Dennis DiZoglio, Assistant General Manager for Planning and Real Estate, MBTA
[The project involves] seven communities around Boston. The term "Ring" is a misnomer. It is really a corridor, which has lots of transportation needs. MBTA service is radial. People come in to Boston, then go back out to their destination. There is growth outside the core of Boston. What if, instead of going all the way into Boston, you could stop in the outskirts and go left or right and make connections [along the corridor]?
At the end of the major investment study (MIS), [we] came down with a new approach: Phases I, II and III. Because of the nature of the corridor, it is more of an overlapping system.
Phase I, from the MIS, took crosstown bus service with the intent to connect from a commuter rail station to the Longwood Medical Area (LMA). There are all kinds of crosstown routes, with intermediate stops. [Price:] $100 million.
How can we intensify those connections? With bus rapid transit (BRT). We made a draft environmental impact report (DEIR). The key in our mind, we identified six bus rapid transit routes.
Phase II would not eliminate the crosstown routes, but would use BRT routes which would overlay the circumferential routes.
What if we implemented BRT as Phase II (this qualifies for federal funding)? Why not go straight to Phase III, and implement the strongest portion of the corridor? [Q&A's by Stephanie Pollock]. This could be added, but it would never be this alone. The previous phases would not go away. It is a layering approach. There is an emphasis on trying to get people off their commuter rail.
This is not the traditional transit project. Our desire is to improve mobility in that corridor. There is a closing for comments on the DEIR of 18 March [later extended to 1 April because of snowy weather—ed.].
Tom Nally, Co-Chair, Urban Ring Citizens Advisory Committee.
We have been working on this project for a long time. The Massachusetts Environmental Protection Act (MEPA) certificate preparation for Phase II of the Urban Ring established the Citizens Advisory Committee, which has had 14 meetings.
On the fifteenth of February, [we sent] a letter to the Secretary of Transportation to put on paper our position. The main points:
- The strong support for the project from our members.
- The strong desire to reconnect the state DEIR process with the federal process.
- The strong desire to preserve threatened portions of right of way, especially in Chelsea.
- The desire to review the phasing of the project.
There is a matter of importance to hold by the project schedule. [Complications:]
- The impact on MIT laboratories by electromagnetic forces.
- Kendall Square needs more examination.
- Takings.
- Further examination of segments around the Ring.
- The Charles River crossing in the Boston University area.
[There is the need] to further review the development opportunities in the area, especially private investment. There is the need for a financial mechanism such that private investment would count as the local portion relative to the federal contribution.
Peter Calcaterra, Urban Ring Project Manager, Massachusetts Bay Transportation Authority.
Now it is a single draft environmental impact report (DEIR), not also a draft environmental inpact statement (DEIS), so we can get the document on the street ASAP. It is a difficult project to understand. Normally there would be a thirty-day review.
There is a need to revise study methodology. Issues: The Federal Transit Administration want to be assured that it is a combined document. There are a lot of variants we have been looking at.
There are some specific [geographic] areas which need a look. A supplemental process would permit us to look at them. This is dependent on the level of changes required; we would have to look at it. Then we would have to put together funding. We are not there yet to tell you when all these comments will be answered. We will be glad to discuss specifics.
It is unfortunate that the term "Urban Ring" was coined, but it is circumferential. “Circumferadial”, really. This is a building up of service.
Questions and Answers
Q (Dan Wilson) How will Phase II be done?
A (DiZoglio) We do not have sufficient funds to go all the way. We are in a holding pattern. We cannot financially do a significant analysis.
Wilson: What about the cost of construction?
DiZoglio: This is dependent on WHEN the project is advanced and where it is.
Q (Barbara) 2018 is the date I have heard.
A (DiZoglio) The Governor talked about that yesterday. More of the Commonwealth being involved in these projects. The Governor wants to build a consensus around projects. The Ring has developed detractors, which has pushed the project later. An agreement on what to do (i.e. community support) would advance it.
Q. If the Urban Ring is not just one route, it is unfortunate that Circumferential Transit is folded into it, and unfortunate that it delays the project.
A (DiZoglio) We would have to increase the bus fleet and build a new maintenance facility to advance Phase I from our perspective.
Q. Now that Phase I has been folded into Phase II, this slows the process.
A (DiZoglio) Yes, the financial issue slows the process.
Q (Karen Wepsic) Touting of this as an urban project is a misnomer. Circumferential Transit doesn't run at night. It serves the suburbs. If the ridership is there, the service would be there.
A (Calcaterra) The maintenance facility is the major expense.
(Wepsic) I am concerned that people will not use it at night and weekends. It is really driven by the institutions, even though it is touted as being driven by the residents.
Q (George Bailey, MBTA Advisory Board) It is necessary for the T to look at Toulouse, France. There they have an automated 15-km transit line. During rush hours, there is a one-minute headway. Off-peak, three minutes.
You need a quick turnover at modal split points. You have this also in Lille and at the Chicago Airport. Rubber-tired vehicles with steel wheel guidance. In the long run, that should be an option. Fully automated. In Toulouse, two additional lines are being developed.
A (DiZoglio) This is not part of our thinking at this time.
A (Calcaterra) [With our proposal,] there would be a ten-minute frequency at peak hours. The Urban Ring reduces the real need for transfers for people riding the system now.
Q (Anne McKinnon, Howard/Stein-Hudson) It would help the T to decouple the smaller project to make an improvement, e.g. Yawkey Station.
A (DiZoglio) We have no funds for these small projects. We need the larger project to get federal money for these projects.
Q. There is a concern that the roadway expansion would just get them clogged.
A (Calcaterra) There will be no expansion of roads. Bus lanes, but for exclusive use of buses.
Q. You do not envision that people would not use the road on the off-peak?
A. This is an enforcement question.
Q. What about truck traffic? If the expansion, for example of Yawkey is decoupled, this does damage to the Ring project.
A (Calcaterra) The East Boston truck route is the only shared area. This is intended for share only with trucks, not taxis or other vehicles.
The House bill includes $6 million for the East Boston haul road, although it doesn't say who is paying for it.
A (DiZoglio) We are always happy to do this with private sector contributions.
Q (Rep. Martha Mary Walz) We know people park in the bus lane. What is the potential answer to the problem?
A (DiZoglio) I don't have a good answer. There is relief on Washington Street: Vehicles can go around blockages. But yet, we have to enforce reservations. There is a partnership between the City and transit police.
A (Calcaterra) Also other municipalities.
Q (Fred Salvucci) Identify these streets where the proportion of buses to humans is higher. Buses are the solution, rather than the problem.
A (DiZoglio) I agree.
Appendix 1: FEATURES AND BENEFITS SUMMARY: URBAN RING PHASE 2
Expands the Bus Rapid Transit (BRT) System.
- Provides six overlapping BRT routes encircling the corridor.
- Reduces transit trip times with physical priority (bus lanes, busways, etc.).
- Increases reliability with signal priority and other "intelligent transportation systems" (ITS).
- Increases passenger amenities with new vehicles, stations and information systems.
Adds and Improves Commuter Rail Connections.
- Provides new stations at Sullivan Square, Gilman Square and Union Square.
- Expands stations at Chelsea, Yawkey, Ruggles and Uphams Corner.
- Uses existing station at JFK/UMass.
Increases System Connectivity.
- Commuter Rail—new and expanded stations connect with suburbs and increase reverse commute options.
- Rapid Transit—connects with all existing and planned rapid transit lines.
- Local Buses—connects with most to extend service to neighborhoods.
Connects People to Jobs.
- Connects seven communities with each other—Boston, Chelsea, Everett, Medford, Somerville, Cambridge and Brookline—and with the region.
- Urban Ring corridor is projected to grow at rates higher than regional average.
- By 2025 the corridor is a mix of people (336,000) and jobs (389,000) connected by the Urban Ring transit service.
Supports Smart Growth.
- Leverages existing transit infrastructure by connecting with all lines.
- Supports development in areas with existing water and sewer capacity.
- Relieves traffic congestion in established areas and supports emerging areas.
Addresses Environmental Justice.
- Corridor meets federal and state environmental justice (EJ) criteria.
- Improves transit access and mobility in EJ communities.
Provides Major Transportation and Environmental Benefits.
- Total Urban Ring ridership of 150,000 daily passengers by year 2025.
- Increases commuter rail ridership systemwide by approximately 8,500 a day.
- Reduces rapid transit system congestion by 25,600 daily riders.
- Approximately 80% of Urban Ring trips originate in Urban Ring communities.
- Reduces auto-person trips systemwide by nearly 18,000 a day.
- Improves air quality by reducing auto vehicle miles traveled (VMT) by 176,900 a day.
- Phase II infrastructure investments continue to function in Phase III as part of an integrated system.
Costs: Capital.
- $741 million if implemented by 2011.
- $987 million if implemented by 2020.
Note: Figures shown above are from preliminary draft Phase 2 DEIR/S, February 2004.
Source: MBTA
For more information on the Urban Ring, a copy of the Phase 2 Draft Environmental Impact Report and the Citizens Advisory Committee report on the DEIR, see http://www.mbta.com/projects_underway/urbanring.asp.