Newmarket

Oct 29, 2015 | Miles on the MBTA | 3 Comments

Well, I have to give the city an A for effort. They took an industrial area and completely turned it around by putting fancy new signs up that advertise it as…an industrial area. Newmarket even has a website, which calls the neighborhood “Boston’s most vibrant industrial area.” I’m not if I would use that word to describe ANY industrial area, but…well, they tried, I guess. Anyway, Newmarket also has a Fairmount Line station.

Hm…”vibrant.”

The Commuter Rail station certainly is easy to find. Those fancy signs I mentioned handily point the way there, although I’m not really sure why. I mean, Newmarket Station doesn’t have any parking, so the only people who would utilize the signs are pedestrians. And let me tell you, this is not a pedestrian-friendly neighborhood. Plus, the signs call it a “T Station”, implying it gets frequent rapid transit service. HA!

The entrance to the outbound side.

The entrances to the inbound and outbound platforms are on separate sides of the tracks. Each one has a long ramp that leads to the elevated station. They’re so long, in fact, that they have periodic benches in case people need to rest! A staircase alternative would be much appreciated.

And the inbound entrance.

The entrances have T symbols, which is good, even though again, they’ll only attract pedestrians. Although there is a fairly generous amount of street parking space next to the station on Newmarket Square, to my understanding, it’s a two hour limit! Why not just make it official station parking? Newmarket does have some bike spaces, though, as well as a Hubway station.

The platform.

The whole platform is high-floor, and the part near the entrances is sheltered. It has a few benches, as well as “pitch in” wastebaskets. Like most Commuter Rail stations, there are screens saying the date, time, and info on the next train if it’s close. As a bonus, the benches have some great drawings of Boston before the land around it was filled up, along with a star to represent where Newmarket is.

A train coming in.

But this is a long platform. I’m not sure why Commuter Rail stations are always so lengthy, considering the trains are never that long, but I guess it’s a standard or something. Anyway, there really isn’t much of note along the large unsheltered part of the platform – kinda like the neighborhood this station is in.

Next stop, South Station!

Station: Newmarket

Ridership: This station is still new, so the MBTA hasn’t published ridership data for it yet. I can say that it was pretty much empty on a Saturday, with only about two or three people waiting. I guess commuters to factories might use this station, but it seems like it’d be easier just to take the bus.

Pros: As this is a new station, it has a full high level platform. Of course this means it’s accessible, with the long ramps driving the point home.

Cons: The ramps, however, are also quite annoying. If they could install a staircase so the ramps aren’t the only way of getting to the station, that would be much appreciated. Something else that would be appreciated is proper station parking, since the existing 2-hour street parking seems useless. In addition, modern Commuter Rail stations have this problem where they’re just so…bland. Newmarket fits right into that trend.

Nearby and Noteworthy: I know that mixed-used development is being encouraged in Newmarket, but that seems a long way off. For now, Newmarket’s only claim to fame is that it’s the closest station to the South Bay Center, but Andrew has much more frequent service and isn’t that far away.

Final Verdict: 4/10
Well, I’ll say this for Newmarket Station: it’s just as “vibrant” as the rest of the neighborhood! Sigh. Not only is it bland, but it doesn’t have parking and its ramps shouldn’t be the only entrances. It may be a high level station, but that’s pretty much the only good thing about it. Oh, and the bike parking. But who rides their bike in Newmarket of all places?

Latest MBTA News: Service Updates

17 (Fields Corner Station – Andrew Station via Uphams Corner and Edward Everett Square)

Oct 26, 2015 | Miles on the MBTA | 0 Comments

The 17 is a short little route, taking only around 15 minutes to do the whole thing. Running between two Red Line stations, though, no one would take this from beginning to end. Like many other MBTA routes connecting two stations on the same line, it’s all about what it serves in the middle.

The bus at Fields Corner.

Luckily we didn’t have to go through the madness known as the Fields Corner busway, since we were leaving the station instead of arriving there. Turning onto Geneva Ave, we went under the Red Line tracks and past lots of apartments and a few businesses. We then turned onto Bowdoin Street, which soon became lined with businesses.

After passing a small park with a fountain in it, it got residential again. We went by a resting 15 at Kane Square, then headed up Hancock Street, which was mostly lined with apartments. There were lots of businesses again when we reached Uphams Corner, turning onto Columbia Road.

Nice…view? “View”?

North of Uphams Corner, the wide street became residential, but there was a bit of retail at the massive Edward Everett Square intersection. Columbia Road turned right here, but we continued straight on what was now called Boston Street. It was sort of a mix of industry and houses, then we crossed over I-93. Soon after that, we made our way into the Andrew Station busway.

Hmm…is it just me or did it get dark all of a sudden? Oh, wait, it’s just the Andrew busway.

Route: 17 (Fields Corner Station – Andrew Station via Uphams Corner and Edward Everett Square)

Ridership: My ride had about 25 people on it, which is pretty good. On weekdays and Saturdays the 17 gets good ridership, with 3,436 and 1,516 people per day, respectively. However, the ridership drops down to 586 people on Sundays, which is…less good. As is the nature of routes like this, everyone who got on at Fields Corner got off at local stops, and everyone who got on at local stops went all the way to Andrew.

Pros: The 17 is a great link to the Red Line for the neighborhoods it serves. And not only is it a great link, but for the most part, it’s a frequent link. On weekdays, it runs every 15 minutes all day, and on Saturdays it runs every 20-25 minutes. The best part is that since the route is so short, these headways can be accomplished with only two buses!

Cons: Sundays and nights, the headways are increased to every 40 and 50 minutes, respectively. That’s pretty much it for cons, though.

Nearby and Noteworthy: This route goes by a lot of businesses, for sure. Are they worth going to? No idea.

Final Verdict: 8/10
“What?” you may be asking, looking at the score, “But Miles, just look at that abysmal night and Sunday schedule!” Ah, but you see, that’s not the whole story. On nights and weekends, the 15 is extended to Fields Corner, thus providing frequent service along the whole southern half of the 17. Plus, though not nearly as frequent, service on the northern half of the 17 is also covered by the 16. So yeah, it’s not as infrequent as it may look.

Latest MBTA News: Service Updates

19 (Fields Corner Station – Kenmore or Ruggles Station via Grove Hall and Dudley Station)

Oct 24, 2015 | Miles on the MBTA | 0 Comments

This one never made sense to me – why would a route that runs through such transit-starved neighborhoods run weekdays-only? I guess it’s because almost the whole of the 19’s length is shared with other routes, but it was always a little weird to me. But this route seems to be meant as a supplement to take rush hour pressure off of other routes – let’s take a look.

Well…this picture could’ve gone better.

Leaving Kenmore with an empty bus, we headed onto Commonwealth Ave, then turned onto Brookline Ave. After crossing over the Mass Turnpike, we passed Fenway Park and the multitude of sports bars that surround it. We went by the Landmark Center mall, then navigated through a mess of an intersection, continuing down Brookline Ave south of that.

Going over the Mass Pike with Yawkey in view.

Now we were surrounded by university buildings, which became hospitals further down Brookline Ave. We were now in the Longwood Medical Area, going by more hospitals as we turned onto Longwood Ave. Swinging around onto Avenue Louis Pasteur, we then turned onto the Fenway, running through the Emerald Necklace for a bit.

Going by the E Line’s Museum of Fine Arts station, we passed some more university buildings, then turned into the Ruggles busway. After that, we navigated our way to Ruggles Street, a small residential side street. We went by a park, then turned onto Shawmut Street, soon reaching Dudley Station. As with pretty much every Dudley bus, we gained a bunch of riders here.

From there, we headed down Warren Street, leaving the businesses of Dudley behind. Running along with a few other routes, we were going by a mixture of apartments and retail. A few people got off at the small Mall of Roxbury, then those apartments from before became houses. The retail came back once we reached Grove Hall, merging onto Blue Hill Ave for a bit before turning onto Washington Street.

We turned onto the wide Columbia Road for a block, then we turned onto Geneva Ave, which is the 19’s only independent portion. There was a stop at the Four Corners/Geneva Fairmount Line station, then Geneva Ave was all houses and apartments. After passing the intriguing “Geneva Cliffs” park, we were joined by the 17.

The street was much straighter now, and lined with three-story apartments. There were a few businesses in the mix, too. We eventually reached the elevated Red Line tracks, but just before going under them, we turned onto their parallel busway. Running up to Fields Corner Station and back down again, we did a u-turn, pulling into the actual busway.

The bus at Fields Corner.

Route: 19 (Fields Corner Station – Kenmore or Ruggles Station via Grove Hall and Dudley Station)

Ridership: This is a busy route, with an average of exactly 3,600 people per weekday. On my ride, there was an interesting contrast between the two parts of the route – from Kenmore to Ruggles, the riders were few, just people working at or visiting hospitals. Then from Ruggles to Fields Corner, it picked up, and the route was significantly busier, all amounting to about 30 riders in total.

Pros: This route mainly seems to be a supplement for the Warren Street buses, and it does that job well. It also gives a link from there to Longwood during rush hour, which is good for hospital workers. During the day, the 19 is cut back to Ruggles, which makes sense – my trip was the first one of the afternoon to start serving Longwood, and it was quiet there. Speaking of rush hour, this route runs often then, going every 14 minutes in the morning and every 25 in the evening.

Cons: It’s weekdays-only, though that makes sense, considering this is mainly a rush hour supplement. It does run midday, however, but only every hour.

Nearby and Noteworthy: I looked up the Geneva Cliffs, and I really like the concept. The park is an “urban wild”, with walking trails and community events.

Final Verdict: 8/10
Concept-wise, the 19 is similar to the 29. They’re both weekday-only supplements meant to take the pressure off of other routes they run along with (and yes, I know the 29 technically runs Saturday nights, but I don’t count that). The 19 seems to be mostly meant for rush hour commuting, but it does get an infrequent day schedule, too. However, it has so many alternatives that the infrequency during the day doesn’t matter much. As a supplement, the 19 fits its role quite well.

Latest MBTA News: Service Updates

CT3 (Beth Israel Deaconess Medical Center – Andrew Station via BU Medical Center)

Oct 24, 2015 | Miles on the MBTA | 2 Comments

Considering that the CT3 was on the chopping block in 2012, I assumed it would be pretty bad. I mean, I’m not a fan of the crosstown routes anyway, since they supposedly offer “limited stops” but really don’t skip that many. So imagine my surprise when I found out that the CT3 is actually kinda…fast? Now granted, you’re not getting an express service here, but it skips enough stops so that it makes a somewhat significant time difference.

Did I mention that the Andrew busway is really dark?

We turned onto Dorchester Ave from Andrew, waiting for a bit at a massive six-way intersection. We then turned onto Southampton Street, going onto a bridge over the Commuter Rail Old Colony tracks with a view of the Amtrak yard and of the Boston skyline. There was another bridge over I-93, then we passed the huge South Bay Center mall.

Well, it’s a nice view if you don’t mind the chain-link fence.

It was industrial when we got to the other side of the bridge, passing the MBTA’s Southampton Garage. During rush hour in the peak direction, some CT3 buses go down Newmarket Square to make a stop on Mass Ave, but we continued down Southampton Street nonstop. Eventually the street merged onto Mass Ave anyway, but we turned onto Albany Street a block after that.

We were now at the B.U. Medical Center, making our first stop since leaving Andrew. We were surrounded by tall hospital buildings as we turned onto East Newton Street, then Harrison Ave. This street had apartments on the right side, but the hospitals still reigned supreme on the left. It got industrial again from there, then we turned onto the leafy Melnea Cass Boulevard.

There was a stop at Washington Street to connect with the Silver Line, but we continued speeding down the tree-lined Melnea Cass Boulevard. We reached Ruggles, pulling into its busway and making a stop, then we headed down Ruggles Street. Passing various university buildings, we crossed over the E Line at the Museum of Fine Arts, then the street became the Fenway.

After a short leafy section through the Emerald Necklace, we turned onto Avenue Louis Pasteur. From there, we turned onto Longwood Ave, where we were once again surrounded by hospitals. By the time we reached our final stop on Brookline Ave near the Beth Israel, the bus was empty, so I got out and started my walk to Kenmore.

The bus laying over before heading back to Andrew.

Route: CT3 (Beth Israel Deaconess Medical Center – Andrew Station via BU Medical Center)

Ridership: Although this is the least-used crosstown route, it still gets decent ridership. Every weekday, the CT3 gets an average of 1,393 riders. I’d imagine most of these people are hospital workers, considering this route serves two major medical areas. I took the bus midday, so there were less than 10 people on it in total, but it’s probably more crowded during rush hour.

Pros: The CT3 does not make a lot of stops on its trip. It’s technically a hybrid between two local routes, so I’ll talk about them separately. From Andrew to the B.U. Medical Center, the CT3’s alternative is the 10 – that makes 11 stops to the “main” stop on East Newton Street. The CT3? It makes three. Then between B.U. and Longwood, the 8/47 both detour to Dudley, so they have a total of 19 stops to the Beth Israel. The CT3 is less than half of that, with only 8 stops! So yeah, the CT3 does legitimately make limited stops, unlike some of the other crosstown buses, *cough* CT1.

Cons: Of course, just because it has limited stops doesn’t mean the CT3 is speedy. Traffic can still impact the bus no matter how many stops it skips…but at least the CT3 is faster than local routes. This route only runs every hour during the day, but that’s not when it’s needed – the CT3’s every 10 minute rush hour schedule shows where all the ridership is. That said, the schedule still has some problems. Every other trip during rush hour is a shuttle from Andrew to B.U. (or vice versa, depending on whether it’s the morning or evening), which makes sense, giving commuters a quick ride to that medical center. However, in the evening rush hour, these trips are not coordinated well, with one shuttle trip leaving B.U. a minute after a full CT3 run stops there. That shuttle run probably doesn’t get very crowded…

Nearby and Noteworthy: This is a route meant for commuters, so I can’t see anyone taking the CT3 for pleasure (well, okay, I guess I technically did, but that’s beside the point). That said, if you like hospitals but can’t stand all those stops, then the CT3 is the route for you!

Final Verdict: 7/10
I would say that functionally, the CT3 is the best crosstown bus, simply because it actually skips a bunch of stops. And considering it’s meant for commuters, the fact that it runs weekdays only, every hour during the day makes sense. I mean, my midday bus had 10 people on it, so clearly it doesn’t need to run often. Yeah, most of the ridership happens during rush hour, and every 10 minute service during that is great. However, during the evening, the coordination between the Andrew-B.U. shuttle runs and the full trips could be improved. But even though the CT3 isn’t perfect, it does what the crosstown buses should do – it offers marginally faster service than local routes. Kudos to you, CT3!

Latest MBTA News: Service Updates

Thomas Asks…

Oct 24, 2015 | Miles on the MBTA | 2 Comments

“I don’t know if you’ve heard but the MBTA is letting the public choose the new trains’ paint schemes. I’d like to know which ones are your favorite.”

Yes, I did take that survey! Here’s the link for anyone who hasn’t taken it yet, and now let’s get into the ones I liked.

The three Orange Line designs.

Look, I’m a purist. That first one with the simple Orange line is the one I like most. The third one, although pretty cool and unique, seems to leave most of the train grey, which doesn’t seem too appealing. As for the second one, I don’t like how the stripe stops at each door. So yeah, I like the first design the most.

The Red Line designs.

In terms of paint schemes, the Red Line trains are exactly the same as the Orange Line ones. Again, I like the first one the most.

And finally, the three Green Line designs.

Um…okay, so, none of these designs really call out to me. Why does all the green paint have to be above the windows instead of under them like on the existing trains? I guess I like the third one the most, since it strikes a balance between the gaudiness of the first and the subtlety of the second, but I would prefer a design like the ones we have on the current trains. But don’t let me tell you which designs are the best. Take the survey and make your voice be heard!

Andrew

Oct 23, 2015 | Miles on the MBTA | 4 Comments

Um…I went to Andrew once before. I didn’t review it then, but since I went again, I’ll review it now. Yup. Okay, it’s a bad sign when a station’s so boring I can’t think of an intro for it! Let’s just get into the review.

Oh, come on, sun, why do you have to get in the way?

Well, I will say that Andrew’s station building is pretty cool. It’s got a lot of glass, plus that essential T symbol to let you know what the entrance leads to. Not to mention that Andrew has a four-sided clock tower! It’s not as impressive as the one at Forest Hills, but it’s a respectable tower.

The busway.

Andrew’s busway is completely sheltered, which is great. But although skylights try to make things better, the busway is still dark. Yeah, it may look bright in the picture above, and certain parts are, but yeah, a lot of it is dark and dingy.

Looking down the middle.

Andrew is served by seven bus routes, but one of them (the 171) only has two trips per day, in the early morning. Okay, so that’s basically six routes. And personally, I think this busway is a bit complicated for just six routes. I mean, it’s not that hard to find the bus you want, but it seems like it could be a lot easier.

The mezzanine is visible beyond the fare gates.

So…the mezzanine. I’m not a fan. I mean, it’s straightforward, I guess, but it goes downhill from there. Aside from an old pre-CharlieCard ticket booth, which is pretty cool, the mezzanine is just bland. The ceiling is low and the walls are mostly boring, though for some reason there’s a random section of the latter made of marble. Of course, there’s another section of the latter that’s completely deteriorating, which is significantly less fancy than marble.

Another mezzanine.

Past the fare gates, there’s another mezzanine over the platforms. It consists of wide, low-ceilinged hallways that go over the tracks so you can cross between sides. I’m glad this mezzanine exists, and it’s nice that they put some colorful shapes on the railings, but…popcorn ceilings? I mean, really?!

Believe me, it was very hard to get a decent picture of the platform.

The platform is a rather dark and dingy affair, despite the fact that it has a skylight. And I’ll admit, the skylight is great, with artwork hanging down from the top. But the rest? Well, it’s dark, the ceiling is low and has random pipes, and the wall between the two tracks is disgusting. So yeah, the skylight tries its best, but is powerless against everything else.

A blurry train.

Another blurry train…from above.

Station: Andrew

Ridership: Like its neighbor to the north, Broadway, Andrew doesn’t get too much ridership – only about 6,425 riders per weekday. Similarly to Broadway, Andrew’s surroundings are industrial, though this station also serves some residential neighborhoods. The nearby South Bay Center probably contributes some ridership from shoppers, as well.

Pros: Fully-sheltered busways are always a plus, and Andrew has decent bus connections in general. It’s also straightforward, and I like how the exits from the platform are symmetrical (nothing like some good ol’ symmetry).

Cons: The aesthetics, of course. Aside from the outside building, I find this station to be generally dark and dingy. I mean, the mezzanine has a deteriorating wall, for heaven’s sake! Oh, also, there are the popcorn ceilings. I mean, come on – Andrew was renovated in 1994, not 1963!

Nearby and Noteworthy: Are you looking for a massive suburban shopping mall right in Boston? Then make the not-at-all pedestrian friendly walk to the South Bay Center and get all your shopping needs fulfilled!

Final Verdict: 6/10
There are a lot of stations that would get significantly higher scores if I didn’t take aesthetics into account. But I believe that commuters’ overall experience should not only be easy, but also look nice. Andrew does not look nice. It is dark, dingy, and dirty. Thus…6/10.

Latest MBTA News: Service Updates
Hey, you know that elusive Green Line extension? Yeah, it’s been pushed back again.

Sullivan Square

Oct 15, 2015 | Miles on the MBTA | 3 Comments

Okay, I’ll start off by saying this: Sullivan Square is admittedly better than Community College. I mean, they’re quite similar aesthetically. They both have center platforms, they’re both under the elevated I-93 structure, and they both use copious amounts of concrete. Don’t get me wrong, I hate Sullivan for its looks. But other than that, I have to begrudgingly admit that it’s a decent station.

The two busways. And a highway.

I guess one good thing about the busways is that they’re always sheltered…by a massive noisy highway. But they’re sheltered regardless. Honestly, I do like Sullivan’s busways other than that. Most of Sullivan’s whopping 12 bus routes serve the upper busway, but it’s well-signed which ones board on the lower. That said, the highway makes waiting there a rather dingy experience.

Hey, it’s the sky! This is the only time you’ll be seeing that at Sullivan.

Although Sullivan has parking, it doesn’t have much. Its small lot holds 222 cars, and those spaces fill up quickly. That said, Wellington is the northern Orange Line’s park-and-ride behemoth, and it’s only two stops north. I think Sullivan’s lot is basically first come, first serve, so you have to get up early if you want to nab a spot here.

The mezzanine.

Aesthetically, Sullivan’s mezzanine is just like any other Orange Line station – it’s boring. That said, Sullivan once again does great when it comes to functionality. Not only does this mezzanine have a bunch of fare machines and gates, but it’s got two convenience stores! Perhaps they’re responsible for attracting all the pigeons to this station. Seriously, Sullivan has a lot of pigeons.

Past the mezzanine.

The area past the mezzanine is boring as well in terms of looks, but again, it functions well. This is basically an area where passengers can wait if it’s cold outside, so it has benches along the walls. There are elevators leading to each platform, plus upward escalators from both (as well as stairs, of course).

The platform.

Sullivan Square’s platform layout is kind of interesting, since the station has three tracks. The third one was going to be for express trains to Reading, but since that extension never happened, the track is just kind of there now. This creates the awkward situation where there are two “center” platforms, one of which serves both inbound and outbound trains.

The platform, looking the other way.

So…aesthetics. Well…there’s lots of concrete. And a bunch of steel from the highway above. Oh, and let me tell you, it’s hard to ignore that huge structure. For one thing, it’s incredibly noisy, but for another, it has a support that goes through the platform! Just look at this:

That looks…safe?

The platforms themselves are pretty standard fare. Luckily, there are regular benches to go along with those weird bench shelters, the latter of which seem to be abundant along the Orange Line. Some of the seating areas also have artwork done by kids, which is nice. I also want to just point out that the maps here say that Assembly is still yet to be opened. I mean, really?! Assembly’s only one stop north, you’d think they’d update the maps.

I ran onto this train after I took the picture.

Station: Sullivan Square

Ridership: I believe a large amount of Sullivan’s ridership comes from buses, since it’s served by a lot of busy routes. Well, wherever the ridership comes from, there’s a lot of it. Every weekday, Sullivan gets 10,125 riders, making it the second-busiest station on the northern Orange Line after Malden Center.

Pros: Well, there are the buses, for one thing. As I mentioned, Sullivan is served by 12 bus routes, many of which are in the MBTA’s top 50 for ridership. And not only is the station a bus hub, but its busways are reasonably simple, with good signage. Plus, Sullivan is a very straightforward station, with a clean, easy layout (aside from the platforms, maybe) and a great mezzanine.

Cons: Once we get into the aesthetics here, it starts to go downhill. I can’t stand brutalism, as many of you know, and Sullivan is made worse thanks to that stupid highway. But I have a practical con, too! The platform has a few places where the space between the wall and the tracks is rather tight. It’s not as bad as Malden Center, but it still feels like it could be unsafe.

Nearby and Noteworthy: You know, this flies under the radar of a lot of tourists, but there’s so much to do around Sullivan! I mean, there are parking lots to run around it, huge roads to attempt to cross, industrial warehouses to gawk at, and so much more! Hmm…on second thought, maybe it’s a good thing the guidebooks leave Sullivan out…

Final Verdict: 7/10
Sullivaaaaaaaaaaan! I wanted to give you a low score, but then you had to go ahead and be a decent station. Look, I know you’re really straightforward and you’ve got a bunch of bus connections and whatever, and I guess this 7 is well-deserved. But know this, Sullivan: I hate your guts. I hate your concrete, I hate your grittiness, and I hate the disgusting highway that blocks any sliver of sun from getting down to your bland, gray platform. You may have won the battle, Sullivan, but you haven’t won the war…

Latest MBTA News: Service Updates

Chelsea

Oct 12, 2015 | Miles on the MBTA | 0 Comments

Whenever I return to Boston, I like to come back with a bang. So, who’s up for a Commuter Rail station on its last legs? Chelsea Station has always been a bit of an outcast, a lone Commuter Rail station where there ought to be proper transit. That’s being rectified now with the Silver Line Gateway, which will also move the Commuter Rail station further down the line, but while we still can, let’s take a look at the current disaster that is Chelsea Station.

It’s not much, is it?

Due to Silver Line construction, the outbound platform was completely demolished. This means that it’s now just a slab of asphalt between the two tracks. The only aid given for crossing between the two is this slab of wood thrown onto the inbound track. I mean, the station was never wheelchair accessible, but come on!

Here’s a look at the construction that was going on.

The inbound platform gets a shelter, and it’s standard for the Commuter Rail. You’ve got some benches (complete with gum and graffiti), a few crowded wastebaskets, some defaced ads, and a screen that only works on one side. You can tell this station has gotten a lot of neglect over the years…

One of the MBTA’s leased locomotives passing under Route 1.

This station can get…noisy. As you can see in the picture above, it’s right next to the huge elevated Route 1 structure, and you can imagine how it would sound with cars speeding past all the time. Plus, the station is situated at a level crossing with a four-way intersection. And the platform is tiny, so half the train is always sticking out over the level crossing. It’s a bit of a mess.

Another train, this one heading to Boston.

Station: Chelsea

Ridership: I was here on a Sunday, and there were way more people going outbound than inbound. Indeed, I was the only person that got on the Boston train, while people who had missed the previous outbound train would have to wait for quite a while longer. I will say that most of the outbound passengers were asking if the train was going to Lynn, so maybe something was going on there that day. Regardless, this station gets low inbound ridership, with only 179 passengers per weekday.

Pros: I would say the only thing the current Chelsea has going for it is location. It’s much closer to Bellingham Square (pretty much downtown Chelsea) than the new location will be, and that means it has more bus connections.

Cons: Honestly, this station has always been subpar. The outbound platform has always been a slab of asphalt anyway, and the inbound shelter is decrepit. The station isn’t wheelchair accessible, and it generally has this industrial, gritty feel. Plus, there’s the fact that trains spill out into the level crossing because the platform isn’t long enough. Oh, and did I mention how noisy Route 1 is?

Nearby and Noteworthy: Nearby Bellingham Square has a lot of businesses and restaurants, but I believe that area can be a bit sketchy. Go at your own risk, I guess?

Final Verdict: 3/10
If I didn’t have the knowledge that Chelsea Station was being moved, I would probably still say that the MBTA needs to start from the ground up. I mean, this station is really horrible. The new station should hopefully be wheelchair accessible and feature more amenities. The only thing about the current Chelsea that’s good is the location, but hopefully the new one will feature a parking lot (something else the current one lacks) so people can get there easily. But as for this Chelsea Station? I think it’s time to say goodbye.
UPDATE 4/22/18: This is now the location of Bellingham Square Station on the SL3! Here’s a link to the review.

Latest MBTA News: Service Updates

Service Change: Portugal, Part 15 – TST Bus 161 (Costa da Caparica – Lisbon (Pca. do Areeiro) via Alcantara)

Oct 12, 2015 | Miles on the MBTA | 0 Comments

You’ll remember how on the way to Costa da Caparica, we used the ferry–bus combo, which was pretty long. I will say, however, that that way is useful if you’re coming from downtown Lisbon. However, if you’re staying further north (like we were), your best option by far is the 161. It reminded me of New York’s X1 bus – express route, nice coach buses, and an amazing bridge crossing.

The bus waiting at the Costa da Caparica bus station.

As I mentioned, the 161 used coach buses for its route. They had plush seats and were generally quite comfortable. Anyway, we left the bus terminal and headed up Av. Dr. Aresta Branco, going by apartments and businesses.

Swanky!

We then turned onto R. Horacio da Silva Louro, picking up a bunch of people at a stop in front of an apartment building. This street merged into route A38, which climbed into the hills and left the city behind. Soon it became a full highway, with exits and everything. It was rural, running mostly through fields.

Eventually we reached a cloverleaf interchange and curved north onto the IP7. Soon after that, we came to a toll plaza, using some form of E-ZPass to get through. From there, we passed Lisbon’s version of Christ the Redeemer, then went up onto the 25 de Abril Bridge. And let me tell you, even though it was dark, the view of Lisbon was incredible.

Of course, it was nighttime, so the pictures were terrible.

Here’s another one.

After crossing the Tagus River and soaring over Lisbon for a bit, we took the first exit and curved around to Ac. Ceuta. There was a stop at the Alcantara suburban station, then we continued up the mostly leafy street. We sped down this road for a while without much in the way of scenery, then it became Av. Calouste Gulbenkian and we went under an old aqueduct.

This street was highway-esque until it became Av. Berna. Now it was a local street lined with apartments and businesses. We passed the park containing the Museu Calouste Gulbenkian, then later on we had a stop at the Campo Pequeno Metro station. We went by a cool circular building and a huge bank, then around a rotary. This was Areeiro Station, with a simple shelter for the bus stop. The trip had only taken about 45 minutes, and it was amazing. If you’re staying in the northern part of Lisbon and you want to go to the beach, the 161 is a must.

The bus in nighttime Lisbon.

Service Change: Portugal, Part 14 – TST Bus 124 (Cacilhas – Costa da Caparica)

Oct 11, 2015 | Miles on the MBTA | 2 Comments

Okay, so it turns out there’s a faster bus from Cacilhas to Costa da Caparica, but we ended up on the slow one. That made things more interesting, though, since we got to see a bunch of local neighborhoods. Of course, maps on the TST website are pretty much nonexistent, the only one being this horrible comic sans network map. So I’ll be relying on the Google Maps one to figure out the crazy route of the local 124 bus.

By this point, I was having to take pictures with my mom’s iPhone, which explains this atrocity.

And this one.

Cacilhas had a large bus station with many different berths. One of those berths was for the Metro – yes, there was a light rail metro system down here. I was very mad that I didn’t get to take it, but it doesn’t go anywhere to which tourists would want to go.

On the 124, we left the bus station and headed down Av. Alianca Povo MFA, which paralleled the Tagus River. We were following the Metro, which along with us, turned onto Av. 25 de Abril de 1975. This street was very urban, with tall apartment buildings and a few businesses lining the road.

There was a nice Metro station at Gil Vicente as we continued to follow it, the street now called Av. Dom Afonso Henriques. We went around a rotary while the Metro plowed right through, and now the street was called Av. Dom Nuno Alvares Pereira. We continued down here for a while, the street still lined with modern apartments.

After another rotary at Almada, we left the Metro by turning onto R. Dom Joao de Castro. Along here the tall apartments from before shrunk into two-story ones. We then crossed over the IP7 highway, which becomes the 25 de Abril Bridge into Lisbon. This was also where we left the city for good.

There was a rotary, then we headed down R. 3 Vales, going through some fields. There was another urban section after, with tall apartments once again. The street curved south, leaving the buildings behind. We had a stop at the Formega Metro station, but after following the line for a bit, we turned off once again.

We squeezed down the narrow R. Trabalhadores Rurais, going past tight businesses with apartments on top. The street then curved back up and we rejoined the Metro for a bit, only to leave it for the last time, going by a university (and some marshland). We crossed over the A38 highway, then headed down R. do Areeiro, which was quite narrow.

Turning onto the N10 road, we entered a town, with smaller apartments alongside the street. The road got narrow when we got to a downtown area, squeezing through some tight businesses. It got slightly wider when the surroundings got more residential, with individual houses.

There was a view of the ocean and the buildings of Costa da Caparica at a rotary, which meant we were getting close. We turned onto the A38 highway, running down the rural hillside. Once we reached Costa da Caparica, though, it was instantly urban. We turned onto R, Vitimas da Guerra Colonial, running by lots of businesses. Soon after that, we pulled into the Costa da Caparica bus station, dropping off all the remaining passengers.

Aw man, that destination board is garbled…

So, is the ferry+124 combo worth it? Not if you’re looking for speed. The 124 takes 40 minutes to get from Cacilhas to Costa da Caparica, and every time there was a sign for the latter, we’d go in the opposite direction. That said, it is quite scenic and you get to see a lot of local areas, but those looking for speed would prefer the 20-minute 135 bus. However, there is a faster way of getting to the beach from Lisbon, which we’ll be looking at in the next and final Portugal post.

The bus terminal didn’t have much – just some shelters.

Service Change: Portugal, Part 13 – Lisbon Ferry (Cais do Sodre – Cacilhas)

Oct 10, 2015 | Miles on the MBTA | 0 Comments

When we got back to Lisbon, we only had one full day left in Portugal, with one thing we wanted to do: go to the beach. Now, Cascais is the city’s main touristy beach, but we found out that the water there can get so polluted that you can’t even swim in it! So we decided to head to where the locals go – Costa da Caparica. This beach is more out of the way, requiring one to take a ferry and a bus to get there. Let’s start with the former.

The entrance to the Cais do Sodre ferry terminal.

Oh, and since we’re at Cais do Sodre again, I get an excuse to show the rabbits!

The ferry terminal at Cais do Sodre was clean and modern. Featuring boarding areas for each of the ferry routes, the place was organised as well. Plus, the ferries used the same Viva system as the rest of Lisbon transport, so you could get into the boarding area simply by tapping your card and going through turnstiles.

There were a few shops inside the terminal.

Turnstiles going into the boarding areas.

The boarding area was simple, with benches running along the walls. When the boat came, it let all its passengers out, who headed for a separate exit that bypassed the boarding area. Then a big orange door opened up…and it was chaos. Getting onto the ferry was basically a free-for-all, with everyone pushing through to get through the doors onto the boat.

The boarding area.

The boat coming in.

The boat had a lot of capacity, with many seats inside. As for the ride, it was fairly short, but the views of the city across the water were great. After the jaunt across the Tagus River, we reached Cacilhas, which had a simple ferry terminal. Overall, I’d say the ferry ride is worth it, even if you’re not taking it anywhere.

The inside of the ferry’s second deck.

Check out that view!

The 25 de Abril Bridge.

A washed-out view of Lisbon.

The ferry terminal at Cacilhas.

Service Change: Portugal, Part 12 – The Alfa Pendular High Speed Train

Oct 10, 2015 | Miles on the MBTA | 0 Comments

As you know, when we were going from Lisbon to Porto, we took the slightly-fast Intercidades train. That one could go up to about 120 MPH, which is speedy for sure. But if you want a true high-speed experience, the Alfa Pendular is the way to go. Running from Braga in the north to Faro in the south, via Porto and Lisbon, this train gets up to about 140 MPH – the fastest in Portugal. As luck would have it, we got to take this service going back to Lisbon, and it was fantastic.

It honestly felt like an airline. Stewardesses kept coming past to give refreshments. These headphones were for…

…this TV. It didn’t show anything interesting, but it was a nice addition, I guess.

Our car was not very crowded, for some reason.

This screen showed how fast we were going, and it was very fun to watch. The fastest we went was 226 km/h. Plus, these high speed trains could tilt around corners!

The inside again.

The windows had curtains that could be lowered by the push of a button.

Of course there’s a bathroom picture – this one was pretty cramped.

A screen on the side of the train.

The train at Oriente, back in Lisbon.

Service Change: Portugal, Part 11 – Porto Metro, Lines E and F (plus a funicular!)

Oct 8, 2015 | Miles on the MBTA | 0 Comments

Although the independent section of Line E is incredibly short, it’s still important, as this line serves Porto’s airport. The line splits off from Line B at Verdes Station, which was an interesting one due to its stacked design. Line B had side platforms, while Line E had depressed platforms in the center, since it went underground just past this station.

You can see the Line B platforms rising up on either side.

The view of Maia from the station.

The shelter on one of the platforms.

The train coming in.

As I mentioned, the line went underground past Verdes. We made a turn in the tunnel and surfaced in the median of Av. de Aeroporto. After a stop at Botica (where the surroundings were mostly industrial), we entered another tunnel, curved north, and surfaced at Aeroporto Station, the last stop. Told you the ride was short.

Lots of people getting out of the train.

The train waiting for everyone to get out.

The grassy tracks leading back toward Porto.

Aeroporto was a very nice station, with a big glass shelter.

The entrance from inside.

A big sign for the airport.

And here’s the train again, back at Ponte de Cuco.

The F is the only line that goes eastward beyond Estadio do Dragao, and when we rode it, it didn’t even get the dignity of having its own letter – they were just through-running every other Line A train to Line F’s terminus. My camera was out of battery by this point of the adventure, so this will be purely text. Sorry, Line F…

Leaving Estadio do Dragao, we paralleled a suburban rail line, rising up to an elevated station at Contumil. We then turned onto the median of an unnamed street which went past…nothing much, really. We went below a rotary, then into a tunnel.

We surfaced at Levada Station, which was close to a huge shopping mall. Running in our own right-of-way from there, we twisted through areas of various density (there was even some farmland). After Baguim, we went under another rotary and surfaced in the median of another unnamed street. We went through a town with some apartments, but the next and last stop, Fanzeres, had a rural feel to it. However, it also had a parking lot with free parking for Metro users!

And here’s a bonus – the funicular!

There’s one more thing that’s technically part of the Porto Metro system, and that’s the funicular. It uses the same fare system, but for some reason the funicular costs double. I have no idea why, since it’s a pretty short ride, but it does save a long walk up steep steps.

The ticket booth.

We didn’t have Andante Cards yet when we rode the funicular, so we got these special tickets.

This sign showed how many more people could enter. The cap was 25.

Now, the funicular could be a great link between the bustling riverside and the city up a hill, but the problem is the wait. The way funiculars work is with a weight-counterweight system, and usually the counterweight is a second vehicle – here, however, it’s literally just a counterweight. And with a limit of 25 people in a vehicle, you could end up waiting 20 minutes just for a 3 minute ride.

The funicular coming down the hill.

That one was too busy for us, so we had to wait for the next one.

The funicular is articulated, since it’s not at the same slope the whole time.

Stupid counterweight…

As for the inside of the funicular, there wasn’t much to talk about. It was small, clean, and it got the job done. There were a few benches, and of course a big window, since the view going up the hill was fantastic.

The Luis I Bridge.

The bridge again, but from higher up.

Looking down the hill.

And the bridge again.

Looking across the river.

The inside of the funicular.

Soon after passing the counterweight, the funicular went underground. It was in tunnel for a while until we arrived at Batalha, the underground northern terminus. It was a clean station with a nice entrance – I do wish the signage to Sao Bento from there was better, though. Overall, the funicular is pretty cool if you’re a tourist, but if you’re trying to get somewhere quickly, it’s meh. You’re probably better off walking if you can handle the hills.

Heading underground.

Looking down the tunnel.

The station.

And the entrance.

Service Change: Portugal, Part 10 – Porto Metro, Lines C and D

Oct 5, 2015 | Miles on the MBTA | 0 Comments

Continuing on with the Porto Metro, next up is Line C! A note about this one is that it doesn’t go all the way to Estadio do Dragao where the other lines terminate – it ends one stop earlier, at Campanha. I guess Estadio de Dragao doesn’t have enough capacity for five whole lines.

A train at Fonte do Cuco.

Fonte do Cuco Station.

Fonte do Cuco is where the C splits off the main line, and it’s where we got on. From there, we went through fields for a little while, then crossed under a highway. After that, we snaked through small villages with fields in between, making stops at each one. The line then went over Parque da Maia, with an elevated station of the same name.

Going over the park.

We returned to ground level, taking over a street in downtown Maia. Maia is a city with over 135,000 people and even a skyscraper. We went right by that skyscraper on the train and had a stop close by, at Forum Maia. This was also the point where we discovered that some Line C trains terminate at Maia…the hard way.

There’s the skyscraper.

Ah. Should’ve read that destination board.

The station.

Yeah, you just sit there and lay over.

Looking the other way.

Now at this stage, we could’ve given up and just taken the train back to Porto. But I wanted to go the extra four stops to the real end of the C, so we decided to stick it out for 15 minutes until the train to ISMAI came. While we waited, we went to this cheap bakery and got some really good bread. Returning to Forum de Maia, the train arrived and we were off to ISMAI.

There’s a welcome sight.

Continuing north, we went through a rotary and then rose up to an elevated line. After crossing a highway, we went underground in an industrial area, stopping at the aptly named Zona Industrial Station. We came out of the tunnel again, running next to Via de Francisco Sa Carneiro on a grassy right-of-way.

The view from the elevated section.

We then left the road and the factories behind, turning off and running through woods and fields. After that, we reached another town, Castelo da Maia (I didn’t see any castles), then we arrived at the elevated ISMAI Station.

Goodbye!

The station.

Looks like a building’s under construction near ISMAI.

ISMAI, as it turns out, is a university, and a new one, too – it was formed in 1990. Still, though, its station felt pretty desolate, and I was looking forward to get out of there. Looking at the countdown clock, the next train to Porto was only…29 minutes away? Well…looks like we’re gonna be here awhile.

Yeah, you just sit there and wallow in your shame.

Line D, meanwhile, is completely separate from the other lines. Its only connection with them is at Trindade, but whereas the other ones go east-west through the city, Line D goes north-south. It’s also the shortest and most urban line. Plus, it has the absolute best view on the system.

The underground Santo Ovidio station.

The place where the two cars are coupled.

Although the southern terminus, Santo Ovidio, was underground, we rose up to street level soon after we left the station. This part of Line D was similar to Boston’s Green Line, running right down the median of Av. Republica. The only difference was that Line D actually moved quickly, since it got the right-of-way at traffic lights. The street was lined with tallish apartment buildings along this whole section,

At General Torres, there was a connection with suburban rail. After that, we went through a small park, stopping at Jardim do Morro. And from there, we crossed over the Luis I Bridge into Porto. Line D runs on the upper deck (the lower deck is for road traffic), meaning it offers a spectacular view of the city. It was amazing – just look at the pictures!

Soaring over the city!

This side of the River Douro has a bunch of wineries.

And there’s the city!

I wish the pictures weren’t so blurry…

It’s hard to tell, but there’s a train zooming over the bridge here.

Once we crossed into Porto, we went underground, stopping at Sao Bento Station soon after. This is pretty much the only Metro station in the touristy part of Porto, and it’s pretty big. But is all that space occupied? Nope. Sao Bento has this massive mezzanine with pretty much nothing in it.

A crowded entrance to the station.

Another entrance.

See that line to the ticket machine? It moved slowly.

Hm..lots of space here, isn’t there? Perhaps there could be room for, I don’t know, some more ticket machines?

Ah, this hallway is so big…I’ll be they could fit a few ticket machines in here.

The platform.

Oh, yeah, the system has countdown clocks! I think I forgot to mention that…

A train coming in.

The next station north was Aliados, and I also used that one. It was almost exactly the same as Sao Bento – indeed, all of the underground stations on the Porto Metro have a very clean, consistent style. So yeah, that made Aliados a “good” station by default.

The entrance.

This mezzanine isn’t as big, but it’s still huge.

Hey, there’s some sort of shop here!

Going down the stairs.

The platform.

A train coming in.

The next stop was Trindade, where you can change for all the other Metro lines. The Line D station is underground, though, unlike the other lines. Does it look exactly the same as every underground station on the Metro? You bet.

A train leaving Trindade.

The platform.

Hm…I think this TV is trying to tell us something…

Here’s another TV with an error message.

The line continued underground north of Trindade, stopping at no fewer than five subway stations. After Polo Universitario, we finally surfaced, making a sharp turn coming out of the portal. Running alongside R, Alfredo Allen, we were in an interesting neighborhood. I would call it a mix between Kendall Square and an office park.

It’s hard to tell, but of course I couldn’t forget a tram inception picture!

After a stop at IPO, which is a hospital, we took a right and had another stop at Hospital Sao Joao, which is…another hospital. This was also the last stop – the northern end of Line D only has two aboveground ones. Stick to the south for this one, if only for that bridge crossing.

It was dark by this point, but Hospital Sao Joao Station isn’t anything special, anyway.

Service Change: Portugal, Part 9 – Porto Metro, Lines A and B

Oct 4, 2015 | Miles on the MBTA | 0 Comments

The Porto Metro is actually the biggest metro system in Portugal. Despite being twice as long as the Lisbon Metro, though, it only gets a third of the ridership. Unlike Lisbon, Porto’s Metro system is light rail, and is mostly above ground. But hey, that second bit is a plus, isn’t it?

My Andante Card, otherwise known as the bane of my existence.

Okay, so the Porto Metro fare system certainly is…something. First of all, they have this really, really confusing zone system. They try to explain it on the website, but it really makes no sense at all. Then there’s this whole “validation” thing. Basically, the Metro uses an honor system, but you have to “validate” your card on these little machines for it to be considered valid. It must be done “at most, with 10 minutes of antecedence before beginning the travel.” Uh-huh…

A validator, otherwise known as the other bane of my existence.

The thing with validation is that when you validate your ticket for the first time, it puts a time limit on it. But if you validate again, you get extra time on the ticket. This means you could theoretically get off at each stop and run out to validate, then run back onto the train to get more time – and people did do that. Plus, sometimes validators at stations are broken, so you have to run out of the train at the next stop in order to validate. And since it’s an honor system, they have occasional checks, and if your ticket isn’t validated, that’s 95€ out of your pocket.

The list of existence banes keeps getting longer…

Okay, the ticket machine situation was horrible. I mean, having only one ticket machine at above-ground stations makes sense, since most of them are simple and quiet. But having just two of them at one of the busiest stations on the system is ridiculous! The Sao Bento subway station had this huge mezzanine with nothing in it! How about investing in a few more ticket machines so there’s not a massive line at the only working one, huh?

Yup, that makes so much sense.

If this is too confusing for you, you can read the longest FAQ ever on the Metro website.

Right, now that we’ve gotten that madness out of the way, we can talk about the Metro itself. It has six lines, five of which take the same path through the city. The A is one of those five, and it’s also the shortest of those. Unfortunately, on the day I took the A, my camera was out of batteries, so this will be purely text. Sorry about that.

This is an E, but it gives you an idea of what the trains look like on the outside.

On the inside, the trains are pretty nice. They have really wide doors that are opened by buttons, which I always like. The seats mostly forward or backward, and there are simple automatic announcements saying the name of the next station.

Looking down the train.

The A started in this full-on industrial area at Senhor de Matosinhos Station. As we travelled down the side of Av. Eng. Duarte Pacheco, we went by huge cranes and shipyards. After the next stop, Mercado, we got a private right-of-way, running right through Matosinhos, going by lots of restaurants and businesses.

We then turned onto Avenue da Republica, running in the median. There were still some businesses, but it shifted to a lot of apartments, too. After going through a rotary, we turned onto R. Dom Nuno Alvares Pereira, then onto the median of Av. Villagarcia de Arosa. Shifting to the side of the road, we went by a park (Parque de Real), then a hospital.

We had our own private right-of-way for a bit, running under a highway, then we entered the median of Av. Calouste Gulbenkian. The street turned north, lined with apartments. We turned onto Av. Vasco de Gama, then Rua da Lagoa, and then Av. Fabril do Norte, joining Lines B, C, E, and F on the “main line” into Porto.

After Senhora da Hora station, considered to be the western “hub” of the system, the street was mostly residential. We turned onto Rua Fonte das Sete Bicas, then went down below ground level. Returning to the surface, we stopped at Ramalde, then crossed over a highway.

Ha! I got pictures of the main line when we were on a different train! This was when we were below ground level.

Going over the highway.

Going by a residential area.

We had a proper underground station at Casa de Musica, then went elevated. There was a nice view of the city between Carolina Michaelis and Lapa Stations, then we went into a longer tunnel. When we came out again, we were at Trindade, the hub of the system. This is where you can also change for Line D, the one line that runs separately from the other five.

Alas, this was the best picture of the elevated section I could get.

The mezzanine at Trindade.

The platform.

There were tunnels on either side of the station.

We went into another tunnel after Trindade. This is the only legitimate subway section on the main line, as stopped at three underground stops. At Campanha, we popped above ground again, stopping right next to the suburban station. We continued, following the suburban line tracks, which eventually went under a highway. From there, we reached the last stop, Estadio do Dragao, right next to a huge stadium. The only line that continues past here is the F, but that’s for another post.

And now…

…Line B!

Line B is by far the longest line on the system, running way out to Povoa de Varzim, northwest of the city. It’s so long it even has an express service! You may have also noticed that it uses different trains. Lines B and C use these sleek ones that can go faster and are also more comfortable. The only problem with them is that they don’t have doors in the middle articulated section, which can be annoying if you happen to be in the middle of the platform.

I mean, just look at those cushioned seats!

The screen showing the stop names.

After Senhora da Hora, where Line A turns off, we continued, the C splitting off at the next stop, Fonte do Cuco. Our line went elevated, going over a highway. After that, it just got rural all of a sudden, with farmland on either side of the line. We went over a small river, then passed some huge…tarped mounds? I don’t know what to call them.

Fields between us and a highway.

I see you, factory.

Some apartments loom beyond the field.

At Verdes, Line E finally split off and we were on our own. We went through a small town, then it was back to open farmland. After an even smaller town, we passed through a forest, then the fields were back. There were some tiny settlements, then all of a sudden we went by a massive suburban mall (no stop, though).

A train at Verdes.

A town.

What is this, Kansas?

We passed through a small industrial area, then it went back to houses and fields. After a nice bridge over the River Axe, we entered Vila de Conde, which is a legitimate city with some actual interest to tourists. The Metro doesn’t really go to the downtown area, though, running in the medians of various streets.

That’s lovely.

There’s a nice-looking church!

Look! It’s a…lighthouse?

We passed through an undeveloped area on our own right-of-way, then it got urban again at Sao Bras station. We travelled in a street median from there to the next and last stop, Povoa de Varzim. This station had a small parking lot and even its own cafe! Overall, it was a nice simple terminus to the longest line on the Porto Metro.