Urban Yoke?
By Arshag A. Mazmanian
“And then there were three….”
The Executive Office of Transportation (EOT) had earlier developed four Alternatives for Phase 2 of the Urban Ring that were eventually increased to nine. At the Citizens Advisory Committee (CAC) meeting on June 20, 2007, these nine Alternatives were distilled into three Alternatives: Hybrids 1 and 2 each consist of all surface routes; Hybrid 2(T) includes limited tunneling between Ruggles and Yawkey Stations featuring two underground stations servicing the Longwood Medical Area (LMA). According to EOT’s representatives, these Hybrids incorporated the “best” features of the prior nine Alternatives. While detailed costs were not provided, estimates for each of Hybrids 1 and 2 are less than $1 billion and for Hybrid 2(T) close to $3 billion.
EOT’s Ned Codd made it clear that in its eventual selection of the Locally Preferred Alternative for Phase 2, costs would be a most significant factor. Since EOT will be relying upon federal funds for Phase 2, the goal is to obtain 50% of the costs from the Federal Transit Administration (FTA), with the Commonwealth, municipalities and perhaps benefiting institutions coming up with the balance of 50%. However, since the FTA has a $750 million cap on its share for funding a project, if the costs were to exceed $1.5 billion, then the share of the Commonwealth, et al, would be higher than 50%.
This suggests that most likely Hybrid 2(T) will not make the cut because of its high costs attributable to tunneling. So the LMA may have to survive with surface BRTs through its narrow, heavily traveled streets.
The EOT continues to identify surface busways and bus lanes as dedicated rights of way. But anyone who has traveled on Washington Street in Roxbury and the South End on a Silver Line BRT bus with its bus lanes (but no dedicated busways) knows that often mixed traffic ends up in the bus lanes, increasing trip times. A letter in the June 17, 2007 Boston Sunday Globe Magazine pointed out that BRT buses on Washington Street run at the rate of 7.3 miles per hour. That’s not very rapid!
At the prior CAC meeting on May 20th, I had suggested that there be a breakdown as between bus lanes and dedicated busways for each Alternative on percentage bases. The FTA looks for at least 50% of BRT routes consisting of dedicated busways. Keep in mind that this 50% is a minimum. In the older communities of the Urban Ring with its narrow, winding streets, the percentage of dedicated busways should be significantly higher than 50% to maintain fast trip schedules needed to attract ridership.
EOT’s documents made available for the recent CAC meeting refer to “dedicated right of way (busways, bus lanes” as improving “travel time and reliability, especially in congested areas.” When I repeated my earlier point at this meeting, EOT’s response was that it would make the requested separation in the future.
Even with ample dedicated busways on surface routes, there may be problems with non-BRT vehicular traffic if their traffic lanes are reduced by such dedicated busways. Many of the roadways along the Phase 2 route may not be wide enough to accommodate dedicated busways without reducing travel lanes for regular traffic.
As reported on a prior occasion, the Charles River crossing will not include the BU Bridge. This is only common sense. So EOT’s solution is to use an expanded Grand Junction Rail Line (GJRL) that runs under the BU Bridge. I am awaiting a detailed plan from EOT, but I have been informed that the expanded GJRL with two dedicated busways after crossing Storrow Drive (which it does now) will then branch off to rise over the Mass. Turnpike Extension to grade at Commonwealth Avenue near the westerly side of the BU Bridge. By means of sophisticated signaling, BRTs would have the right of way over other traffic at the critical intersection of the BU Bridge, Commonwealth Avenue, Essex and Mountfort Streets. (Isn’t technology great?) BRTs from the Cambridge side would then access Mountfort Street per Hybrid 1 or Commonwealth Avenue towards Kenmore per Hybrids 2 or 2(T). BRTs heading to Cambridge would similarly have right of way over other traffic from Commonwealth Avenue or Mountfort Street to the expanded GJRL.
As bad as traffic is currently in this intersection, would it be improved with the expanded GJRL? There would be concern with pedestrians (BU students) who currently have a tough enough time crossing at the BU Bridge. It’s sort of like swapping a headache for an upset stomach.
The Urban Ring seems to be transmuting into the Urban Yoke. Gridlock, anyone?
More to come.
