Lost Streetcar Infrastructure

A PCC streetcar inbound from
Watertown Square passing through
Newton Corner
(Photo by J. Appleman, August 1966)

From the late 1800s through the 1940s, Boston and vicinity had a robust streetcar infrastructure, taking riders not only on trips downtown but also connecting neighborhoods.  

A streetcar near Union Square in Somerville

Beginning in the 1940s and continuing into the 1960s, this network was trimmed down until only four lines remain.  Three run along major arterials:  Commonwealth Avenue, Beacon Street, and Huntington Avenue.  The fourth was an early conversion from commuter rail, namely the Mattapan-Ashmont “High Speed” Line.  In the late 1950s, Boston picked up a second streetcar line converted from commuter rail when the Boston & Albany Railroad’s Highland Branch became the Riverside Line.

A colleague posted a narrated video of a trip from the streetcar yard at Arborway (once the terminus of the E Branch of the Green Line) to Mattapan yard (still a terminus of the “High Speed” Line.  The video illustrates that back in the day of less and slower auto traffic, the streetcar was an important mode of transport.   Link:  http://youtu.be/IXe_udEPt60

A PCC streetcar from Arborway to Mattapan travels along Cummings Highway.
(Still from the video.)

Approaching Mattapan Square .  (Still from the video.)

Over the years, many of the streetcar routes were first converted to “trackless trolley” (buses with overhead electric power lines) and later diesel buses.  The buses proved more flexible and less expensive to maintain and operate.

Streetcar in a median on Blue Hill Avenue in Dorchester

PCC streetcar bound for Dudley Square in Roxbury leaves what is now Andrew Station on Southampton Street (Collection of Joe Testagrose, year unknown)

2-car train of PCCs cars heading to the Arborway on what is known at the E Branch of the Arborway on August 13, 1970.  (Photo by Joe Testagrose)

Today, the MBTA Light Rail System is the remnant of Boston's once extensive streetcar network, This includes the Green LIne with four routes converging on the Central Subway under the Back Bay and downtown, as well as the still-running Mattapan-Ashmont Line.

A Type 8 Light Rail Vehicle is running inbound on the E Branch at Huntington Avenue and Forsythe Street by Northeastern Avenue.  It is headed through the Central Subway to the Lechmere terminal in East Cambridge. 

What Does the Public Think?

Any public transportation study or project these days generally include a series of public meetings to gather public input.  In addition, there are often public input periods where comments are received on a particular report.

But do these methods of public outreach yield the public’s opinion, or only the opinions of the meeting-goers?

This is the dilemma of many officials, planners and engineers:  How do we best get a good cross-section of public opinion?

The Roxbury-Dorchester-Mattapan (RDM) Transit Needs Study:  An example of a robust public outreach program.

I mention the example of this study, dating from 2011 to 2012, as it included some of the most comprehensive methods of public outreach.  The objective was to go far beyond just the likely meeting-goers, and reach a cross section of those who live and work in these three communities within the City of Boston, Massachusetts.

The RDM Study Area

Brief Overview of the Study

This comprehensive study of the travel patterns of these transit-dependent communities was undertaken by the Massachusetts Department of Transportation (MassDOT), coming on the heals the 28X Project, a bus rapid transit project that had failed to achieve community support and was dropped by MassDOT.  As recommended by many in the community, the new study would take a step back perform a comprehensive overview of transit needs and explore alternative strategies to meet these needs.

The wedge-shaped study area for the RDM Study is just beyond walking access to the major rail transit lines (the Orange and Red Lines). Many residents are transit-dependent and must rely on existing bus service to meet their travel needs.

Makeup of the Outreach Team

The Study Team was made up of predominantly residents and former residents of the communities.  These are primarily minority communities and, unlike the case in some studies, the Outreach Team resembled the communities.

Member of Outreach Team hands out
questionnaire to transit rider.

We believed the key to a successful study was gaining public trust in  and support for the study process. That is why we assembled a planning team lead by professionals with roots in this corridor. Putting a new, community-rooted face on the planning team was one element in demonstrating to the communities that this study was truly a new start.

Of all those working on the project, only my transportation engineer and I were the only non-minorities on the consultant team.   All-in-all, I think this strategy was key to both our team winning the assignment from MassDOT as well as being contributory to the overall success of the study.

Strategies to Reach the Community

The project included a comprehensive array of strategies to obtain a wide range of input.  The public outreach program went far beyond just public meetings and a web site.  The Study Team literally went to where the public was:  

• to their bus stops and transit stations, 
• on their buses,
• to their libraries,
• to their community centers,
• to their community events, and
• to the churches where they worship

Mattapan Branch Library (William 
Rawn Associates, Architects Inc.)

We learned that many in these communities simply cannot make public meetings, due to work hours, or having to come home and attend to their children.  Also, many did not have computers in their home to perform an on-line survey.

Supplementing the consultant team was a group we called the "Street Team."  Led by the organizer of a local census outreach team, these community residents performed much of the legwork of meeting the community where they were.

The Many Facets of Outreach

Public input into the study came through these various sources:

• review of previous studies and reports
• series of public information meetings
• study advisory committee
• on-line survey
• questionnaires administered by hand-held devices
• paper questionnaires

The Street Tream recorded responses
to the questionnaire on board buses
using hand-held devices

Access to the on-line survey was enhanced by inviting community members to come to the local libraries where Outreach Team members would assist them as needed.  The Street Team went to community bus stops and rode local bus routes to record answers to the questionnaire on hand-held devices, where the data was later downloaded and entered into the needs database.

The use of paper questionnaires allowed many more to participate.  The questionnaires were distributed at community centers, such as health centers, libraries, and churches.  They were also distributed a several major community events, at the transit stations where connecting buses serve the RDM area, and after Sunday Services at local churches.  

Publicity for the meetings and the study itself was extensive.  Besides the MassDOT and MBTA (Massachusetts Bay Transportation Authority, the local transit operator) websites, the project used Facebook, Twitter, the community newspaper (The Bay State Banner), and the local radio station (TOUCH 106.1 FM), and distribution at community centers.

The overall result of the outreach over about 2 months was 1,344 responses, yielding 154 ideas for transit improvements.   The ideas were evaluated by the Advisory Committee and the Study Team.  The results are in the Final Report for the RDM Study.

For more information on the study or to read the Final Report, visit the MassDOT website for the RDM Study.

__________________________________________________

The outreach plan was developed by the consultant team which included:

Charles W. Bradley, III, AIA (The ARCH Professional Group, Inc.)
Michael Fergus (The ARCH Professional Group, Inc.)
Patrick Belizaire (The ARCH Professional Group, Inc.)
Kelley Chunn (Kelley Chunn & Associates)
Adrienne Benton (Onyx Spectrum Technology, Inc.)
William Caines (William F Caines Landscape Architects Inc.) 
Rachel J. Burckardt, PE (Parsons Brinckerhoff)
Kristen Torrance, PE, PTOE (Parsons Brinckerhoff)

Dedication of Three New Stations on the MBTA Fairmont Commuter Line

As reported by the MBTA (Massachusetts Bay Transportation Authority on July 17, 2013, Governor Deval Patrick, Boston Mayor Thomas Menino, MassDOT Secretary and CEO Richard Davey and MBTA General Manager Dr. Beverly Scott officially opened the Four Corners Commuter Rail Station, celebrating a series of recent  recent improvements made along the entire Fairmount Commuter Rail Line.  These improvements included track, signal and bridge updgrades, as well as two other new stations, at Talbot Avenue and Newmarket.

These new stations represent a continuing trend in the restoration of passenger rail service in New England within the last 2 years.  The other improvements include two new stations in Rhode Island on the MBTA Providence Line (Warwick/TF Green Aiprort and Wickford Jct.), two stations in Maine on the extension of the Downeaster intercity service (Freeport and Brunswick), and two stations as part of the Cape Flyer service to Cape Cod.

The Fairmont line is unique in the MBTA system, in that it is entirely within the City of Boston.  As such, it acts as a hybrid mode, using commuter rail equipment but serving an intracity transit market.  The line bisects the Dorchester and Mattapan neighborhoods, nearly halfway between the Orange and Red Lines.

Originally part of the New York and New England Railroad's mainline, it bypassed Back Bay Station, through which most of the south side commuter services ran.  When the line was merged into the New Haven Railroad, which ran all the service radiating south of Boston, it was delegated primarily as the freight route, whereas the passenger route ran up what is now the Providence Line, passing through Back Bay on its way to South Station.  Passenger service was provided until 1944.

Passenger service was restored on Nov. 3, 1979 when commuter trains and Amtrak intercity services were shifted over the the Fairmont line for the duration of the Southwest Corridor project.  Three stations were served by a shuttle service.  This service was kept after the other passenger services were restored to the mainline.

With the opening of the three new stations, service now consists of 40 to 45 minute headways at peak hours and hour headways in between.

Proposals to provide more frequent services (perhaps every 30 minutes) have been explored, as has the use of diesel multiple unit trains, which would be shorter and have faster acceleration.  

Cape Flyer Ridership Substantial

Crossing the Cape Cod Canal Rail Bridge

Propelled by good weather and the legendary long traffic jams at the only two roadway bridges into Cape Cod, the state-funded Cape Flyer ridership is somewhat exceeding expe-tations, as re-ported in a Boston Globe article.   In my initial post about this train, the Cape Cod Flyer represents the return of direct Boston to Hyannis service after 54 years.

As reported by the Globe:

Sunday’s 25-mile line of vehicles creeping across the Sagamore Bridge may go down as one the worst-ever Cape Cod traffic nightmares, but it also served as a free advertisement for a less stressful mode of transportation: the CapeFlyer weekend train service between Boston and Hyannis, which still has plenty of room for passengers.

Cape Flyer in Barnstable.  Photo by
Doug Scott

To anyone who has returned from the Cape on a Sunday night, this is not news, it's just what it takes to go to the Cape.  The savvy travelers will drive back early on Monday morning.  The more savvy travelers are shifting to the train.

As reported in the Globe, the cool, cloudy weather in June resulted in poor ridership.  But July brought the heat and, with the Cape beaches on their mind, the riders came.  Continued strong ridership may keep the service running into the fall, after the currently scheduled last trips on Labor Day weekend.

Accomodations:  While made up of commuter rail equipment, the train includes some features not found on all trains, including:

• Onboard concessions* , not quite an Amtrak cafe car, but beer and wine are served after the last "commuter stop" at Middleborough
• Free bike storage
• Free wi-fi
• Connections in Hyannis to ferries to Martha's Vineyard and Nantucket
• Bus connections at Buzzards Bay to Falmouth (by CCRTA)
• Bus connections at Hyannis to Orleans  (by CCRTA)

*Concession provided by Iowa Pacific, the holding company for the other Cape Cod railroads, namely Massachusetts Coastal Railroad (freight) and Cape Cod Central Railroad (passenger excursions and dinner trains)

We'll see how ridership holds up through July and August.  But, as a alternative to a 25-mile backup, the train is a no-brainer.

Returning to Cape Cod (By Rail)

This summer will bring the return of regularly scheduled train service between Boston and Cape Cod.   Branded as the CapeFlyer, it provides a new modal option for a trip measured in "miles of backup before the bridge." 

There are only two motor vehicle bridges across the Cape Cod Canal, and both experience major backups on summer weekends.  The only ways to avoid the bridges are the ferry to Provincetown or flying into Hyannis.  And the under-utilized rail bridge. (See photo on right.)

NYNY&H RR "The Cranbury" was
painted in ths special color for the
Hyannis-bound trains from Boston

There was a time when rail service was once the way to travel to the Cape.  Before the dominance of the auto, vacationers from New York, Connecticut and Boston traveled by the New York, New Haven, and Hartford Railroad (NYNH&H RR) to reach destinations such as Hyannis (with ferries to Nantucket) and Woods Hole (with ferries to Martha's Vineyards).  An age of auto-free intermodal travel!

 Service and ridership dwindled over time with the Boston service ending by 1959 while service from New York continued until 1964.   A fire on the rail bridge over  the Neponset River in 1960 made restoration of service from Boston daunting.

In 1965, the New Haven sold this rail line to the Massachusetts Bay Transportation Authority (MBTA), which will be operating the new service to the Cape some 48-year later.  First, the MBTA built the Red Line along this right-of-way (with a new rapid transit bridge over the Neponset River), first to Quincy (service beginning in 1971) and then to Braintree (opening in 1980). 

Cape Cod & Hyannis train at Buzzards

Bay Station with the iconic rail bridge
over Cape Cod Canal in the background.

The Braintree extension opened the door for a "two-seat" restoration of seasonal service from Boston to the Cape in 1982.  Passengers could change trains in Braintree and ride the Cape Cod & Hyannis  (CC&H)   Railroad to both Falmouth and Hyannis.  Then in 1987, Amtrak restored summer weekend service from New York, with an additional train transferring to the CC&H at Attleboro, Massachusetts. 

You know you've reached the Cape

when you cross the Cape Cod Canal

Railroad Bridge, which dates from

1935 and is the second longest

vertical lift rail bridge in the US.
I took this photo from the bike path
along the canal - see my other
blog post.

For a brief period, service was restored from both New York and Boston.  But nothing lasts forever.  The CC&H lost its state subsidy and ended service after 1986.  Amtrak stopped its service to the Cape after 1996 (by which time, the service was a shuttle from Providence).  Since then, passenger service on the Cape has been limited to a summer tourist train from Hyannis to Buzzards Bay.

Commuter rail servie was restored
in 1997 from Boston to
Middleborough, 2/3 of the way to the Cape.

A year after through service to Hyannis ended, commuter rail service was restored 2/3 of the way to the Cape, with the opening of the Middleborough Line from Boston, including a new rail bridge over the Neponset.  For the first time in 37 years, through rail service from South Station Boston to Hyannis was at least possible.  

It took another 16 years to get from the possible to the actual.   This summer, a few of the Middleborough trains on Fridays evenings and over the weekend will be extended to Hyannis.  The two-hour schedule is not indicative of a true "flyer," but it beats a 10-mile backup approaching the bridge.

Cape Flyer crossing the Cape Cod Canal

.

Road to Reform? The MassDOT is Coming! The MassDOT is Coming! (Part 1)

Coming in one week is a major reorganization of the state transportation agencies. Right now, Massachusetts has an alphabet soup of agencies loosely organized under the Secretary of Transportation and Public Works. The reorg will create MassDOT, somewhat resembling the normative state DOT (Department of Transportation) that most states have.

The stated reasons for the reorganization are many. There are fiscal considerations such as the savings of consolidating certain administrative functions and reforming retirement programs. There is the idea all state highways and bridges should be maintained and operated by a single agency instead of several. There is the idea of greater transparency, greater responsiveness. And the idea of consolidating transportation policy, decision-making, and funding into a single multi-modal vision.

While the fiscal considerations are the selling point for many, I want to focus on what this means for transportation in Massachusetts.

• Will this end the chronic underfunding of the MBTA?
  
• Will this do anything with the backlog of structurally and functionally deficient bridges?
  
• Who will plow the DCR parkways and bridges this year?
  
• Where is that bus that should have come 15 min. ago?
  

I’ll get to a number of these issues over the course of a series of posts on this topic. But first, my number one argument for creating a DOT.

Argument No. 1 for a DOT
Witness how the taxpayer looses out when there’s an uncoordinated gaggle of transportation agencies each with their narrow vision and objectives. My example takes place along the MBTA Lowell Line, where the proposed Green Line Extension is planned. I’ve been working on projects in this corridor over the last 18 years. For all that time, the MBTA anticipated the Green Line extension and we had even done a preliminary alignment for that extension so that when we designed drainage improvements in 1991, we would design to accommodate the future Green Line.

All the while, MHD (Massachusetts Highway Department) had its consultants designing replacement bridges for the local streets that spanned the MBTA rail corridor. Now MHD could save a lot of money on the new bridges by spanning as narrow a corridor as possible. Shorter bridges are less expensive. So, rather than consider the future Green Line, MHD would rather just design a new bridge to span only the active tracks.

Keep in mind that the Commonwealth had made a commitment to extend the Green Line as mitigation for the Big Dig. And to build the Green Line, the bridges needed to be long enough to span not just the 2 or 3 active tracks, but at least 4 tracks to accommodate the addition of the extension. Nevertheless, over the last 10 years, MHD still built 3 new bridges that are not long enough to accommodate the Green Line Extension.

So, this is clearly a case where a narrowed-focused agency was not making decisions in concert with the state’s commitment for another agency. With such parochial thinking, it is the Commonwealth and ultimately the taxpayers who are the losers.

So, my hope is that a single DOT will ensure that all transportation divisions (bridges, roads, transit, aviation) will be on the same page as far as state commitments and coordination with other proposed projects. Capital and operating expenditures need to be considered in the context of the planning and objectives of the entire state transportation system.

Some Clear Advantages
Theoretically, a single DOT should result in a better approach to policy, funding, and planning:

• A single consistent transportation policy
• An intermodal approach to transportation planning
• Better funding of all modes (particularly the chronically underfunded transit systems and parkways)

My example above illustrates the need for the first two advantages. Let me expound a little on something I’ll call “cross-modal” funding.

Cross-Modal Funding
On the funding side, there should be more opportunities to achieve equity in funding the various modes. In particular, gas tax revenues could more readily fund more that just highways as it typically has in the past. This approach could help out the chronically underfunded MBTA.

But to understand this approach, there needs to be an understanding of how this will benefit the Commonwealth. This starts with understanding that adequate funding for transit and rail will also benefit the state roadway system. As people shift from single-occupancy vehicles (SOVs) to transit, it frees up roadway capacity, improving highway operations and reducing the wear and tear on roads and bridges. This also should reduce the need to spend funds to increase roadway capacity.

The same is true with freight. Every freight car represents 4 less trucks taking up roadway capacity and pounding the life out of taxpayer funded bridges. Shifting freight, particularly to the privately owned freight lines, off loads the tax burden of repairing and replacing public roads and bridges while providing added revenue to tax-paying freight railroads.

Furthermore, transit and rail use of less real estate than highways to carry the same number of people per hour or tons of freight per hour.

In summary, a shifting of funding to provide reliable passenger transit and encourage freight rail use will provide benefits in terms of lessening the burden of taxpayer-funded maintenance, repair, replacement, and capacity improvements on the state’s public roads and bridges.

More to Come
More discussion will follow in subsequent posts.