DOCSLIB.ORG

Short-Range Commuter-Rail Alternatives on the South Shore

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Short-Range Commuter-Rail Alternatives on the South Shore SHORT- RANGE COMMUTER-RAIL ALTERNATIVES ON THE SOUTH SHORE IT DO o 1985 sitory Copy March 1985 . TITLE Short-Range Commuter-Rail Alternatives on the South Shore AUTHOR(S) Thomas J. Humphrey DATE March 1985 ABSTRACT This report presents results of analyses of potential short-range improvements in public transportation between the South Shore and Boston. The main emphasis is on commuter-rail-shuttle service to the Red Line on former Old Colony routes. Other alternatives examined include through South Shore-Boston rail service, extensions of existing commuter-rail lines, and improvements in express-bus, feeder-bus, and commuter-boat service. The report includes operating- and capital-cost estimates, travel-time and fare comparisons, and demand and revenue projections . Institutional constraints and Red Line capacity issues are also examined. Descriptions and operating histories of South Shore commuter rail and currently operating modes are provided This document was prepared by CENTRAL TRANSPORTATION PLANNING STAFF, an interagency transportation planning sta'f creaied and directed by the Metropolitan Planning Organization, consisting of the member agencies. Executive OMice of Transportation and Construction Massachusetts Bay Transportation Authority Massachusetts Department of Public Works MBTA Advisory Board Massachusetts Port Authority Metropolitan Area Planning Council . -ii- AUTHOR(S) MAPC REGION STUDY AREA BOUNDARY Thomas J. Humphrey GRAPHICS JiniM M. Collan Villiw L . Sicholson EDITING V— Morrison WORD PROCESSING Olga Doherty (UurMn Hagarty Lillian Didio Sandra Barroe Barbara Julian \ I 1 mmm \ This document was prepared in cooperation with the Urban Mass Transportation Administration of the U. S. Depart- ment of Transportation through the technical study grant(s) cited below, and was also financed with state and local matching funds. MA-09-0095 MA-09-0107 MA-08-0115 Copiat way t> • obtained from tha Stata Tran iportation Library. Tan Park Plaza. 2nd floor. Boston, MA 02116 TABLE OF CONTENTS LIST OF FIGURES AND TABLES ix SUMMARY 1 1.0 INTRODUCTION 11 2.0 HISTORY AND CURRENT STATUS OF SOUTH SHORE TRANSIT ALTERNATIVES 15 2.1 Summary of Existing Conditions 15 2.2 Commuter Rail 15 2.3 Rapid Transit 16 2.4 Bus Service 16 2.4.1 MBTA Service 17 2.4.2 South Shore Bus, Inc. 17 2.4.3 Brockton Area Transit Authority (BAT) 19 2.4.4 Plymouth and Brockton Street Railway Company 19 2.4.5 Hudson Bus Lines 20 2.4.6 Bloom Bus Lines 20 2.4.7 American Eagle Motor Coach, Inc. 20 2.4.8 Bonanza Bus Lines 21 2.4.9 Interstate Coach and Bay State Commuter Lines, Inc. 21 2.5 Commuter-Boat Service 21 2.5.1 Point Pemberton Route 21 2.5.2 Hinghara Route 22 2.5.3 Squantum Route 22 2.6 Carpool and Vanpool Alternatives 22 2.6.1 State Assistance for Carpool Formation 22 2.6.2 Vanpooling 23 3.0 COMMUTER-RAIL-SERVICE OPTION FOR THE SOUTH SHORE: ROUTES AND SERVICE CHARACTERISTICS 25 3.1 Current Status of Lines 25 3.1.1 Summary of Past Physical Plant and Changes Thereto 25 3.1.2 Current Track Status North of Neponset 26 3.1.3 Current Tract Status Between Neponset and Braintree 29 -i i i- -i v- 3.1.4 South Station Track Status 29 3.1.5 Track Status South of Braintree 30 3.2 Characteristics of Potential Commuter-Rail Routes Beyond Braintree 33 3.2.1 Nantasket Secondary Track (formerly the Greenbush Branch) 33 3.2.2 Plymouth Secondary Track 37 3.2.3 Middleboro Branch 40 3.3 Location of Commuter-Rail Platform at Braintree Station 44 3.3.1 Layout of Braintree Rapid-Transit Station 44 3.3.2 Potential Commuter-Rail Platform Location 45 3.4 Comparison of Travel-Time Characteristics for Feeder Service to the Red Line and for Through Buses to Downtown Boston 46 3.4.1 Travel-Time Characteristics of Red Line versus Southeast Expressway 47 3.4.2 Service-Time Comparisons • Plymouth Secondary Track Corridor 47 • Middleboro Branch Corridor 47 3.5 South Shore Commuter-Rail-Scheduling Considerations 49 4.0 DEMAND FOR TRANSPORTATION FROM THE SOUTH SHORE TO BOSTON 51 4.1 Method of Estimation 51 4.2 Estimated Demand for South Shore Commuter-Rail Service 51 5.0 PROJECTED FARES FOR SOUTH SHORE COMMUTER- RAIL SERVICE 59 5.1 MBTA Commuter-Rail Zone Fare System 59 5.2 Possible Fare Structures for South Shore Commuter-Rail Routes 59 5.3 Comparison with Feeder-Bus Routes 60 5.4 Comparison with Through Bus Fares to Boston 63 5.5 Revenue Estimate for South Shore Commuter Rail 64 6.0 SOUTH SHORE TRANSIT-SERVICE COSTS 67 6.1 Operating-Cost Assumptions for South Shore Commuter Rail 67 6.1.1 Frequency and Number of Trainsets 67 6.1.2 Train-Basing Points 67 6.1.2 Train Consists 67 -v- 6.1.4 Rolling-Stock Maintenance 68 6.1.5 Fuel 68 6.1.6 Train-Crew Costs 68 6.1.7 Traffic Control 69 6.1.8 Maintenance of Way and Structures 69 6.1.9 Administrative Expenses 70 6.2 Operating-Cost Estimates for South Shore Commuter-Rail Service 70 6.3 Capital-Cost Estimates for South Shore Commuter-Rail Service 74 6.3.1 Track 74 • General 74 • Middleboro Branch 75 • Plymouth Secondary Track 76 6.3.2 Stations 77 • Middleboro Branch 77 • Plymouth Secondary Track 78 6.3.3 Rolling-Stock Requirements 79 6.3.4 Layover and Maintenance Facilities 80 6.4 Estimated Operating Costs for South Shore Bus Service 80 6.4.1 General 80 6.4.2 Vehicle Requirements for South Shore Bus Service 83 6.4.3 Operating-Cost Estimates 84 6.4.4 Conclusions 86 6.4.5 Bus-Service Capital Costs 89 6.5 Limits on Funding Powers of MBTA and Regional Transit Authorities 90 6.6 Compensation to Private Carriers 91 6.6.1 Diversion of Riders from Existing Mass-Transit Service 91 6.6.2 Provisions for Protection of Private Carriers 91 6.6.3 Private Carriers Potentially Impacted by South Shore Commuter Rail 93 7.0 OTHER SOUTH SHORE/SOUTHEASTERN MASSACHUSETTS TRANSIT ALTERNATIVES 95 7.1 Feeder-Bus Service to Route 128/Stoughton Commuter Rail 95 7.1.1 Introduction 95 7.1.2 Track and Train-Schedule Constraints 95 7.1.3 Travel Times 96 7.2 Commuter-Rail Extension South of Stoughton 98 7.2.1 Background 98 7.2.2 Comparison of Potential Rail Service with Express Buses 99 : -vi - 7.2.3 Rail Times South of Taunton 100 7.2.4 Further Analysis of Stoughton-Taunton Commuter-Rail Extension 103 • Market Area 103 • Operating Costs 104 • Revenue 105 • Capital Costs 106 7.3 Commuter-Rail Extension Beyond Attleboro 106 7.3.1 Background 106 7.3.2 Extension on Main Line 107 7.3.3 Extension on East Junction Secondary Track 107 7.3.4 Extension on Attleboro Secondary Track 108 7.3.5 Further Analysis of South Attleboro Station 109 • Demand 109 • Operating Costs 110 • Revenue 111 • Capital-Cost Requirements 111 • Summary 112 7.4 Commuter-Boat Alternative 113 7.4.1 Introduction 113 7.4.2 Commuter-Boat Applicability 113 7.4.3 Terminal Sites and Needed Improvements 113 • General 113 • Hingham Shipyard Parking 114 • Hingham Shipyard Waiting Facilities 115 7.4.4 Commuter Craft 115 7.4.5 Access to Commuter-Boat Terminal 116 APPENDICES A. RED LINE CAPACITY MEMORANDUM 121 B. ADDITIONAL HISTORICAL AND DESCRIPTIVE INFORMATION ON SOUTH SHORE PUBLIC-TRANSPORTATION SERVICE 137 B.l Commuter Rail 137 B.l.l Development of South Shore Commuter-Rail Service 137 B.l. 2 Decline and Abandonment of Old Colony Service 137 B.l. 3 Context of Old Colony Shutdown 139 B.1.4 Survival of Other Commuter-Rail Lines 139 B.2 History of South Shore Rapid-Transit Service 141 B.3 Private-Carrier Bus Service 142 B.3.1 South Shore Bus, Inc. 142 B.3. 2 Plymouth and Brockton Street Railway Company 142 • Plymouth Service 142 -vi i- • Greenbush Service 142 • Hyannis Service 143 • South Duxbury Service 144 • Brockton Service 144 • Canton Service 144 • Bryantville Service 145 B.3.3 Hudson Bus Lines 145 B.3.4 Bonanza Bus Lines 146 • Newport/Fall River Route 146 • Falmouth/Woods Hole Route 146 B.3.5 Interstate Coach and Bay State Commuter Lines, Inc. 147 • Middleborough/Br idgewater Route 147 • Easton/Southton Route 147 B. 4 Commuter Boat 147 B.4.1 Hull Route 147 B.4. 2 Hingham Route 148 C. FURTHER DISCUSSION OF SOUTH SHORE COMMUTER RAIL SCHEDULING CONSIDERATIONS 151 C. l Rolling-Stock Configuration and Train-Cycling Time 151 C.2 Plymouth Secondary Track Scheduling 152 C. 3 Middleboro Branch 155 D. ESTIMATION METHOD FOR SOUTH SHORE COMMUTER- RAIL DEMAND 157 D. l Information Sources 157 D.2 Analysis of South Shore Population and Travel Patterns 158 D.3 Estimation of Demand for South Shore Commuter- Rail Services 160 D.3.1 Impact of Transfer Requirement 160 D.3.2 Procedure Used to Estimate Ridership for South Shore Commuter Rail 162 • Service Areas 162 • Market Segment Attracted to Commuter Rail 163 • Commuter-Rail Mode Splits of Boston- CBD Work Trips 164 • Adjustments for Peak Travel Other Than Boston-CBD Work Trips 167 • Off-Peak Travel 168 Digitized by the Internet Archive in 2014 https://archive.org/details/shortrangecommutOOhump LIST OF FIGURES AND TABLES FIGURES 2- 1 Present Southeastern Massachusetts Bus Routes to Boston 18 3- 1 Detail of Former Old Colony Railroad Main Line Near South Station, 1984 27 3-2 Status of Former Old Colony Railroad Main Line Between Boston and Braintree, 1984 28 3-3 South Shore Rail Lines, 1984 32 TABLES S-l Statistical Summary of South Shore Commuter-Rail Options 4 S-2 Summary of Minimum Capital-Cost Requirements for South Shore Commuter Rail 6 3-1 Comparative Times from Nantasket Secondary Track Stations to South Station via Bus and Commuter Rail to Red Line 35 3-2 Comparative Times from Plymouth Secondary Track Stations to South Station via Bus and Commuter Rail to Red Line 39 3- 3 Comparative Times from Middleboro Branch to South Station via Commuter Rail and Bus to Red Line 43 4- 1 Middleboro
Load more

Recommended publications
  • 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.
    [Show full text]
  • Transportation Impact Study
    The Harvest Club 255 Elm Street Somerville, Massachusetts Transportation Impact Study Prepared For: The Harvest Club Prepared by: Design Consultants, Inc. January 2021 255 ELM STREET TABLE OF CONTENTS 1. EXECUTIVE SUMMARY ......................................................................................................... 5 1.1 Introduction ................................................................................................................. 5 1.2 Study Area .................................................................................................................. 5 1.3 Safety Analysis ............................................................................................................ 5 1.4 Trip Generation ........................................................................................................... 5 1.5 Intersection Capacity Analysis .................................................................................... 6 1.6 Conclusion .................................................................................................................. 6 2. EXISTING CONDITIONS INVENTORY ................................................................................. 11 2.1 Study Area ................................................................................................................ 11 2.1.1 Study Roadways ................................................................................................. 11 2.1.2 Study Intersections .............................................................................................
    [Show full text]
  • CHAPTER 2 Progress Since the Last PMT
    CHAPTER 2 Progress Since the Last PMT The 2003 PMT outlined the actions needed to bring the MBTA transit system into a state of good repair (SGR). It evaluated and prioritized a number of specific enhancement and expansion projects proposed to improve the system and better serve the regional mobility needs of Commonwealth residents. In the inter- vening years, the MBTA has funded and implemented many of the 2003 PMT priorities. The transit improvements highlighted in this chapter have been accomplished in spite of the unsus- tainable condition of the Authority’s present financial structure. A 2009 report issued by the MBTA Advisory Board1 effectively summarized the Authority’s financial dilemma: For the past several years the MBTA has only balanced its budgets by restructuring debt liquidat- ing cash reserves, selling land, and other one-time actions. Today, with credit markets frozen, cash reserves depleted and the real estate market at a stand still, the MBTA has used up these options. This recession has laid bare the fact that the MBTA is mired in a structural, on-going deficit that threatens its viability. In 2000 the MBTA was re-born with the passage of the Forward Funding legislation.This legislation dedicated 20% of all sales taxes collected state-wide to the MBTA. It also transferred over $3.3 billion in Commonwealth debt from the State’s books to the T’s books. In essence, the MBTA was born broke. Throughout the 1990’s the Massachusetts sales tax grew at an average of 6.5% per year. This decade the sales tax has barely averaged 1% annual growth.
    [Show full text]
  • 2.0 Current Freight Rail System and Services in Florida
    Investment Element of the 2010 Florida Rail System Plan 2.0 Current Freight Rail System and Services in Florida 2.1 Overview The Florida rail system is comprised of 2,786 miles of mainline track, which are owned by 15 operating line-haul railroads and terminal or switching companies, as well as 81 miles owned by the State of Florida. Florida’s rail system includes 2 Class I Railroads (CSX Transportation and Norfolk Southern Corporation), 1 Class II (Florida East Coast Railway), 11 Class III (Alabama and Gulf Coast Railway AN Railway, Bay Line Railroad, First Coast Railroad, Florida West Coast Railroad, Florida Central Railroad, Florida Midland Railroad, Florida Northern Railroad, Georgia and Florida Railway, Seminole Gulf Railway, and South Central Florida Express) and 1 railroad specializing in switching and terminals (Talleyrand Terminal).9 The largest operator in the State is CSX Transportation, which owns more than 53 percent of the statewide track mileage. In 2008, Florida’s railroads carried nearly 1.6 million carloads – 19 percent less than in 2006 – and approximately 83 million tons of freight, representing a 25 million ton (23 percent) decrease from 2006.10 During that year, railroads handled freight equivalent to roughly 5.0 million heavy trucks.11 Nonetheless, railroads continue to support thousands of jobs throughout the State and assist Florida’s industries to remain competitive with international and domestic markets for fertilizer, construction rock, consumer goods, paper products, processed 9 U.S. Class I Railroads are line-haul freight railroads with 2007 operating revenue in excess of $359.6 million (2006 operating revenues exceeding $346.7 million).
    [Show full text]
  • Massachusetts Bay Transportation Authority
    y NOTE WONOERLAND 7 THERE HOLDERS Of PREPAID PASSES. ON DECEMBER , 1977 WERE 22,404 2903 THIS AMOUNTS TO AN ESTIMATED (44 ,608 ) PASSENGERS PER DAY, NOT INCLUDED IN TOTALS BELOW REVERE BEACH I OAK 8R0VC 1266 1316 MALOEN CENTER BEACHMONT 2549 1569 SUFFOLK DOWNS 1142 ORIENT< NTS 3450 WELLINGTON 5122 WOOO ISLANC PARK 1071 AIRPORT SULLIVAN SQUARE 1397 6668 I MAVERICK LCOMMUNITY college 5062 LECHMERE| 2049 5645 L.NORTH STATION 22,205 6690 HARVARD HAYMARKET 6925 BOWDOIN , AQUARIUM 5288 1896 I 123 KENDALL GOV CTR 1 8882 CENTRAL™ CHARLES^ STATE 12503 9170 4828 park 2 2 766 i WASHINGTON 24629 BOYLSTON SOUTH STATION UNDER 4 559 (ESSEX 8869 ARLINGTON 5034 10339 "COPLEY BOSTON COLLEGE KENMORE 12102 6102 12933 WATER TOWN BEACON ST. 9225' BROADWAY HIGHLAND AUDITORIUM [PRUDENTIAL BRANCH I5I3C 1868 (DOVER 4169 6063 2976 SYMPHONY NORTHEASTERN 1211 HUNTINGTON AVE. 13000 'NORTHAMPTON 3830 duole . 'STREET (ANDREW 6267 3809 MASSACHUSETTS BAY TRANSPORTATION AUTHORITY ricumt inoicati COLUMBIA APFKOIIUATC 4986 ONE WAY TRAFFIC 40KITT10 AT RAPID TRANSIT LINES STATIONS (EGLESTON SAVIN HILL 15 98 AMD AT 3610 SUBWAY ENTRANCES DECEMBER 7,1977 [GREEN 1657 FIELDS CORNER 4032 SHAWMUT 1448 FOREST HILLS ASHMONT NORTH OUINCY I I I 99 8948 3930 WOLLASTON 2761 7935 QUINCY CENTER M b 6433 It ANNUAL REPORT Digitized by the Internet Archive in 2014 https://archive.org/details/annualreportmass1978mass BOARD OF DIRECTORS 1978 ROBERT R. KILEY Chairman and Chief Executive Officer RICHARD D. BUCK GUIDO R. PERERA, JR. "V CLAIRE R. BARRETT THEODORE C. LANDSMARK NEW MEMBERS OF THE BOARD — 1979 ROBERT L. FOSTER PAUL E. MEANS Chairman and Chief Executive Officer March 20, 1979 - January 29.
    [Show full text]
  • St. Marks Area (Ashmont/Peabody Square), Dorchester
    Commercial Casebook: St Marks Area Historic Boston Incorporated, 2009-2011 St. Marks Area (Ashmont/Peabody Square), Dorchester Introduction to District St. Mark's Main Street District spans a mile-long section of Dorchester Avenue starting from Peabody Square and running north to St. Mark’s Roman Catholic Church campus. The district includes the residential and commercial areas surrounding those two nodes. The area, once rural farmland, began to develop after the Old Colony railroad established a station here in the 1870s. Subsequent trolley service and later electrified train lines, now the MBTA's red line, transformed the neighborhood district into first a “Railroad Suburb” and then a “Streetcar Suburb.” Parts of the area are characterized as “Garden Districts” in recognition of the late 19th century English-inspired development of suburban districts, which included spacious single-family houses built on large lots and the commercial district at Peabody Square. Other areas reflect Boston’s general urban growth in the late 19th and early 20th centuries with densely clustered multi-family housing, including Dorchester’s famous three-deckers, found on the streets surrounding St. Mark’s Church. The district, particularly in Peabody Square, features many late 19th-century buildings, including the landmark All Saints’ Episcopal Church, the Peabody Apartments, a fire station, and a distinctive market building. These surround a small urban park with a monument street clock. The St. Mark’s campus, established a few decades later, mostly in the 1910s and 1920s, is a Commercial Casebook: St Marks Area Historic Boston Incorporated, 2009-2011 collection of ecclesiastical buildings set upon a large, airy parcel.
    [Show full text]
  • November 6, 2014 for Those of You Who Were Able to Join Us at Our
    Dear All: November 6, 2014 For those of you who were able to join us at our WB&A Members Only Semi‐Annual General Membership/Swap Meet it was good to see you and we are glad you were able to join us. Please join us in welcoming and congratulating the winners of the 2015‐16 election: David Eadie (BoD & Membership); Bob Goodrich (BoD); Bill Moss (BoD) and Dan Danielson (Eastern Rep). I extend the entire BoD thanks and welcoming to them for the 2015‐16 Term. At our meeting we took a few minutes to say “thank you” to a couple who have done so much for the train hobby, the TCA and the WB&A, namely, Mary and Pete Jackson. Your BoD presented them with a plaque in honor of their work on the BoD over the years and for their years of work running Kids Korner at York and for the countless other ways they have assisted. Mary and Pete moved to Delaware about 2 years ago and have continued to be active in all that they had committed themselves to, but it’s time for them to take time to play trains and let others step up to take on the roles they had. So to Mary and Pete we say thank you for your years of service. As a reminder, the eblasts and attachments will be placed on the WB&A website under the “About” tab for your viewing/sharing pleasure http://www.wbachapter.org/2014%20E‐ Blast%20Page.htm The attachments are contained in the one PDF attached to this email in an effort to streamline the sending of this email and to ensure the attachments are able to be received.
    [Show full text]
  • Look at All of the Sea Captains That Lived on Pleasant Street! Hyannis
    Hyannis N Transportation Center 1 On July 8, 1854, The You are here! Cape Cod Railroad Company reached the town of Hyannis. It reached Provincetown in July 1873, and was known, by then, as the Old Colony Railroad. This postcard shows the original S railroad depot in Hyannis. 1 MAIN STREET 2 MAIN STREET SCHOOL STREET 3 The Cash Block 3 building was built by Captain 5 Built before 1770, Alexander Baxter, often known as by Captain Allen Hallet, this is the “ the Father of Hyannis”, for his 4 second oldest residence existing in Hyannis, commitment to developing the village still on it’s original foundation and location. in the early 19th century. 5 2 In 1874, PLEASANT STREET President Ulysses S. Grant arrived in Hyannis on the River Queen as part 6 School Street Along of the inauguration of the railroad this picturesque street you will see extension to Provincetown. With several Greek Revival Cottages origi- much fanfare, he spoke to crowds nally built from 1825-1924. If you have at this corner and at each stop on 8 a little extra time, saunter here. his way to Provincetown on the Old 7 Colony Railroad! OLD COLO NY ROAD NY COLO OLD 10 9 11 12 13 6 Built in 1852, 14 Captain Allen Crowell Homestead, 20 in 1666, this area of remains a fine original example of the Greek Revival land was granted to the first settler style of architecture. Captain Crowell (1821-1891) SOUTH STREET of Hyannis, Nicholas Davis, by the was well known for sailing all of the Seven Seas! 15 leader of the Mattakeese Indians, Yanno, Visit the Barn/Stable to see the PLEASANT STREET also called Iyannough.
    [Show full text]
  • MBTA Red Line Repairs
    Ana Torres November 3, 2011 Assignment 5: Basic queries MBTA Red Line Repairs Starting next Saturday (November 5, 2011) and until March 4, 2012, the MBTA will close the Red Line north of Harvard Square on weekends to complete $80 million in repairs designed to keep trains from derailing due to eroded tracks and power lines caused by leaks in the tunnel. The service will be replaced with shuttle buses. According to an article from the Boston Globe by Eric Moskowitz on October 22, 2011, about 21,200 riders on Saturday and 14,200 on Sunday board the Red Line at Porter, Davis and Alewife stations, meaning over 35,000 commuters will be affected weekly in the five-month shutdown period. The MBTA has come up with its next commuter nightmare. On weekends starting November 5, Red Line trains north of Harvard Square due to tunnel repairs. According to an article from the Boston Globe, the $80 million project will serve to keep trains from derailing These events are a perfect opportunity to reanalyze the profile of the users of the MBTA. Having a clearer idea of the sociodemographic profile and the patterns of use of transportation of the people that will be affected by this project will help to have a better assessment of the true cost of the project, that it, not only the monetary cost of the infrastructure but counting the social cost of the project as well. For this, a map that relates different characteristics of the population and their transportation information will result extremely useful.
    [Show full text]
  • 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
    [Show full text]
  • 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.
    [Show full text]
  • Albany Bus Terminal Number
    Albany Bus Terminal Number Carneous Harvey stacks above-board and sociably, she breathalyse her chest prophesy perilously. Barytic Zacharias dialogues: he denitrifies his moves sorely and carnivorously. Which Jerrome seasons so blind that Scotti walk her ers? Bus from albany to poughkeepsie. Drive electric 3000 in the Albany region a number that has quadrupled over the broad five years. CSXcom Home. From Albany Bus Terminal 34 Hamilton St Albany NY 12207 USA in Albany NY Estimate your taxicab fare & rates Taxi fare phone numbers local rates. Postcard Illinois Terminal Rail Bus 206 undated Illinois Terminal Railroad. HACKETT MIDDLE to ROUTE 06 Albany City. Travelers through the Port Authority's airports bus terminal and bus station are. Please fill it appears you physically arrive today with the day, but never be followed in albany bus terminal of other railroad and surrounding neighborhoods and practice physical bus? However the fastest bus only takes 1 hour 55 minutes Greyhound exterior Bus Paihia to Albany 3 hours 30 minutes The manufacture of buses from Saranac Lake. A number the major roadways including the pristine Island Expressway I-4. Albany on its manufacturer of ways to the best albany bus terminal number of your travel date of booking contact. Get from the number at wanderu? Tickets to ensure they want or buy in schenectady, terminal albany daily by amtrak guest rewards points within united airlines is the best way. Buses run through Capital appeal next to CDTA's headquarters on 110 Watervliet. Albany Bus Stop Trailways Greyhound BusTicketscom. Your Departure Terminal at JFK Airport 1000 AM Kingston Quality soap at Thruway exit 19 114 Route 2.
    [Show full text]