Modernizing the MBTA Commuter Rail (Electrification, North-South Rail Link, New Equipment) (2024)

Only way I see the N-S rail link happening is through federal funding, mostly due to Amtrak pressure. Boston's problem is, "Big Dig 2.0" is starting soon with demolishing the I90 viaduct near BU. It shouldn't be as much of a headache as the original one, but it's gonna be a rough 3ish years with that section of highway closed.

Boston desperately needs an orbital line that connects the suburbs together like the Ringbahn in Berlin or the Overground in London

As an Australian living in Germany this just seemed so obvious to me when I first saw the maps of Boston's railways and became aware of the issues. What I find even more crazy is that an area as large as Providence with a well-located electrified railway running through the middle of it only has the one station plus another at the Airport, you would think Providence is big enough that it could run its own local S-Bahn type service!

1:15- no, you would get on the Orange Line to Back Bay (no RL transfer), where all Amtrak trains stop.

Great video. MBTA funding is a huge issue and we need videos like this to educate more people about this problem to (hopefully) get Massachusetts politicians to solve the issue.

One other thing I should add: the conversion to entirely high-level platforms. This would allow for ADA boarding on all cars at every station, the use of power doors (instead of having to manually open a door and a trap), and decreased time standing at stations (as people would board/alight faster due to A: all doors being open and B: not having to walk up/down steps)

Another great video. Love your content over the years and seeing it get better and better in video and commentary. Definitely vote for a deep dive into the current condition of the MBTA subway. There are a few things I would add to this video: 1) the reasons for the transfer of Big Dig debt to the MBTA; 2) the actual funding sources of the MBTA and its mandate; 3) the governance and leadership of the MBTA; and 4) the private contractor that MBTA uses to run the Commuter Rail, Keolis, and its performance so far. These are topics that help explain why the Commuter Rail is in its current state and the challenges it faces, perhaps can be addressed in the future. Keep up the great work!

By the way, I just want to clarify something. the 80 new Hyundai Brokems aren't replacing the single levels on the south side. They are expanding sets and replacing Kawaski cab cars which will go north to replace the flatcar cab cars.

Boston crossrail?

I've learned a lot more about the MBTA from this video. Now, I know of some ways it can be improved.
Also, your rendering of MBTA ACS-64s and SC-44s look quite cool! I hope they buy some locomotives like those, both for aesthetic reasons and as part of the electrification of the MBTA!
Thanks for the video!

I'll never get over how unfair it was for MBTA to have to shoulder the Big Dig debt, without getting anything really transformative from the deal. The earthworks for the NSRL are done, but...like, we already had the center of the city under construction; we just needed the rail infra to be put down. Instead, Boston's PUBLIC TRANSIT agency is burdened by billions of debt for a HIGHWAY project. How is that even remotely sensible?
Separate thing, but they should also be buying EMUs, instead of loco-hauled trains, when it starts to fully electrify.

I gotta wonder about those platform heights too. The prevalence of stairs on every single passenger car and seeming lack of high level platforms seems like a disaster for accessibility.

Great video! I wonder if there is a possibility the mbta could buy some of amtraks acs64’s after the airo is introduced on NER. Maybe they could even have a contract so maintenance can still be done at Southampton yard. Keep up the great vids!

I totally agree with your ideas. That state deserves better

People who live along north station lines don’t have to go to south station for Amtrak, they can take the orange line to back bay where Amtrak stops at

Similar in many aspects to Philadelphia's commuter rail system prior to the opening of the Center City Commuter Connection tunnel in 1984. Prior to the opening of the tunnel, an individual that wanted to travel to Lansdale or Doylestown (in Bucks County) from either Media (in Delaware County) or Wilmington, Delaware, had to take a train to Suburban Station (which is west of City Hall), then either walked five blocks east (or take the Market-Frankford Line) to Reading Terminal in order to continue north to Lansdale or Doylestown. The tunnel allows either a single (or two seat) ride to their destination.

I would love to see the lines electrified and the North South Rail Link built, but I do not see that happening. Ever. The Big Dig took all the money and room for the tracks!

I find it honestly quite ridiculous that the commuter rail is split into two despite connecting their transit modes. But from the things you listed here Sam, there was something I did see of a render on Reddit by either MBTA or someone else in the transit community showing an idea for electrified trains if it was something by Alstom called the X'Trapolis which looked like an EMU, but as much as getting new trains though, it would be pleasing to get new fleets of something not being Siemens or Stadler mixed in with those. MU's I do think would be a good choice for MBTA though.

As a Chinese who lived in Boston and had the MBTA as a part of my childhood, I totally agree and assume China could learn from the US in the field of local regional railways (despite having a modern and big intercity high speed rail network)

For whatever it's worth, you wouldn't transfer at DTX to the Red line from the Orange, you would just take the Orange to Back Bay and hop on Amtrak there directly. That said, still sucks.

This is good, Sam, but I think it's important to talk about how much the Big Dig cost.
To complete the Big Dig, Boston spent $8.08 billion..... In 1982 money. Adjusted for inflation, that's $25.5 billion.
To put into perspective how insane that is, MBTA as a whole, not just the commuter rail, is planning a budget of $2.72 billion. Even without inflation, the Big Dig cost 2.97 times the MBTA's 2024 budget, so the Big Dig was almost TRIPLE the cost of the MBTA's current budget, even when not considering inflation.
Another perspective is BART, the rail system in California, 109 miles, cost $8.49 billion to build after considering inflation, a mere $41 million more than the Big Dig in 1982 money. In 1976 money, BART only cost $1.586 billion to build.
To get even crazier, the USS Gerald R. Ford aircraft carrier cost about $13 billion to build. So a US nuclear supercarrier actually cost LESS to buy than the Big Dig, which is very crazy to think about.

I’ve always loved the mbta and I simply couldn’t agree more with this video.

Awesome video! I really enjoyed it and I think you should make similar videos like this. Keep up the nice work!

loved the overview of the mbta cause it was comprehensive yet succinct. Hope you do septa next!

Nice job explaining the funding issues👍

I live in Australia and all stae capitals have electric power systems and in NSW where I live, have electrified the long distance runs from Sydney. They include lines to Newcastle, Kiama and out to Lithgow. Best thing they ever did. Boston should really do the same thing.

Ri resident here, I love that we have MBTA commuter rail in ri but the service times are basically impossible to use for anything except commuting (I would avoid driving into boston if I could, but I dont work there, which makes going to a sox game or something impossible with Commuter rail)

It is so frustrating that a rail link was not built alongside the big dig. We could’ve had every line run right through boston as it does in philly, but of course cArS hAvE tO tAkE pRiOriTy. If it was built though, here’s how I think the lines should be connected:
Fitchburg to Plymouth (the CENTER of Plymouth)
Lowell to Greenbush
Haverhill to Middleborough (via Anderson RTC and less frequent service down to New Bedford)
Lawrence to Franklin (via
Reading and Oak Grove)
Beverly to Providence (electrified of course with less frequent trips from Newburyport to Wickford)
Rockport to Worcester
Readville to Reading (via Blue Hill Ave, this would be the most frequent line)
Here are the lines that require extensions from existing lines:
Danvers to Fall River (via Salem, Back Bay, Stoughton, and Taunton)
Woburn to Needham (via Winchester, Back Bay, and Forest Hills, but if the OL is extended to Needham the Woburn Stub can be part of the Lowell Line)
and finally, a completely new ring line from Providence to Lowell, via Mansfield, Walpole, Framingham, and Ayer)
Feel free to make suggestions

The connection for those coming from the north to catch southbound Amtrak (did this for many years) is the Orange Line from North Station to Back Bay. The downside is the awful waiting area in Back Bay which feels like it was designed by someone who hated the idea of people sitting while they wait for a train.

nice video thanks for sharing.😊😊👍👍

To get to Amtrak back bay station take the orange line to back bay station. And hop on board Amtrak.

Yes, that would be a great way to help reduce frequent T bus transferring & heavy traffic congestion (i.e. Allston VILL), respectively.
Beth Budner, Auburndale, MA!

Great video!!!

If you would want to providence line to be electrified you would need to put wires at the yard too

Excellent video

so nice!

Suburban rail shouldn't have locomotives, it needs to be multiple unit trains. Locomotives will always have inferior acceleration because much less of the weight is on the driven wheels. Double decker cars are also a questionable idea, especially the current double deckers which have a very small area that is accessible without stairs and where wheelchairs, bikes, strollers, and large luggage all have to compete for space. They were a reaction to the old commuter model where everyone is trying to get to their Downtown office job at exactly 9:00:00 AM, and it's better to just run more frequent service rather than trying to maximize seats quite so much. Plus, as mentioned by someone else, high platforms are very important, both for accessibility but also for operations because having only a couple doors open while people climb up or down the steps into the car makes stops very slow.

The trick for getting from the Northeast Corridor to the Northern Lines is to get off in Back Bay and get on the Orange Line to North Station thus avoiding the possibility of having two connecting trains delayed. I’m always shocked MBTA doesn’t note that as an option even if it’s still not a very good one.

There are plans to build a new station called West Station that would include trains running on the Grand Junction RR. It is the rail line the T and Amtrak use to move equipment between the North and South stations.
One of the problems with the MBTA is that for the longest time it was the home of patronage. There used to be a joke that Senate President William Bulger had gotten people who paid him jobs working in the MBTA that it should be called Mister Bulger's Transit Authority.
The reason MASSDOT forced the MBTA to build new stations is that an environmental group had threatened the state with an injunction stopping the Big Dig unless there demands were met. Including in their demands were the building of new MBTA stations.

There are other improvements that the MBTA needs to make, too. They need at least one ring line for the commuter ra (maybe two), probably somewhere around 95 and a second somewhere around 495. It would also probably be helpful to have a ring subway line, especially if that subway line actually stopped at the airport (and didn’t need a shuttle to the terminals like the current blue line airport stop). They need to increase the number of trains scheduled to at least two an hour, all day, every day of the week (weekend schedules SUCK) to incentivize riders other than daily work commuters. They need to make all their stations, and the walkshed areas around the stations, accessible. They also need to upgrade the subway lines - new tunnels to get rid of sharp, slow turns and decrease the number of bottlenecks on the green line, better trains for accessibility (green line trains have to extend platforms for wheelchair users to board, it’s a process that slows everyone down and sometimes doesn’t even work), and higher frequency schedules. A good transit network should have multiple options, so I’d also advocate for some actual BRT lines (not the shared bus only lane that people ignore).

Thank you, Sam, I think one other thing that needs to take place to electrify the Stoughton line, would be either upgrading or adding a better substation. I am not sure the current one can handle more capacity.

Your commentary about transit not making money is spot-on! When transit funding is in the hands of politicians it seems that systemic harmony and working to overcome challenges collaboratively are antiethical to politicans' sense of self-interest - with too few exceptions in the past 70 years.

It would be pretty epic if the Fairmount line ran from south station, and continued onto the Newburyport/Rockport line. With all the other lines continuing to North Station. I suppose that would be better if the North South rail link ever gets built/reaches capacity

Something to keep in mind. F40 and GP40's use EMD 645 engines, which have PLENTY of parts available. They are still more reliable than most tier 4 engines. I think MBTA and METRA are the only 2 commuter railroads to have figured this out. There's a reason these companies keep looking for EMD's.

I read somewhere that they didn't want to electrify because they felt Amtrak was charging them too much.

Look at the map -
One issue everyone complains about is that the whole system radiates around Boston.
They need to make connections between towns outside of Boston to make it more useful to suburbanites.

I'm a current MBTA employee and there are a lot of talk about getting electric locomotives but that won't be going into affect until after the south coast rail, the new extension from Boston to Springfield and possibly from Boston to New Haven

A brief look at Amtrak's offerings online shows that they offer departures from both Back Bay Station and South Station on both the Northeast Regional and Acela Express trains. So if you were coming from North Station, you wouldn't want to change to the Red Line to go to South Station, but instead take the Orange Line all the way to Back Bay, or if the Orange Line is busted (which it often is), take the Green Line to Copley and then walk a few blocks to Back Bay (unless the weather is bad -- in that case, if the Orange Line is busted, _then_ you would want to change to the Red Line and go to South Station). Of course, it would be better to have the proposed North-South rail link, but at least passengers aren't completely hosed for options to go between the north and south systems with things as they are.
As for electrification and funding, these would be really good, but in addition the whole management and culture of the MBTA needs to be changed -- the MBTA's main specialty is coming up with excuses why things cannot be done, even including such incremental ideas as getting dual-mode locomotives like those proven to work in New Jersey.
As for what they are actually doing, changing from single-level to bilevel coaches, while having some merit for saving on station platform length for a given capacity, is not an unmitigated improvement. Single-level coaches are much easier to load and unload at high-level platforms, especially for people for whom stairs are a barrier; at low-level platforms, both types of coaches are hard to load and unload (since the bilevel coaches that the MBTA has do not have low-level doors (meaning you have to go up stairs and then back down again if you are riding on the lower level). If you have the room to extend station platforms, it would be better to do this and stick with single-level coaches for faster loading and unloading.

I really hope we get full electrification in the next decade, or the next two decades at the least. We're in sore need of it.

For DECADES I have wanted to get on the 'T' as to pursue ELECTRIFICATION for the suburban lines! I wish I could have afforded to live in Boston or their greater area, I would have liked to have gotten on the committee for this project. But like everything else, someone always beats me to that challenge!
But it goes further now; there were RFWs ('railfan windows') in the partition or bulkhead between driver's cab and public area. Now I see it has been all painted or covered black all front end viewing as well (maybe inclusive of the green line as well) having been terminated! Having the RFWs not only would draw more ridership for Trainspotters, but education for youngsters to be able to SEE and appreciate rail operations and hence even MORE ridership - not to mention the public at large!
Plus, the pulling down the wires for the last remaining trolleybus line in Cambridge, (I am an advocate - especially during this Climate Emergency - trying to PROMOTE transport electrification). Problem is, there have been some issues, especially in San Francisco's SFMTA with all their trial battery electrics, BYD, New Flyer, and Proterra, and/or Nova Bus. Pulling down the wires in Cambridge wrapped up all trolleybus operation in Massachusetts that I know of. BAD DECISION! If the MBTA can't find a battery bus that is sufficient, then NO electrification except the Green, red, and Orange lines in Cambridge! And that is going in REVERSE! Thank you!

Good well researched video. Has the MBTA patched it's relationship with Hyundai Rotem? If you ride the Hudson River line, you see a lot of MBTA double Deckers at Kawasaki in Yonkers.

Think electrification of the Fairmount Line should be a priority with catenary. For the neighborhoods and as redundancy and resiliency for the Northeast Corridor

The literal same thing happened to me when I was in Silver Spring, Maryland and I saw a Norfolk Southern - nine deadhead/helping Amtrak 30 also CSX release their seaboard coastline and pure Marquette market heritage units

People in Massachusetts: If you live in an MBTA community, get involved, not only ride your local lines but also nag your state senator & congressman about supporting commuter rail electrification for your line.

With Amtrak getting Airos, maybe the could give some ACS-64's for service on the NEC, and then purchase duel-modes for the rest of the south side within 10 years. Next would be minor upgrades and longer term electrification projects so the system is better prepared for a central tunnel because I'm sure there are upgrades they can do that are better for maintaining/improving existing service and longer term S-bahn style service

What’s the benefit of “partial” electrification here, especially to the destinations that you defined? They seem chosen at random, where logistics make electrification of some of those lines (namely Franklin after Norwood central) more difficult/expensive. Furthermore, doesn’t the entire environmental argument rely on full electrification?

On topic of dual mode units, Amtrak will probably be selling off its P32AC-DM units once Airofleets arrive, Metro North might do so even earlier. They're not much newer than the F40's, but they would be a cheap option for third rail operations.

The issue with Rhode Island is that the MBTA’s jurisdiction ends at the border; Rhode Island has RIPTA, which the MBTA merely operates trains for.

Do you know about the Peidmont service in NC? It’s a really reliable service. We use F59PH and PHI locomotives and refurbished Pullman standard coaches. Even though the coaches were built in the 60s, they run flawlessly. It goes to show that not everything that’s old is trash. However NCDOT is planning on buying Siemens trains to replace the old stuff in the future

I mean, technically you could go from North Station to back Bay and you would not have to take the redline at all to south station

This is my exact issue. I actually take the orange line to back bay to catch the Amtrak.

The easiest method to get to Amtrak is by going on the orange line to Back Bay since most Amtrak trains leaving Boston go through Back Bay. The only exception is the Downeaster that departs from North Station.

Build a munich like s bahn and have a tunnel with stations using the spanish solution. Then slowly electrify the entire network.

Simple solution to the north south rail link... Cut in a switch to reconnect the Grand Junction to South Station. The bridges there are supposed to be redone in the next few years, so this would be the time to do it. Rail wise it's just under 7 miles. Add a station at MIT and you can have another easy connection to Kendall/MIT, if not MIT and that neighborhood as a whole. Problem is that it seems quite a lot of politicians in that part of the state don't want to loose a campaign talking point that no one has delivered on for decades. And if you can reuse some of the existing trackwork near North Station? Well, no need for say Amtrak to pull into North Station to change direction to head north to Portland. It's not going to be fast. But given how poorly this state has actually been doing with major transit projects? Something absurdly simple might be the best bet. Far less of a chance they'll mess it up if they're mostly upgrading existing infrastructure.

If the MBTA fully electrifies the province line, they could buy some of the ACS-64s that Amtrak will be selling off. This would keep costs down during the initial stages, while they prove their viability to sceptics.

I’m pretty sure the Stoughton line plus new south coast lines are supposed to be fully electrified when finished no?

The GP40s aren’t exactly falling apart, but I do believe deferred maintenance has certainly caused them to be less reliable. EMD’s gp units were very popular because they were very reliable

Come west of Worcester, we aren't that transit friendly out here, and it sucks. It's faster for me to bicycle from my house to a mall, 5 miles away; than it is to take a bus, assuming that the bus is on time.

Some lines should be linked to the subway network. Like extending the orange line both ways and the red line too. Red line should replace the green bush line and former Bedford line

It might just be my enthusiasm for UK rolling stock, but I think it would be cool to see British Rail class 440 "Desiro" trains or the British Rail class 800s in MBTA livery for their southeastern corridor to Plymouth or Wareham stations.

I’ve wondered if the MBTA might pick up some of the ACS64’s when Amtrak replaces them. They will have plenty of life left in them most likely. Hopefully either the MBTA or MARC because running diesels under the wires is nuts.

Are you going to post a railroad quarterly video????

7:14 you're absolutely right. Battery trains won't do the T any favors

What can be done about all the grade crossings?

Hopefully Rich Davey will do Good work for you guys.

An important note about the Big Dig debt is that it's not like debt from the project was transferred to the MBTA, rather the MBTA agreed to expansions as part of the deal for the Big Dig, and because they have insufficient and inconsistent funding they have struggled to pay it off.

What is not mentioned in the "trip" from Salem to New York, at the beginning of the video, is that the change from the Orange Line to the Red Line at Downtown Crossing is a long walk, not a simple change of platform. Doing this with baggage would be a true hassle.

I didn't read all the comments, but I am not sure how partial electrification is feasable on a route. IE the Worcester line only electrified to Framingham. You would still need diesels to go the last 20 miles. Just do the entire line at once.

When will the big train news video come out like you normally do?

Electrification is VERY expensive and it does not reduce train operating expenses. you need to consider the trade offs, more lines and more frequent service vs electrification. Most commuter lines can't go much faster due to close station spacing, most of the slow acceleration problems relate to head end hp and gearing, passenger locomotives are generally geared to be faster intercity service with long station spacing and higher top speeds using four axle locomotives, freight locomotives are geared for pulling with lower top speeds generally using six axle locomotives, this is exactly what commuter rail needs. As for pollution issues, most electricity is generated by burning coal in thermal plants, way dirtier than modern diesels. A lot of commuter lines are stuck with older locomotives, often retired from intercity service with millions of miles of wear on them, just like city garbage trucks and busses, they're old.

Philadelphia's commuter rail system & agency, SEPTA, suffers from many of the same neglect, underfunding, mismanagement, & corruption issues as MBTA. The one bright spot was that Philly DID complete their "Downtown Rail Link", joining up the old Pennsy & Reading systems into one unified system. The downside was, the long tunnel required all trains to be electrified, so when the new system debuted in the early 1980's, all the existing longer less traffic-ed diesel lines were eliminated. None of them have ever been brought back, altho there's been talk about the Reading line being electrified. Philly has other big problems with their subway / heavy rail system & the hodge podge of leftover old trolley lines aka light rail that are taking up funding priorities. Extending the Broad Street Line up Roosevelt Blvd should be a no brainer but the cheapskates are talking light rail or busway. Don't make the same mistake New York did w/the Brooklyn connector.

Can you do Modernizing the VRE video?

Amtrak should send some of the ACS 64s onto the NBTA fastest lines, and new charger locomotives should be sent on to the lower speed lines.

a good (i think) idea would be getting dual mode locomotives! (didnt see the full video, silly me!)

Amtrak serves Back Bay but it doesn't have the proper waiting areas and shops of a major intercity rail station. And like you mentioned the pollution exposure from being outside. Amtrak would benefit from having the Downeaster connected into the network

I agree with most of this. However, it’s not imperative that the MBTA switch to double decker cars. There is less demand post-COVID and double deckers have longer boarding times which slow trips down. If capacity is a concern, then they can run more trains and also induce demand in the process.
However, because the MBTA already has an order ready to go for double deckers and a new railcar order would take lots of time to get, I support your proposal of signing off on those new cars.

You need to do some reuses. Very easy to connect to Amtrak from lines into North Station. Just take the Orange line to Back Bay. ALL Amtrak trains stop there!!

Amtrak trains from Maine directly to NYP and WAS ❤

Does MBTA stand for Massachusetts Bosten To Maine?

Also in the hypothetical example where someone lives in Salem and needs to get to a train to New York… I’ve done this several times bc I live near Salem. You can take the Orange Line from North Station directly to Back Bay which is also an Amtrak stop for Acela, NE Regional, and many of the Commuter lines from S. Station. Again, obviously there should be a direct N-S connection so that it’s one system but please put in some sort of disclaimer that there is the ability to do a 1 seat ride to transfer from N. Station to all NEC trains without having to make 2 transfers or get all the way to S. Station

As well as better mobility, better traffic, and a cleaner environment, rapid transit lines often increase land value as well. 3:37

Does Siemens still make subway trains?

Can you do a deep dive like this into SEPTA?

With the success of the South Shore Line, you would think more local government would invest in passenger rail infrastructure.

Agree on electrification, but opposition will be stronger on northside. NS and what WAS Pan Am (now CSX) have been working on getting the B&M East-West route across the state to accomodate double stacks and AutoRacks for a long time. Unless catenary is raised higher to accomodate, They would likely oppose the following sections: Fitchburg line from Wachusett to the Ayer-Stony Brook Junction, Lowell Station to Lowell Junction with Stony Brook Branch, and the Haverhill Line from Andover Junction (just south of Ballardvale) to Haverhill.

Always thought it was a huge blunder NOT to put in the N-S link. And instead they spent $$ on building the Silver Line!? Certainly would have been better 'bang-for-the-buck' with N-S linkage.

It would be great if Shoreline East got extended to Providence to connect to Boston.

I agree that nothing battery powered should be considered. But with electrifying, it’s all or nothing. Electrify a line or don’t. That halfway is rife for all kinds of operational problems.
The Fairmount Line needs to be a top priority and the first to receive EMU’s. While I don’t think five abreast multilevel cars should be the backbone, since high level platforms aren’t even widespread yet, I’d go along with it, but it would be the last unpowered order I’d make. EMU’s would have much better acceleration and deceleration, which is important if you ever have plans on increasing service from hourly to half h hourly, or ideally every 15-20 minutes per line.

They could purchase dual mode equipment that let them operate in electrified and non-electrified areas.

Amtrak would charge the MBTA ransom fees if they were to use the electrics on the providence line. Isn't that why MARC in Maryland bought diesel Siemens charger locomotives instead to cut the cost of electric use on the NEC?