If only there were a better way.
After leaving the busway, the Silver Line outbound route goes down the Haul Road, merges in to a ramp from the Convention Center and D Street, and runs fully half the distance back to South Station—in mixed traffic—before finally turning on to the Turnpike towards the tunnel and the airport. What's the point of building a bus rapid transit corridor if you then spend the same distance sitting in traffic to get back to where you started?
What's worse, the "Bus Rapid Transit" endures two traffic lights in mixed traffic, and this traffic is often heavy, especially when when convention traffic from the nearby convention center spills on to the highway at already heavily traveled times of day. The route is more than a mile long, and in perfect conditions takes 3 or 4 minutes, but in heavy traffic can easily take 10 or 15; this traffic especially renders the "rapid" part of BRT useless.
Before entering this morass, there is access to the tunnel via a ramp next to a state police facility. If the buses could use this ramp, they would save three quarters of a mile of travel, two traffic lights, a yield at a merge and, conservatively, two minutes per trip. Combined with the potential savings at the D Street light, these two improvements could save 10% of the total round trip time between South Station and Logan—or Chelsea.
Now, perhaps there's a technical reason the Silver Line buses couldn't use the ramp. Maybe it was too steep for the buses. But in 2006, when part of the tunnel collapsed, the T was granted permission to use the "emergency" ramp to access the tunnel beyond the panel collapse. A Globe editorial from that summer praised the T for its quick thinking in utilizing this routing. Yet when the tunnel panels were fixed, the buses were rerouted to the roundabout course which brings them halfway back to South Station before they enter the tunnel.
|MassDOT actually has these buttons.|
Time to put them in to action.
There's an environmental justice piece, too, especially with the extension to Chelsea, a disadvantaged city a stone's throw from Downtown Boston, but a slow ride away by transit. Right now, Chelsea residents are at the whim of the 111 bus—and the traffic on the Tobin Bridge. It seems foolish to build a brand new bus line to Chelsea but not to address one of the major bottlenecks on the rest of the route. If the Governor is serious about implementing reforms to improve service and save money, he should look beyond specious claims of sick time abuse and at where interagency cooperation could save time for passengers and time and money for transit operations.
|Dr. Evil. Transit economist.|
Is this a drop in the bucket as far as the T's overall revenue is concerned? Sure, it's less than one tenth of one percent. However, it's a million dollars that could be saved, pretty much overnight, with basically no overhead investment. We spent more than half a billion dollars building the Silver Line tunnel and stations, and acquiring the buses. And the SL1 buses actually turn a (slight) operational profit! It's high time we removed some of the stumbling blocks it's saddled with and let it operate with a modicum of efficiency.