructure offer tenants ultimate flexibility to meet any use. With immediate access to highways, commuter rail, and immediate adjacency to Boston’s urban core, 960 Mass Ave is located in the heart of urban Boston with unbeatable regional accessibility. Image is inspirational and does not reflect the current conditions of the building 960 MASSACHUSETTS AVENUE | BOSTON MA Overview & Specifications Property Specifications Total Building Size Signage ±97,929 SF Highly-visible canopy signage opportunities; over 12,000 daily car count Basement: ±1,500 SF 1st Floor: ±34,194 SF Land Area 2nd Floor: ±37,484 SF ±1.83 acres 3rd Floor: ±24,751 SF Loading Docks Available Space Shared loading available with freight ±68,637 SF elevator access at both the north and south sides of the building 1st Floor: ±6,402 SF 2nd Floor: ±37,484 SF Sprinklers 3rd Floor: ±24,751 SF Wet system Clear Height Utilities 1st floor: 10' typical Electric: Eversource 2nd floor: 11'8" typical Gas: National Grid 3rd floor: 10' typical Water & Sewer: City of Boston Fiber: Comcast and Verizon Floor Poured concrete up to Power 150 lb/square foot load capacity 3000 Amps Building Exterior Year Built New CMU block and glass 1952; renovated 2019-2020 exterior walls; metal panels Parking Ratio Column Spacing 0.8/1,000 SF 20' x 20' typical Access -
Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line
Towards 3-Minutes: Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line by Gabriel Tzvi Wolofsky B.A.Sc. in Civil Engineering, University of Toronto (2017) Submitted to the Department of Urban Studies and Planning in partial fulfillment of the requirements for the degree of Master of Science in Transportation at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 2019 © 2019 Massachusetts Institute of Technology. All rights reserved. Signature of Author …..………..………………………………………………………………………….. Department of Urban Studies and Planning May 21, 2019 Certified by…………………………………………………………………………………………………. John P. Attanucci Research Associate, Center for Transportation and Logistics Thesis Supervisor Certified by…………………………………………………………………………………………………. Saeid Saidi Postdoctoral Associate, Institute for Data, Systems, and Society Thesis Supervisor Certified by…………………………………………………………………………………………………. Jinhua Zhao Associate Professor, Department of Urban Studies and Planning Thesis Supervisor Accepted by……………………………………………………………………………………………….... P. Christopher Zegras Associate Professor, Department of Urban Studies and Planning Committee Chair 2 Towards 3-Minutes: Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line by Gabriel Tzvi Wolofsky Submitted to the Department of Urban Studies and Planning on May 21, 2019 in partial fulfillment of the requirements for the degree of Masters of Science in Transportation Abstract Transit service regularity is an important factor in achieving reliable high frequency operations. This thesis explores aspects of headway and dwell time regularity and their impact on service provision on the MBTA Red Line, with specific reference to the agency’s objective of operating a future 3-minute trunk headway, and to issues of service irregularity faced today. Current operating practices are examined through analysis of historical train tracking and passenger fare card data. -
Changes to Transit Service in the MBTA District 1964-Present
Changes to Transit Service in the MBTA district 1964-2021 By Jonathan Belcher with thanks to Richard Barber and Thomas J. Humphrey Compilation of this data would not have been possible without the information and input provided by Mr. Barber and Mr. Humphrey. Sources of data used in compiling this information include public timetables, maps, newspaper articles, MBTA press releases, Department of Public Utilities records, and MBTA records. Thanks also to Tadd Anderson, Charles Bahne, Alan Castaline, George Chiasson, Bradley Clarke, Robert Hussey, Scott Moore, Edward Ramsdell, George Sanborn, David Sindel, James Teed, and George Zeiba for additional comments and information. Thomas J. Humphrey’s original 1974 research on the origin and development of the MBTA bus network is now available here and has been updated through August 2020: http://www.transithistory.org/roster/MBTABUSDEV.pdf August 29, 2021 Version Discussion of changes is broken down into seven sections: 1) MBTA bus routes inherited from the MTA 2) MBTA bus routes inherited from the Eastern Mass. St. Ry. Co. Norwood Area Quincy Area Lynn Area Melrose Area Lowell Area Lawrence Area Brockton Area 3) MBTA bus routes inherited from the Middlesex and Boston St. Ry. Co 4) MBTA bus routes inherited from Service Bus Lines and Brush Hill Transportation 5) MBTA bus routes initiated by the MBTA 1964-present ROLLSIGN 3 5b) Silver Line bus rapid transit service 6) Private carrier transit and commuter bus routes within or to the MBTA district 7) The Suburban Transportation (mini-bus) Program 8) Rail routes 4 ROLLSIGN Changes in MBTA Bus Routes 1964-present Section 1) MBTA bus routes inherited from the MTA The Massachusetts Bay Transportation Authority (MBTA) succeeded the Metropolitan Transit Authority (MTA) on August 3, 1964. -
KEEPING on TRACK Our Second Progress Report on Reforming and Funding Transportation Since Passage of the Massachusetts Transportation Finance Act of 2013
KEEPING ON TRACK Our Second Progress Report on Reforming and Funding Transportation Since Passage of the Massachusetts Transportation Finance Act of 2013 Written by Produced by Rafael Mares Kirstie Pecci FEBRUARY 2015 KEEPING ON TRACK Our Second Progress Report on Reforming and Funding Transportation Since Passage of the Massachusetts Transportation Finance Act of 2013 Rafael Mares, Conservation Law Foundation Kirstie Pecci, MASSPIRG Education Fund February 2015 ACKNOWLEDGMentS The authors thank the following MassDOT; Rani Murali, former Intern, individuals for contributing information Transportation for Massachusetts; or perspectives for this report: Jeannette Orsino, Executive Director, Andrew Bagley, Director of Research Massachusetts Association of Regional and Public Affairs, Massachusetts Transit Authorities; Martin Polera, Office Taxpayers Foundation; Paula of Real Estate and Asset Development, Beatty, Deputy Director of Budget, MBTA; Richard Power, Legislative MBTA; Taryn Beverly, Legal Intern, Director, MassDOT; Janice E. Ramsay, Conservation Law Foundation; Matthew Director of Finance Policy and Analysis, Ciborowski, Project Manager, Office MBTA; and Mary E. Runkel, Director of of Transportation Planning, MassDOT; Budget, MBTA. Jonathan Davis, Chief Financial Officer, MBTA; Thom Dugan, former Deputy This report was made possible thanks Chief Financial Officer & Director, to generous support from the Barr Office of Management and Budget, Foundation. MassDOT; Kristina Egan, Director, Transportation for Massachusetts; Adriel © 2015 Transportation for Massachusetts Galvin, Supervisor of Asset Systems Development, MassDOT; Scott Hamwey, The authors bear responsibility for any Manager of Long-Range Planning, factual errors. The views expressed in Office of Transportation Planning, this report are those of the authors and MassDOT; Dana Levenson, Assistant do not reflect the views of our funders Secretary and Chief Financial Officer, or those who provided review. -
Red / Blue Line Connector Assessment – Land Use, Population, and Ridership Memo 2 2
SUMMARY MEMORANDUM: POPULATION, LAND USE, AND RIDERSHIP CHANGES UPDATE TO THE 2010 DEIR FOR THE RED LINE/BLUE LINE CONNECTOR Published October 2018 1. Introduction In 2010, Massachusetts Department of Transportation (MassDOT) conducted a study to evaluate the connection of the Massachusetts Bay Transportation Authority’s (MBTA’s) Red Line and Blue Line in Boston. The Red/Blue Line Connector Project consisted of extending the Blue Line beyond its current terminus at Bowdoin Station along Cambridge Street to the Red Line at Charles/ MGH Station. In March 2010, MassDOT submitted a Draft Environmental Impact Report (DEIR) pursuant to the Massachusetts Environmental Policy Act (MEPA). In May 2010, MEPA approved the DEIR. At the time, MassDOT had not identified funding for the construction of the Project. Recent changes in development and growth in Revere, East Boston, and Cambridge, as well as advancements in construction technologies, have generated a renewed interest in revisiting the need for the Red/Blue Line Connector. MassDOT’s Office of Transportation and Planning (OTP), working with the MBTA, has initiated a study to reassess the Project by revisiting previous assumptions developed during the 2010 DEIR. The purpose of this memorandum is to update the data and assumptions regarding population, land use, and ridership from the 2010 DEIR’s Purpose and Need. The 2010 DEIR focused primarily on four Census tracks surrounding the Cambridge Street corridor project area. However, due to their current access to the Blue and Red lines, the communities in this area would likely not have a large effect on demand for and use of the connection. -
CHAPTER 5 Priorities for Achieving a State of Good Repair
CHAPTER 5 Priorities for Achieving a State of Good Repair To achieve a state of good repair (SGR), infrastructure assets must be replaced as safety standards or obsolescence dictates. Once a state of good repair has been achieved, the most effective way to sustain the optimum performance of these assets is preventive maintenance. Deferring maintenance, even for a short time, accelerates the degradation of infrastructure assets. Proper attention to main- tenance can greatly extend useful life and reduce costs overall. In addition, proper maintenance is critical for providing safe and reliable service. The key components of a successful, ongoing preventive maintenance program include adequate personnel and the tools, equipment, and materials necessary to complete maintenance tasks within a reasonable time frame. It is imperative that these resources be made available in order for the MBTA to maintain efficient and safe operations that meet the needs of the riding public. The following discussion surveys the categories of the MBTA’s infrastructure assets, describing the status of each and highlighting the most important capital investments that will need to be made during the time frame of this PMT to bring the system into SGR. A more comprehensive list of SGR needs can be found in Appendix H. In addition to the currently identified SGR projects, it is anticipat- ed that prior to 2030 many capital assets presently in serviceable condition will reach end-of-life and require replacement. PRIORITIES FOR ACHIEVING A ST A TE OF GOOD RE pa IR 5-1 REVENUE VEHICLES Revenue vehicles are those vehicles that are used in the direct provision of services to the public. -
Dwell Time Model and Analysis for the MBTA Red Line
Dwell Time Model and Analysis for the MBTA Red Line Andre Puong 03/30/2000 Abstract High-frequency heavy rail operations are subject to performance vari ability, partly due to the impact of passsenger loads on the system. Specif ically, vehicle dwell times at stations contribute to much of the running time and headway variations, constraining performance and service qual ity. Typically, dwell time is a function of passenger alighting and board ing volumes, and of the on-board crowding level. Based on observations made at stations on the MBTA Red Line, models showing linear effects in passenger boardings and alightings but nonlinear effects in the on-vehicle crowding level explains about 90% of the observed variation in dwell times. Furthermore, the nonlinear contribution of on-vehicle congestion is shown to be detrimental only to the boarding process. This lends to poten tial operations improvements if rationalized passenger movements can be achieved at high-volume stations. 1 Motivation In any mode of public transportation, dwell time is a key parameter of system performance, service reliability and quality. Indeed, dwell time might represent a significant fraction of the total trip time along a serviced transit line, thus affecting travel time and system capacity. In the case of heavy rail transit systems, where headways are short and running times between stations are roughly nonvarying across trains, dwell time is the main factor causing headway variability. Higher headway variability lowers ser vice reliability in terms of on-time performance, and decreases service quality through longer waiting times and higher perceived on-board crowding levels. -
MBTA Tariff and Statement of Fare and Transfer Rules
MBTA Tariff and Statement of Fare and Transfer Rules Adopted by the Fiscal and Management Control Board June 6, 2016 Effective July 1, 2016 Revised June 15, 2018 Contents Introduction ................................................................................................................................ 3 MBTA Fare Media ...................................................................................................................... 3 CharlieCard ............................................................................................................................ 3 CharlieTicket .......................................................................................................................... 5 Paper Tickets ......................................................................................................................... 6 Cash ....................................................................................................................................... 6 Commuter Checks and benefit cards ...................................................................................... 7 mTicket ................................................................................................................................... 7 MBTA Fare Vending and Validation ........................................................................................... 8 Fare Vending Machines .......................................................................................................... 8 On-board Fareboxes ............................................................................................................. -
Other Public Transportation
Other Public Transportation SCM Community Transportation Massachusetts Bay Transportation (Cost varies) Real-Time Authority (MBTA) Basic Information Fitchburg Commuter Rail at Porter Sq Door2Door transportation programs give senior Transit ($2 to $11/ride, passes available) citizens and persons with disabilities a way to be Customer Service/Travel Info: 617/222-3200 Goes to: North Station, Belmont Town Center, mobile. It offers free rides for medical dial-a-ride, Information NEXT BUS IN 2.5mins Phone: 800/392-6100 (TTY): 617/222-5146 Charles River Museum of Industry and Innovation grocery shopping, and Council on Aging meal sites. No more standing at (Waltham), Mass Audubon Drumlin Farm Wildlife Check website for eligibility requirements. a bus stop wondering Local bus fares: $1.50 with CharlieCard Sanctuary (Lincoln), Codman House (Lincoln), Rindge Ave scmtransportation.org when the next bus will $2.00 with CharlieTicket Concord Town Center Central Sq or cash on-board arrive. The T has more Connections: Red Line at Porter The Ride Arriving in: 2.5 min MBTA Subway fares: $2.00 with CharlieCard 7 min mbta.com/schedules_and_maps/rail/lines/?route=FITCHBRG The Ride provides door-to-door paratransit service for than 45 downloadable 16 min $2.50 with CharlieTicket Other Commuter Rail service is available from eligible customers who cannot use subways, buses, or real-time information Link passes (unlimited North and South stations to Singing Beach, Salem, trains due to a physical, mental, or cognitive disability. apps for smartphones, subway & local bus): $11.00 for 1 day $4 for ADA territory and $5 for premium territory. Gloucester, Providence, etc.