Posts Tagged ‘mbta’

Thoughts on the Blue Line Back Bay Bypass

I’ve been making maps of fantasy subway extensions for a decade now. Ever since I was a freshman at Wentworth Institute of Technology in Boston I began dreaming up plans after spending hours combing over old maps and plans. Over the years I’ve tried to research as much as I could to try and get a better idea as to what the future system, in this case Boston’s MBTA, could use to be improved. At this point it’s safe to say most of the plans on the table have been though up generations ago but it’s still fun to think about. I stopped updating the FutureMBTA a long time ago as I feel that I’ve distilled the best ideas into what I consider the best possible options (though now and again I go back and rethink things).

Map of the Green Line.  Source Wikipedia

Map of the Green Line. Source Wikipedia

The MBTA is a legacy system, the oldest subway in the US that has been reworked more than a few times over the decades. Still, there are some basic problems with the system that need addressing if it is to stand up to 21st century needs. One of the biggest of these issues is the Central Subway or more commonly known as the Green Line. This is the oldest section of the system, the original subway which ran from two portals in the Public Gardens at Pleasant St to Park St via Boylston St station. The subway was not designed with modern commuting patterns in mind because the subway changed the way people commuted. Originally a way to remove the bevy of trolley traffic from the city streets the multitude of different trolley routes eventually became the four that we know today, the B,C,D, and E lines. The subway expanded where demand required it to go but the tunnels were never reworked to allow for efficient operations.

The Green Line was originally a balanced system designed to allow for trolleys from the west and south to terminate at Park St while trolleys from the northern suburbs would terminate at Scollay Sq (now Government Center). Ridership patterns quickly changed and more trolleys were routed between the two terminals. This created a bottleneck as the Green Line has 4 tracks between Boylston St (where lines from the west and south merge), originally 4 tracks between North Station and Gov’t Center, but only 2 between Park St and Gov’t Center. The Green Line morphed as higher ridership from the west required am extension to Kenmore St but ridership drop off from the south closed the southern portal at Pleasant St in 1963. Likewise ridership from the north changed and through a series of projects the Green Line from Gov’t Center to Lechmere was restructured to become a 2 track line.

As ridership from the west increased new branches of the subway were built but due to budgetary constraints their connections were built in such a way that created additional bottlenecks. The Green Line extension to Kenmore Sq had two western portals, one along Comm Ave (B Line) and another along Beacon St (C Line). When the Huntington Ave Subway (E Line) was built the connection was a simple at grade crossing meaning trains would have to wait for other trains to cross over before continuing. When the Riverside Branch (D Line) was added it was fused to the system with a similar at grade crossing on the C Line before Kenmore Sq. Modern subways use what’s known as a flying junction. If you’ve ever driven over a multi-level highway interchange it’s the same basic idea just with trains. This shortsighted way of expanding the system troubles the Green Line to this day. If a train gets stuck the whole thing is backed up. Ridership is only increasing as the Green Line is extended into Somerville and Medford.

Boston subways with proposed Riverbank Subway

Boston subways with proposed Riverbank Subway

Interestingly a plan was put in place when the subway system was still being constructed 100 years ago that tried to address the growing ridership demand from the west headed into Park St. It was known as the Riverbank Subway and, as the name implies, would have ran along the Charles River where Storrow Dr is today. At the time the Charles River edge was not the landscaped jewel we know today but more a grassy embankment and promenade. The idea was to bypass traffic from Kenmore Sq to a terminal at Park St station. The subway would have most likely run above ground along the river which is why it faced stiff opposition. The plan was dropped in favor of the Boylston St Subway, the Green Line we know today.

Blue Line on the D Branch as proposed by Wentworth students.

Blue Line on the D Branch as proposed by Wentworth students.

What brings me to talk about this is a plan developed by Wentworth students that would resurrect the Riverbank Subway by extending the Blue Line from Bowdoin station to Kenmore Sq and then overtake the Riverside Branch, converting it from light rail to heavy rail. The plan is actually based on a previous plan proposed after World War II which would have converted most of the Green Line to heavy rail like the Blue Line (which itself was once a light rail line converted to heavy rail). These students have recently presented their proposal to MassDOT and worked out that it would ring in at around $3.3 billion. I would very much love to see the actual Power Point presentation of the plan but right now I’ve only read about it via BostInno. I commend these kids for doing what I never did, which is to meet with engineers and planners to see what it would take to get this going. However as someone whose looked at this concept for the better part of a decade I would like to offer my critique.

Firstly, if you are going to use my maps in your presentation have the professionalism to not Photoshop my copyright off the image. Isn’t plagiarism a huge problem in schools these days? Amazing. Also I was taught both Photoshop and Illustraitor at WIT so there is no excuse for the hideous map they produced.

Original map on the left, Photoshopped on the right for their presentation.

Original map on the left, Photoshopped on the right for their presentation.

Secondly, and more to the point, is that the Riverbank Subway only looks good on paper because the idea is to find a compromise between easing congestion while saving money which this plan to extend the Blue Line fails at both.

The subway itself would require digging up Storrow Dr to build a tunnel which would require extensive waterproofing and then weave through the Charlesgate to run along the Mass Pike before connecting to the D Line at Fenway station. Due to the fact that there does not seem to be a transfer at Kenmore nor Hynes station this would effectively cut off D Line riders from the Back Bay central business district (CBD) and require them to double back at Park St. At the very least a transfer at Kenmore Sq would have the intended effect by allowing anyone trying to get downtown from the west, whichever line they use, to bypass the Back Bay and anyone along the D Line would transfer to continue through the Back Bay. What good is added capacity if the capacity doesn’t help where it is most needed?

What’s more is that this plan does not even address the bottleneck issue other than removing D Line trains from merging at Kenmore Sq; E Line trains still back up the Green Line at Copley. The most this plan would accomplish would be to finally connect the Red and Blue Lines at Charles/MGH, a plan which has been studied to death at this point until some politician can come through and find the funds for it.

Then there is the cost. $3.3 billion actually seems like a reasonable estimate for such a project however it misses some very obvious costs related to converting the D Line to heavy rail. A quick estimate says the subway tunnel itself would be a bit over 2.5 miles long including three stations (Charles/MGH, Dartmouth St, and Yawkey Way). The students claim that this would not be another Big Dig except that most of the tunnel would require digging up Storrow Dr to build a tunnel under it… literally what the Big Dig did with the Central Artery. Traffic into and out of the city would be disrupted costing the city much more in lost revenue. Then there is something which it appears the students didn’t take into account: the D Line stations through Newton are not designed for heavy rail trains. Originally the Riverside Branch was a commuter railroad using steam engines. When it was converted for subway transit the line was electrified via overhead catenary wires which the Blue Line also uses. However, the original stations along the line were not built with high level platforms required for heavy rail. Thus all the stations would need to be rebuilt. Then there is the fact that when you have trains you need to store and service them somewhere. The Riverside Yards are the largest facility along the Green Line and until the new yards in Somerville are built for the Green Line Extension cutting off these yards would be devastating to the system. The yards themselves would need to be upgraded for heavy rail and new, albeit temporary, yards would need to be built somewhere else. Concurrently, you would also need to buy new trains for the Blue Line. Suddenly the price tag of $3.3 billion seems very low.

An Alternative Plan

Looking at these students plan it seems to me that they weren’t asking the right questions. When I sit down to concoct a new subway line I ask myself what can be designed to connect the most number of people with where they need to go via the most efficient route possible; a route that also addresses any congestion concerns and cost concerns by using existing infrastructure where possible. In this case you have thousands of commuters coming from the western suburbs funneling through a congested two track tunnel which offers neither express service nor redundancy.

Extending the Blue Line (with a connection at Kenmore Sq) would add capacity through the Central Subway but would also require a large amount of new infrastructure along the route (as I explained above). The alternative would be to then expand the Green Line itself. Creating a parallel Green Line tunnel through the Back Bay would provide the same intended relief to the Green Line by doubling capacity while at the same time utilizing existing infrastructure to save on costs.

Stuart St Subway

Stuart St Subway through the Back Bay

Stuart St Subway through the Back Bay

When you are traveling through Boylston St station you’ll notice two outside tracks which are now only used to store historic trolleys or the occasional work train. These tracks are part of the original subway and continue south under Tremont St to Eliot Norton Park where once existed a portal. This is the only instance along the Green Line where a flying junction exists for efficient operations and due to shifting traffic patterns has lain dormant for 60 years. Any new Green Line tunnel should use this junction to connect with the Central Subway. A new subway should run THROUGH the Back Bay, not around it, since this is the second heart of the city home to a major business district, intercity train station, and an ever growing area of high rise residences. Congestion here will only continue to rise so why should you build a subway to make working and living in the Back Bay harder? A subway under Stuart St from Tremont to Huntington Ave; such an alignment would mean extensive road work due to utilities under the street but using the street grid pattern of the Back Bay Stuart St itself could be closed off to traffic while construction occurs and auto traffic could be easily diverted. As Stuart St is not a major retail corridor the area would not be as adversely affected by construction as other major streets.

Huntington Ave Subway Extension

Huntington Ave Subway Extension to Brigham Circle

Huntington Ave Subway Extension to Brigham Circle

When originally planned the Huntington Ave Subway was meant to extend to Boylston St via Stuart St and then further west to an underground terminal at Brigham Circle. Due to shortages of money and material during World War II the subway plan was cut back to the short, awkward tunnel we have today which causes so much back up. The E Line was cut short in the 1980s when the MBTA stopped running trolleys to Arborway and ridership dropped. Even today many trains terminate at Brigham Circle instead of continuing on to Heath St.

Extending the subway to Brigham Circle and building an underground loop would remove all grade crossings along Huntington Ave, a corridor which over the last 20 years has grown considerably as the colleges of the Fenway expand. College students clog the trains and street grade crossings slow down trains which has a rippling effect on the rest of the system. Building a subway down Huntington Ave would improve traffic for all users and the median could also be opened up for bike and pedestrian traffic.

Brookline Village Tunnel

Riverside Branch to Huntington Ave Connection and Brookline-Kenmore Shuttle

Riverside Branch to Huntington Ave Connection and Brookline-Kenmore Shuttle

The final piece of this plan would to connect the Huntington Ave Subway to the Riverside Line via a new tunnel under Mission Park, the Muddy River at the Riverway, and Brookline Village. Between Brookline Village and Kenmore Sq would run a light rail shuttle to serve Longwood and Fenway station using the part of the Riverside Branch which is now cut off from the D Line. All traffic on the D Line would be rerouted along Huntington Ave and anyone needing to get to Kenmore Sq (especially for games at Fenway Park) could transfer to the shuttle. This connection would allow flexibility and redundancy along the Green Line.

A Better Bypass

Fully built Huntington Ave-Stuart St Subway would connect important job centers

Fully built Huntington Ave-Stuart St Subway would connect important job centers

This new subway routing would solve all the problems that the Blue Line extension sets out to address but would do so at considerably less cost. While stations along the new tunnels would be expensive the savings would come from not needing to rebuild all the Riverside Branch stations or needing additional train yards. Instead of creating a commuter nightmare by sending riders around the Back Bay the new subways would connect riders to two of the most important business districts in the city, the Back Bay and Longwood Medical Area. The subway would take street running trolleys off the road and streamline operations as it would remove two of the major bottlenecks along the Green Line. Service could then be increased along the B and C Lines without compromising the D or E Lines. B and C Line trains would terminate at Park St using the inside tracks while D and E Line trains would continue north using the outside tracks at Park St, thus full utilizing the 4 tracks under Tremont St. Additionally, as the tunnels themselves would be built in sections each one would have an individual effect on the system while a Blue Line extension would need to work all at once.

Serving the most amounts of riders by running through two growing employment centers in the city while using existing infrastructure where it can means a much lower cost of construction and higher return on investment.

An Animated History of the MBTA

Inspired by the map made by Bostonography for their post about the 100th anniversary of the Red Line in Boston opening (from Harvard Sq to Park St) I decided to see what the system would have looked like in the vernacular of the modern system map. The present system map didn’t come into being until the system-wide style modernization in 1967. Before then the maps didn’t use colors (or when they did it was different, as in the case where the “Red” line was colored blue). Lines were known by where they went, as in the Washington St subway or the Cambridge subway, or the Commonwealth Ave trolley.  The names were chosen (so the urban legend goes) because: Red Line went to Harvard (their school color being crimson), the Green Line went along the Emerald Necklace, the Orange Line went under Washington St which was in colonial times known as Orange St, and the Blue Line which went underwater.

So instead of just flashing a bunch of old maps that all look completely different, it made more sense to stick to one style and animate each year when the system was expanded (or contracted in many cases). I toyed with the idea of having text describing each change on the map but found that too confusing since you can’t control it for each slide (which I may create later).

Listed below are the changes to the system by year.  I refer to all lines by their present day names:

  • 1897: The original subway opens for Green Line trolleys from Allston to Park St.
  • 1898: Park St to North Station is opened with a trolley incline at North Station for all trolleys to the north of the city.
  • 1901: Orange Line opens in four segments: Sullivan Sq to North Station (elevated), North Station to Dover St (Atlantic Ave elevated), Dover St to Dudley Sq (elevated), and a routing though the Green Line subway from North Station to Pleasant Ave.
  • 1904: Blue Line opens as a trolley tunnel from Maverick Sq to Court Sq at Scollay Sq.
  • 1906: Atlantic Ave station opens on the Blue Line.
  • 1908: Washington St subway opens on the Orange Line, Green Line restored to trolley service.
  • 1909: Orange Line extended from Dudley Sq to Forest Hills.
  • 1912: Red Line from Harvard Sq to Park St opens; Green Line extended to Lechmere; Green St station on the Orange Line added.
  • 1914: Green Line extended to Kenmore Sq.
  • 1915: Red Line extended to Washington St.
  • 1916: Red Line extended to South Station; Blue Line extended to Bowdoin Sq.
  • 1917: Red Line extended to Broadway.
  • 1918: Red Line extended to Andrew.
  • 1919: Orange Line extended to Everett; Beach St station closes.
  • 1921: Arlington station added to Green Line.
  • 1922: Lechmere becomes terminal for Green Line trolleys.
  • 1924: Blue Line converted from trolley to heavy rail.
  • 1927: Red Line extended to Fields Corner.
  • 1928: Red Line extended to Ashmont.; Atlantic Ave el service cut back, rush hour service only from Dudley to North Station (Dashed Line).
  • 1929: Mattapan High Speed Line opens.
  • 1932: Green Line extended past Kenmore with portals for Watertown, Boston College, and Cleveland Circle trolleys; Charles St station added to Red Line.
  • 1938: Atlantic Ave elevated service ended.
  • 1941: Huntington Ave subway opened on Green Line from Copley to Arborway.
  • 1952: Blue Line extended to Suffolk Down.
  • 1954: Blue Line extended to Wonderland.
  • 1955: Science Park added to Green Line.
  • 1959: Riverside Line added to Green Line from Kenmore Sq to Riverside.
  • 1961: Pleasant St portal closed on Green Line.
  • 1963: Adams Sq station closed; Scollay Sq changed to Government Center; Mechanics station changed to Prudential (All Green Line).
  • 1965: Massachusetts station renamed Auditorium (Green Line).
  • 1967: Orange Line stations renamed: Friend-Union > Haymarket, Milk-State/Devonshire > State, Washington/Summer-Winter > Washington, Boylston-Essex > Essex.
  • 1969: Green Line Watertown “A” banch closed.
  • 1971: Red Line extended from Andrew to Quincy Center.
  • 1975: Orange Line Haymarket North extension opens from North Station to Malden Center; Charlestown elevated closed.
  • 1977: Orange Line extended to Oak Grove.
  • 1980: Red Line extended to Braintree.
  • 1983: Quincy Adams station added to Red Line.
  • 1984: Red Line extended from Harvard Sq to Davis Sq.
  • 1985: Red Line extended to Alewife.
  • 1987: Orange Line Southwest Corridor opened from Chinatown (renamed from Essex) to new Forest Hills; Washington St elevated closed; Green Line truncated to Heath St from Arborway.
  • 1988: Columbia changed to JFK/UMass; added to Red Line Braintree branch.
  • 1990: Auditorium renamed Hynes/ICA (Green Line)
  • 2002: Silver Line Phase I: Washington St opens.
  • 2004: Silver Line Phase II: South Boston to Logan Airport/City Point opened.
  • 2009: Silver Line to City Point discontinued; Silver Line Dudley Sq to South Station opened.

The MBTA of today is hardly recognizable from the system a century ago.  This says a lot about the willingness of Boston to change and adapt itself to survive.  The many extensions from 1971 to 1987 were funded by transferring funds from canceled highway projects to mass transit.  During the 1990s the subway was neglected in favor of expanding commuter rail.  These suburban extensions were never paid for and are a huge reason the MBTA is steeped in so much debt today.

Now if you are anything like me (and obviously you are or you wouldn’t be here) you want to be able to take in each slide like it’s a fine scotch. I’ve created a gallery of each slide below so you can see each one and track the changes. The gallery viewer also has a slideshow function which works just like the animation above.

FutureMBTA Map now for sale!

Basically how this whole thing started, I just wanted to see what a map of Boston’s famed ‘T’ subway would look like with a few new additions.  All these years later you can now bring home the final version of my futureMBTA map.

Now for sale at society6, this beautiful full color futuristic system map imagines what Boston could look like in 50 years (you know, supposing money and politics are no issue!)  The map is available as the following products:

  • Fine art print on natural white, matte, ultra smooth, 100% cotton rag, acid and lignin free archival paper using an advanced digital dry ink method to ensure vibrant image quality. Custom trimmed with 1″ border for framing.
  • Framed fine art print on natural white, matte, ultra smooth, 100% cotton rag, acid and lignin free archival paper using an advanced digital dry ink method to ensure vibrant image quality.
  • Fine art print on bright white, fine poly-cotton blend, matte canvas using latest generation Epson archival inks. Individually trimmed and hand stretched museum wrap over 1-1/2″ deep wood stretcher bars. Includes wall hanging hardware.
  • iPhone Case: Protect your iPhone (fits all iPhone 4 and 4S versions) with a one-piece, impact resistant, flexible plastic hard case featuring an extremely slim profile. Simply snap the case onto your iPhone for solid protection and direct access to all device features.
  • iPhone, iPad Skins and Laptop: Skins are thin, easy-to-remove, vinyl decals for customizing your device. Skins are made from a patented material that eliminates air bubbles and wrinkles for easy application.

Prints are available at my Society6 page,

“Every time I look down at your map I think ‘Oh, I’ll just take the T there…’ but then I realize it isn’t real!  We need to build it!” -Emily

New Future MBTA Map

Back when I made this map for the Boston Magazine challenge for the next big thing in Boston I was pretty burned out about the whole future map thing and I swore it would be my last map. I ended up throwing it together last minute and even though it is my most publicized map I was never happy with it and really wanted no more to do with the whole thing. What a difference a few years make. A little while ago I began to wish that I had made a map that actually expressed what I thought the MBTA could look like (rather than a map just showing the T decked to the halls with extensions that don’t even make sense to build). I also wanted to have a better quality map. The Boston Magazine map was made in Photoshop so it is pixel based and has no curves. I wanted to make a map that was much clearer, cleaner, and vector based so that I could change the size easily.

I started working on this new map until real life got in the way and forgot about it until a few weeks ago when I got an email from the owner of Boston Coasters who said he was a fan and wanted to start a line of products for the FutureMBTA. I realized the map he wanted to use was the one I hated (and would probably look crappy when resized) so I dug through my files and found this new one I had been working on. A few nights of intense redrawing produced what feel is my finest map and probably the (truly) last future MBTA map I will ever make.

Final Future MBTA Map

What makes this map different? For one thing it is the only map I’ve made that incorporates my Green Line/Urban Ring which shows how you can create a network of light rail that will work as both a suburb-downtown connector (the Green and Brown Lines) and an inner city ring line (The Yellow Line). There is also the North-South Rail Link which will enable DMU/EMU service for new stops in inner suburbs where existing commuter rail exists but currently does not serve (This is the “Indigo Line” which runs along side the regular commuter rail). Someone left a comment on one of my sites asking why I hadn’t created a unified master plan for expansion. This is the first step. I have some time off this week so I plan on further explaining what this map proposes, sort of like a thesis for the FutureMBTA.

So pretty soon you will be able to have this on coasters, journals, posters, messenger bags, etc, over at Boston Coasters. I have also created different desktop background sizes available over at FutureMBTA.

I also have this map with inverted colors because I think it looks bad ass.

MBTA Map Future Inverted